The Classic REAF-1950 / РЭАФ-50 (1950) was a car designed by Vsevolod Bahchivandzhi and his team around 1940-1950. This car is an Experimental Car. Source: OldConceptCars.com

Delahaye’s final luxury model, the 235, was introduced in 1952, bearing a refined version of the famous 135 chassis and engine, now increased to 160 bhp, and a dramatic new grille courtesy of Philippe Charbonneaux. It proved too little too late, and just 84 examples of this chassis were produced before Delahaye production came to an end in 1954. Inarguably, the most beautiful and audacious 235s were the flamboyant, artistic designs created on a pair of chassis by Carrosserie J. Saoutchik. One of these was this car, chassis no. 818039, a spectacular modern, airy fastback coupe with a large curved rear window, in three sections; headlights integrated into the top of the front fenders, with fog lights mounted below; and a one-piece windshield, providing a light and uncluttered effect. The gorgeous flowing fender lines and elegant chromed “notch” in the rear fins, a nod to Pininfarina styling of the time, combined with pillarless windows and a restrained use of chrome to make an exceptionally well-proportioned and glamorous four-seater coupe. Saoutchik exhibited the coupe, finished in Velasquez Gray with a blue leather interior, as the literal centerpiece of their stand at the 1952 Paris Salon, then once more at the concours held at the casino in Enghien-les-Bains on 20 June 1953, where it received the Grand Prix d’Honneur. The car’s first owner is unknown; it is first known to have been registered in 1959 to a Claude Martin, in the department of Seine-et-Oise, as 5678 CX 78; this location’s proximity to Enghien-les-Bains indicates that it was likely sold new there following the concours. It reappeared again in 1979, for sale from Martin at the Château de Bressuire, by which time it had been finished in French Racing Blue! In 1984 it was acquired by Jean-Claude Aubriet, the French racing driver known for his many entrants in the 24 Hours of Le Mans, who retained it for the next three years. By this time it had gained the sliding sunroof, believed to have been a period installation. The Delahaye was brought to the U.S. in the late 1980s, and was restored by the late Mike Fennel in its present rich metallic aubergine hue, with a supple tan interior; importantly, it is very true to its original form, including the correct chrome “sweep” on the flanks of the body, with no extraneous brightwork or flourishes. Only the original bumpers were removed, and replaced with delicate chrome “bumperettes,” lightening and arguably improving the design. In this form, the car was presented at the 1990 Pebble Beach Concours d’Elegance, winning a class award. It has been kept since in a private collection, and remains in very nice overall condition. The engine block bears its original, correct casting numbers, indicating that it is the original unit, and the car is also believed to retain its original chassis number tag. Source: Darin Schnabel ©2018 Courtesy of RM Sotheby’s

The Abarth 1500 Biposto was an experimental coupe designed by Franco Scaglione, who worked for Bertone at the time. It was displayed at the 1952 Turin Motor Show. Following the Turin Show, it was purchased by Packard and brought to Detroit, where it was used for design inspiration. Source: Wikipedia

The Holden Hurricane was an experimental research vehicle, revealed in May 1969. The car has a mid-mounted 4147cc V8 Holden engine, producing 280bhp. The two-seater Hurricane displayed an electronic digital instrument display, station-seeking radio, Comfortron automatic temperature control air conditioning, and a Pathfinder automatic route indicator. The rear vision was provided by a TV screen in the console, connected to a wide-angle lens camera activated by the ignition. As its code name suggests, RD 001 was the first product of the GMH Research and Development section, staffed by a small squad of engineers working in conjunction with the Advanced Styling Group at the Fishermans Bend Technical Centre. RD 001 stood just 990mm high and had no doors in the conventional sense. An electro-mechanically powered canopy swung forward over the front wheels, combining with twin “astronaut type” power elevator seats which rose and pivoted forward, along with the steering column, for ease of access. Occupants were lowered to a semi-reclining position, and the roof closed over. The car could not be started until the canopy was locked down, the seats fully lowered, and the driver”s fully retractable, automatically locking seat belt secured. Other safety innovations were a foam-lined fuel tank, integral headrests, digital readouts, interior padding, and a fire warning system. The wind tunnel-tested fiberglass body was finished in an experimental aluminum flake-based metallic orange paint and mounted on a steel box-section perimeter frame with rubber insulated mountings. Under the Hurricane”s pivoting engine hood, set forward of the rear axle, was an experimental 253 cubic inch Holden-designed and built V8 with a four-barrel carburetor. Source & Images: OldConceptCars.com

This Sledgehammer reached 254.76 mph at the Transportation Research Center (TRC) in Ohio and became the world’s fastest street-legal car for some time. Reeves Callaway built it up in Connecticut as an example of what was possible with the new ZR1 and turbocharging its LT5 engine. The result was an 898 bhp coupe that still retained luxuries such as air conditioning and a radio. Callaway achieved this power using a NASCAR-spec block with Mahle pistons and forged connecting rods. The top-end included a Brodix aluminum head fed by twin Turbonetics T04B turbochargers. The suspension was addressed by Carroll Smith, who lowered the entire car one inch and fit 17-inch Dymag aluminum wheels with specially-made Goodyear tires. On October 26, 1988, at 3:45 PM, John Lingenfelter drove the Sledgehammer to its record speed of 254.76 mph on the 7.5-mile oval track at the Transportation Research Center (TRC) in Ohio. Source: supercars.net (Richard Michael Owen)

The Alfa Romeo Proteo concept, unveiled at the 1991 Geneva Motor Show, was a high-performance, high-tech two-seat sports car proposal. Styled by the prolific designer Walter de'Silva, the Proteo was based on a shortened platform borrowed from the Alfa Romeo 164 3.0 liter V6 saloon. The Proteo featured the same 260 horsepower V6 powerplant as the 164, and power was sent to all four wheels through a 5-speed manual transmission. The Proteo also featured 4-wheel steering to improve low-speed maneuverability and high-speed stability. Shortly after the Proteo was debuted, Alfa Romeo announced their plans to produce the car in limited numbers of around 2,000 examples. Three fully-functional prototypes were even constructed, lending credibility to the news. Unfortunately, only weeks before the car was due to final development and production, the head honchos at Alfa Romeo decided that the project was too risky financially and pulled the plug. Source: diseno-art Images: Alfa Romeo

With his retirement looming, the window of opportunity for a mid-engine Corvette was narrowing. Famed Corvette engineer Zora Arkus-Duntov did not want to do the Wankel-rotary-engine-powered Four-Rotor Corvette project, which itself was an evolution of the mid-engine XP-882 prototype. Familiar with the Wankel engine since 1955, Duntov knew that the basic design was inefficient because of the surface-to-volume ratio in the combustion chamber. Additionally, the Chevy Vega was scheduled to be the first Wankel-powered car produced by General Motors, and Duntov didn't want the Corvette to be powered by a Vega engine. But GM president at the time Ed Cole was hot on the Wankel and tactically said, "yes" to the mid-engine Corvette, but only with a Wankel in the middle. Duntov had no choice. Duntov made the best of it and told his engineman, Gib Hufstader, "Make me a fast car!" Hufstader's solution later won a U.S. patent. The layout consisted of two separate Wankel engines, one on each side of a shaft that ran back to the bevels at the transmission output. Each engine was 90 degrees out of phase to smooth out the performance. A toothed and grooved cog belt ran the ignition, alternator, and fuel pump, while a V-belt controlled the air conditioning, power steering, and water pump. The combined size of the two engines was 585 cubic inches and was rated at 350 to 370 horsepower. Hufstader said the setup could make as much as 480 horsepower with some development. He pulled it all together in just two months. In July of 1972, Cole, with Duntov, took the completed, body-less car out on the GM Tech Center check road. Legend has it that the car hit 148 mph and was still accelerating when they had to slow down. The sound was described as an "incredible shriek!" As development continued, Duntov eventually cornered GM vice president of design Bill Mitchell and said, "Let's put a deadline on this. The Paris show." Mitchell agreed and assigned the project to Hank Haga and Jerry Palmer. Mitchell wanted to see a break from the Kammback design, something pointed and streamlined, similar in flavor to the Mercedes-Benz record-breakers of the 1930s. Palmer recalled: "It was a very hard car to design. After my second shot, Mitchell said, 'Hey, this is like baseball, kid—three strikes and you're out.' " "Mitchell wanted a teardrop shape," Haga explained. "The design problem was to put together a piece of equipment that didn't have a tail 40 feet long. It started with a long nose and tail … it looked like a record car rather than a Corvette. So we did several overlays and got a fair balance between the nose and tail. We kept shortening it, and that's how it evolved." With the basic shape set, everyone in the design group fell in love with the car. With a 72-degree windshield slope, wheel flares, and vents behind the rear glass, the drag coefficient was 0.325—astonishing for its day. Other details included the engine's side cooling intakes, bifold gullwing doors, and a deep, V-angled front windshield. Chevrolet Interiors created the cabin with plush leather and suede seats, a digital smoked-black instrument display that pivoted along with the telescopic and tilt steering wheel. The center console had more digital gauges, warning lights, radio, climate controls, transmission selector, and handbrake. Both the Two-Rotor (a.k.a. the XP-987 GT) and Four-Rotor Corvettes started making the auto-show circuit rounds beginning with the 1973 Paris show, to mixed reviews. Automotive magazines went crazy with speculation, but the project stalled when Cole decided to scrap GM's Wankel project altogether. As a result, the Fur-Rotor was never properly developed and didn't run well. Flat out, it was a monster; at any other speed, not so good. Designers tried to take the body design and make it a producible car, but every production issue solved detracted from the beauty of the original. "Death by a thousand cuts," said Palmer. Eventually, Bill Mitchell had the Four-Rotor sent to the Design Center to retrofit the all-aluminum XP-895's drivetrain and a 400-cubic-inch small-block. The new Aerovette was relegated to show-car duty. Chief Engineer Dave McLellan said, "Showing the Aerovette was a sign of what wouldn't be produced." This might have been the first production mid-engine Corvette if not for the Wankel distraction. Duntov later said that the car was equal with the 1957 Corvette SS as his favorite one-off Corvette. When Zora retired, he was given a detailed model of the Four-Rotor, while the former head of GM design Ed Welburn said that he and his coworkers used to look at the car on their lunch breaks. "I knew every inch of it, and I didn't even work on it." Now that's an inspiration! Source: The Four-Rotor Corvette Prototype Was the ‘Almost’ Mid .... https://www.motortrend.com/news/1973-four-rotor-corvette-prototype-mid-engine-chevrolet-corvette-history/ Images: www.shorey.net

At the 1960 Turin Auto Show, BMC's Italian partner Innocenti showed a small Spider built upon Sprite underpinnings. The car was the first design of Tom Tjaarda's, drawn for Carrozzeria Ghia. Ghia's partner firm OSI built the bodyshells when the car entered production in early 1961. The original Innocenti 950 Spider had the Frogeye's 948 cc engine with 43 hp (32 kW), 624 of these were built. Later in 1961, an uprated 46.5 hp (35 kW) was installed. In February 1963 the 1098 cc "S" model was introduced, this also had front disc brakes to cope with the extra power. The 1100 has 58 hp (43 kW) and could also be fitted with a removable hardtop. The Spider wasn't a mere reshelling, as the entire bulkhead was moved forward to provide longer doors and a more modern look. Unlike the spartan Frogeye, the Spider also had wind-up windows and a permanent windscreen. 4,790 of the 950 Spiders were built, and 2,074 of the 1100 cc Spiders. The Innocenti Spider originally sold well in Italy, with production running at 13 cars per day in 1962, but it had a hard time competing against the cheaper Sprite in export markets. As more modern competitors arrived and as the British-built Sprite was modernized, sales dropped precipitously, with only 63 cars built in 1965. Thus, Innocenti presented the reworked Innocenti Coupé in September 1966, still with the same 1100 engine as seen in late Spiders. The badging on the car simply read "Innocenti C". The Coupé's all-new bodywork was wider and longer than the Spider's, and the wheelbase was extended by 150 mm to 2,180 mm (85.8 in). The floor pan was reworked to allow for the seats to be mounted lower than in a Sprite, making the cabin less cramped. It was competitively priced in the Italian market, slotting nicely between the smaller Fiat 850 Coupé and the bigger Fiat 124 Sport Spider. Only 794 were built when production ended in 1968. Source: CarStyling.ru

Tom Tjaarda (1934 – 2017) was an automobile designer noted for his work on a broad range of automobiles — estimated at over eighty — from exotic sports cars including the Ferrari 365 California, De Tomaso Pantera and Aston Martin Lagonda Coupé to high-volume popular cars including the first-generation Ford Fiesta (1972) and the Fiat 124 Spider (1966). For his work, Tjaarda was honored at the 1997 Pebble Beach Concours d'Elegance as well as the 1997 Concorso Italiano. Jalopnik called Tjaarda "one of the defining automotive designers of the 20th century." Noted automotive designer and journalist Robert Cumberford called Tjaarda "one of the world’s most accomplished Italian car designers." Car Design News called him "one of the great unsung heroes of the car design world." Born in Detroit, Tjaarda was the son of Irene Tjaarda[6] and Dutch-American auto designer John Tjaarda (born Joop Tjaarda van Starkenburg, 1897–1962), designer of the 1935 Lincoln Zephyr. Tjaarda's parents divorced in 1939 and he lived with his mother in Detroit. Tjaarda studied high school in Birmingham High School, Birmingham, Michigan (1953 renamed to Seaholm High School). Tjaarda studied Architecture at the University of Michigan and presented an automobile (a sport station wagon) rather than building design for his senior thesis — winning an internship at Carrozzeria Ghia, the renowned Italian design house. In 1958, he moved to Turin, Italy, where his career began and where he continued to live and work. Tjaarda started his career at Ghia with the Innocenti 950. By 1961 had moved to Pininfarina, where he went on to work on designs that included the Chevrolet Corvette Rondine, the Ferrari 330GT 2+2, the Fiat 124 Spider, and the Ferrari 365 California. He later returned to Ghia, where he designed the Isuzu Bellett MX1600 concept, the De Tomaso Pantera, and the De Tomaso Longchamp. In 1981, Tom was appointed as Director of Fiat Advanced Studios. In 1984, he started his own independent design firm, Dimensione Design.

Battista "Pinin" Farina (later Battista Pininfarina; 1893 - 1966) was an Italian automobile designer and the founder of the Carrozzeria Pininfarina coachbuilding company, a name associated with many of the best-known postwar sports cars. Battista Farina was born in Cortanze, Italy. The tenth of eleven children, his nickname, "Pinin" (the youngest/smallest (brother), in Piedmontese), referred to his being the baby of the family, and in later years it also referred to his short stature of 5 feet (1.52 meters). He started working in his brother Giovanni's body shop at the age of 12, and it was there that his interest in cars was born. He stayed at Giovanni's Stabilimenti Industriali Farina for decades, learning bodywork and beginning to design his own cars. He formed Carrozzeria Pinin Farina in 1930 to focus on the design and construction of new car bodies, and quickly gained prominence. Only Carrozzeria Touring was more sought-after in the 1930s. His work for Ferrari, starting in 1952, would become his most famous, though much of it was managed by his son, Sergio, who ran the firm until shortly before his death, on 3 July 2012. Sometime in the early 1950s, Stabilimenti Farina was absorbed into the by now much larger Carrozzeria Pininfarina. The last design personally attributed to him was the 1600 Duetto for Alfa Romeo. This was first seen by the public at the Geneva Motor Show in March 1966. He died less than a month later. He officially changed his name to "Battista Pininfarina" in 1961. The change was authorized by the President of the Italian Republic, acting on a proposal made by the Minister of Justice.

The Fiat 124 Sport Spider is a convertible sports car marketed by Fiat for model years 1966-1985. Designed by and manufactured at the Italian carrozzeria Pininfarina factory, the monocoque, front-engine, rear-drive Sport Spider debuted at the November 1966 Turin Auto Show with styling by Tom Tjaarda. Fiat later marketed the car as the Spider 2000 (1979-1982). After being retired by FIAT, Pininfarina continued the production of the model under his own brand as Pininfarina Spider Azzura for the North American market and Pininfarina Spidereuropa for the European market for three more years, from 1983 until 1985. Honoring its legacy, in 2015 a successor of the Fiat 124 Spider was presented at the LA Auto Show. The Fiat 124 Sport Spider was designed by Pininfarina and styled in-house by Tom Tjaarda. The 124 Sport Spider, 124 Sport Coupé, and 124 sedan share much of their running gear – and, in the case of the coupé, platforms. The Sports Spider uses a shorter platform along with a shorter wheelbase, and in contrast to the Pininfarina styled and manufactured spider, Fiat designed and manufactured the coupé in-house. The succession of build series of the 124 was designated internally as AS, BS, BS1, CS, and CSA. AS models had a torque tube transmitting power to the rear wheels; this crack-prone design was replaced by a trailing-arm rear axle with the second series (BS) during 1969 — which was manufactured alongside the AS for the first six months of 1970. The early AS cars also have smaller taillights, while the BS receives a mesh grille and black-rimmed gauges inside. In July 1970 the 1.6-liter BS1 appeared; this model is recognizable by its twin humps on the bonnet and bumper overriders. The CS series Spider arrived during 1972. Also in 1972, a sports version of the Spider debuted, required for type-approval of its rally version, and was marketed as 124 CSA (C-Spider-Abarth). The vehicle has a capacity of 128 hp. In three years, Fiat manufactured less than 1000 CSA models, which were intended for sale to individual clients. The car was manufactured by Fiat (with a Pininfarina body) in Turin until October 1981, when Pininfarina took over manufacture in their San Giorgio Canavese plant. Serial numbers started over from zero, while the eleventh digit in the Vehicle Identification Number was switched from an 8 to a 5. The Fiat Spider 2000 ended manufacture in July 1982, and after the Italian summer holidays, production of Pininfarina-badged cars commenced in its place.

The Seville, introduced in May 1975 as an early 1976 model, was Cadillac's answer to the rising popularity of European luxury imports as Mercedes-Benz and BMW. GM planners were becoming concerned that the division's once-vaunted image as the “standard of the world" was fading, especially among the younger generation of car buyers. Over time, European luxury cars had become quite luxurious and even more expensive than the much larger Cadillacs. As the market share of these imports continued to climb, it became obvious that the traditional American automotive paradigm of "bigger equals better" had begun to falter. The Seville became the smallest and most expensive model in the lineup, turning Cadillac's traditional marketing and pricing strategy upside down. Source: Wikipedia

The Pontiac Phantom (also called the General Motors Phantom and given the internal code name "Madame X") is a concept car created by General Motors (GM) in 1977. The Phantom was designed by Bill Mitchell and Bill Davis at Mitchell's "Studio X." Mitchell was an accomplished designer for GM who had designed the 1938 Cadillac Sixty Special, added tailfins to the 1948 Cadillacs, and designed both the 1963 and 1968 Chevrolet Corvettes. The Phantom was conceived by Mitchell as a retirement gift to himself and was also the last project for his Studio X, which had reopened to design the car. The lines of the Phantom are evocative of the late-1930s Cadillacs that Mitchell had designed earlier in his career. The Phantom is a fastback two-seat coupe built on the chassis of a Pontiac Grand Prix. It only consists of a fiberglass shell and does not have a drivetrain, rendering it inoperable. The car was considered a "personal expression" of Mitchell's. He described the Phantom as "the kind of car I'd like to drive." Mitchell elaborated that "with the energy crisis and other considerations, the glamour car would not be around for long. I wanted to leave a memory at General Motors of the kind of cars I love." In the words of Jerry Hirshberg, who would later become head of design at Nissan, Mitchell "was fighting old battles and withdrawing increasingly from a world that was being redefined by consumerism, Naderism, and an emerging consciousness of the environment." The Phantom project was initially supported by Pontiac, although they did not maintain support throughout development. Mitchell sent the car to the Milford Proving Grounds to impress GM's directors. However, when the executive vice president of product planning and technical staff, Howard Kehrl, saw the car, he ordered it to be removed immediately from the proving grounds. After designing the Phantom, Mitchell retired in 1977, holding the director of the General Motors Styling Division at the time. The car is currently in the collection of the Sloan Museum in Flint, Michigan. Source: Wikipedia Images: www.shorey.net

While the first-generation Seville had proved quite successful, it failed in its primary mission of winning over younger import buyers. Marketing research indicated that the car was most popular with older women who wanted a Cadillac in a smaller, more maneuverable size. For the 1980 model year, the Seville's K-body platform became front-wheel drive, based on the E-body Eldorado, Buick Riviera, and Oldsmobile Toronado. Length and wheelbase were similar, with the car losing 0.3" in wheelbase and gaining 0.8" overall. The new model featured independent rear suspension and was the first American car to have a standard diesel engine, carried over from the previous generation. Cadillac's new 368 cu in (6.0 L) L62 V8 with Digital Fuel Injection was a no-cost option except in California, where the fuel-injected Oldsmobile 350 remained available as a no-cost option. The razor-edged bustle-back rear styling drew inspiration from English coachbuilder Hooper & Co.'s "Empress Line" designs from the early 1950s, which were considered a dramatic, modern take on the mid-'30s style of trunk/body integration. In addition, long hood/short deck proportions were inspired by luxury cars of the 1960s. The Seville's "statement" styling was one of the last vehicles designed by Bill Mitchell, appointed by Harley Earl in 1936 as the Cadillac’s first chief designer. It was swiftly imitated by the 1982–87 Lincoln Continental sedan and the 1981–83 Chrysler Imperial coupe. Sales were strong at first, but disastrous flirtation with diesel engines and the ill-fated V-8-6-4 variable displacement gasoline engine, coupled with poor quality control eroded Seville's standing in the marketplace. The Seville introduced features that would become traditional in later years. In 1981, memory seats appeared—a feature not seen on a Cadillac since the Eldorado Broughams of the late 1950s. This option allowed two stored positions to be recalled at the touch of a button. Also new for 1981 was a digital instrument cluster. The "Cadillac Trip Computer" was a precursor to this option in 1978. Available until 1985, it was considerably less expensive than the trip computer and featured just a digital speedometer and fuel gauge. Engine options changed for 1981: the V8 was now equipped with the V8-6-4 variable displacement technology. However, the engine management systems of the time proved too slow to run the system reliably. A 4.1 L (252 cu in) Buick V6 was added as a credit option. Puncture-sealing tires were also new. In 1982, Seville offered heated outside rear-view mirrors with an optional rear defogger. Inside, a "Symphony Sound" stereo cassette tape system was available. The previously standard diesel engine became an option with the introduction of a new 4.1 L (250 cu in) HT-4100. This engine had a number of reliability issues, such as weak, porous aluminum block castings and failure-prone intake manifold gaskets. For 1983, the Buick V6 was dropped and a new "Delco/Bose" stereo cassette system was offered at $895. Initially looking like a standard Delco radio, from 1984 onward it featured a brushed gold-look front panel and bulbous lower interior door speaker assemblies. This was also the last year for an available 8-track stereo system. From 1983 through 1985, it was available with a fake cabriolet roof option which gave the appearance of a four-door convertible. Source: Wikipedia

The Corvair second generation arrived for the model year 1965, noted for its lack of a "B" pillar and a new fully independent suspension replacing the original swing axle rear suspension. The Corvair used coil springs at each wheel. Car and Driver magazine's David E. Davis Jr. showed enthusiasm for the 1965 Corvair in their October 1964 issue: "And it is here too, that we have to go on record and say that the Corvair is in our opinion—the most important new car of the entire crop of '65 models, and the most beautiful car to appear in this country since before World War II." "When the pictures of the '65 Corvair arrived in our offices, the man who opened the envelope actually let out a great shout of delight and amazement on first seeing the car, and in thirty seconds the whole staff was charging around, each wanting to be the first to show somebody else, each wanting the vicarious kick of hearing that characteristic war-whoop from the first-time viewer." "Our ardor had cooled a little by the time we got to drive the cars—then we went nuts all over again. The new rear suspension, the new softer spring rates in front, the bigger brakes, the addition of some more power, all these factors had us driving around like idiots—zooming around the handling loop dragging with each other, standing on the brakes—until we had to reluctantly turn the car over to some other impatient journalist ... The '65 Corvair is an outstanding car. It doesn't go fast enough, but we love it." The standard 95 hp (71 kW; 96 PS) and optional 110 hp (82 kW; 112 PS) engines were carried forward from 1964. The previous 150 hp (112 kW; 152 PS) Spyder engine was replaced by the normally aspirated 140 hp (104 kW; 142 PS) for the new Corsa. The engine was unusual in offering four single-throat carburetors, to which were added larger valves and a dual exhaust system. A 180 hp (134 kW; 182 PS) turbocharged engine was optional on the Corsa, which offered either standard three-speed or optional (US$92) four-speed manual transmissions. The 140 hp (104 kW; 142 PS) engine was optional on 500 and Monza models with manual or Powerglide transmissions. All engines got some of the heavy-duty internal parts from the Turbocharged engine for better durability. New refinements appeared on the 1965 redesign. The Corsa came standard with an instrument panel featuring a 140 mph (230 km/h) speedometer with resettable trip odometer, a 6,000 rpm tachometer, cylinder head temperature gauge, analog clock with a sweeping second hand, a manifold vacuum/pressure gauge, and fuel gauge. A much better heater system, larger brakes borrowed from the Chevelle, a stronger differential ring gear, a Delcotron alternator (replacing the generator), and significant chassis refinements were made. Out back, a new fully articulated rear suspension virtually eliminated the danger of the previous generation's swing axles and was based on the contemporary Corvette Sting Ray (Corvair used coil springs while the Sting Ray uses a transverse leaf). AM/FM stereo radio, in-dash All Weather Air Conditioning, telescopically adjustable steering column, and a Special Purpose Chassis Equipment ("Z17") handling package, consisting of a special performance suspension and quick ratio steering box, were significant new options for 1965. The Monza and Corvair 500 Sport Sedans were the only compact cars ever available in the U.S. as pillarless four-door hardtops. Source: Wikipedia

The 1963 Corvette Sting Ray not only had a new design but also newfound handling prowess. The Sting Ray was also a somewhat lighter Corvette, so acceleration improved despite unchanged horsepower. For the 1963 model year, 21,513 units would be built, which was up 50 percent from the record-setting 1962 version. Production was divided almost evenly between the convertible and the new coupe – 10,919 and 10,594, respectively – and more than half the convertibles were ordered with the optional lift-off hardtop. Nevertheless, the coupe wouldn't sell as well again throughout the Sting Ray years. The closed Corvette did not outsell the open one until 1969, by which time the coupe came with a T-top featuring removable roof panels. Equipment installations for 1963 began reflecting the market's demand for more civility in sporting cars. The power brake option went into 15 percent of production, power steering into 12 percent. On the other hand, only 278 buyers specified the $421.80 air conditioning; leather upholstery – a mere $80.70 – was ordered on only 1,114 cars. The cast aluminum knock-off wheels, manufactured for Chevy by Kelsey-Hayes, cost $322.80 a set, but few buyers checked off that option. However, almost 18,000 Sting Rays left St. Louis with the four-speed manual gearbox – better than four out of every five. All 1963 cars had 327cid engines, which made 250 hp standard, with optional variants that made 300 hp, 340 hp, and 360 hp. The most powerful engine was the Rochester fuel-injected engine. Options available on the C2 included AM-FM radio (mid-1963), air conditioning, and leather upholstery. Also available for the first time ever on a Corvette was a special performance equipment package the RPO Z06, for $1,818.45. These Corvettes came to be known as the "Big Tanks" because the package initially had a 36.5-US-gallon (138 l; 30.4 imp gal) gas tank versus the standard 20-gallon for races such as Sebring and Daytona. At first, the package was only available on coupes because the oversized tank would not fit in the convertible. In 1963 only 199 Z06 Corvettes were produced, usually reserved for racing, and of the 199 a total of six were specifically created for Le Mans racing by Chevrolet. One of the six 1963 Z06 Sting Ray's was built late in 1962 to race at Riverside on 13 October 1962. They were destined to compete in a different sort of race for sports cars, a NASCAR sanctioned event on the famous Daytona Oval, the Daytona 250 – American Challenge Cup. This meant the cars needed to be prepared for a different set of rules, the same as those for the big Grand National stock cars. The chassis was modified extensively and an experimental 427 cu in (7,000 cc) engine installed. The car was lightened in every way possible and weighed just over 2,800 lb (1,300 kg). Further prep was done by Mickey Thompson. Among other changes, Thompson replaced the fiberglass Z06 "Big Tank" with an even larger 50 US gal (189.3 l; 41.6 imp gal) metal tank. Driven by Junior Johnson, plagued by rain in the race, substitute driver Billy Krause finished third behind Paul Goldsmith's Pontiac Tempest and A. J. Foyt in another Corvette. New for the 1963 model year was an optional electronic ignition, the breakerless magnetic pulse-triggered Delcotronic, first offered by Pontiac on some 1963 models. Source: Wikipedia

The Buick Riviera is a personal luxury car that was marketed by Buick from 1963 to 1999, with the exception of the 1994 model year. As General Motors' first entry into the personal luxury car market segment, the Riviera was highly praised by automotive journalists upon its high-profile debut. The ground-up design that debuted in 1963 was also Buick's first unique Riviera model, and it pioneered the GM E platform. Unlike its subsequent GM E platform stablemates, the Oldsmobile Toronado and Cadillac Eldorado, the Riviera was initially a standard front-engine/rear-wheel-drive platform, only switching to front-wheel drive starting in 1979. While the early models stayed close to their original form, eight subsequent generations varied substantially in size and styling. A total of 1,127,261 Rivieras were produced. Source: Wikipedia, CarStyling.ru, OldConceptCars.com

The Damsels of Design is another bold forward move by modern maverick-Earl and one newspaper writer penned, "Earl, being an adventurous man at heart and long an advocate of women's rights in the auto industry..." Well, his risk-taking "women's rights" move ruffled a lot of feathers in Detroit's staid "all-male" engineering world. Even though equality was the future, Harley's trailblazing stand for women being equals to his male designers of GM Styling Section created a firestorm of tension.

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

Designed by legendary GM stylist Harley Earl, the LeSabre embodied the styling of early fighter jets in its basic design. This is especially prevalent at the nose of the concept, which strongly resembles a turbine intake, allowing the car to not only have a futuristic appearance, but to also have a level of aggression that was absent from production Buick models of the time. In addition to looking stylish, the LeSabre concept was also a technological showcase that included features such as a dual fuel system that burned alcohol and conventional gasoline, as well as a specially-designed moisture sensor that automatically raised the convertible top in the event of a sudden downpour. All of these features put the LeSabre way ahead of its time, while also making the car a herald of what would eventually become the modern iteration of the automobile.

Harley J. Earl (1893 - 1969) was an American automotive designer and business executive. He was the initial designated head of design at General Motors, later becoming the Vice President. A coach builder by trade, Earl pioneered the use of free form sketching and hand sculpted clay models as automotive design techniques. He introduced the "Concept Car" as a tool for the design process and a clever marketing device. Harley J. Earl's Designs

"That's gotta be photoshopped" was my natural reaction, and maybe yours, too. But indeed, the 1959 Citroën U55 Cityrama Currus was very real. It was built upon a Citroën U55 truck chassis. It could be modified and used satisfactorily by the workers at Groupe Cityrama. This double-decker bus had stylishly curved, wrap-around glass on seemingly every surface – kind of like a Vista Cruiser station wagon on roids. The roof was a removable glass top used for open-air touring in the summer months. Not only was the Cityrama Currus seen around the streets of Paris, but it was also featured in the continental movies Le Corniaud and Zazie Dans Le Métro. Whatever the point of building this was, I hope they had air conditioning. It's got the glass area of a medium-sized greenhouse. Double-decker buses and sunroofs both took off, but not so much together. Would this have been a hit or miss?

Ford considered an array of names before settling with Bronco. Donald Frey, former Ford VP and General Manager, was keen on the equine theme and ultimately stuck with the vehicle’s original code name, but this list of would-be names is tantalizing - Bravo, Caballero, Custom, Explorer, Gaucho, Rustler, Sprint, Trail Blazer, and even Wrangler! Let’s dive into the conceptual history of how the Bronco arose. I find this especially interesting to learn, because the 2021 Ford Bronco is right around the corner! July, 1963: Ford completes an internal study on market and product plans for several long-haul trucks, including everything from highway tractors to half-ton pickups and Econoline. Sitting on page 10 of this report, titled “Light Utility Vehicles,” we see the first seeds of the Bronco beginning to germinate. Ford spoke to Jeep CJ and IH Scout owners for their feedback, learning about the customers they need to convert for a potential competitor. “Both the Scout and Jeep lack adequate performance and have poor comfort, ride, and vibration qualities,” reads the transcript. “The majority of the Scout and Jeep owners questioned in small group research discussions indicated that four-wheel drive conventional trucks are too large to suit their needs for, generally, a combination of business and pleasure.” October, 1963: Then, Lee Iacocca sent an executive notice (called “blue letters”) to Ford product planning committee members. The subject: Four-Wheel Drive Vehicles (0–10,000 GVW) and “...Code-named Bronco.” Iacocca’s instructions for the Bronco were clear and effective for several reasons. The Bronco would be a similar building experience Ford’s WW2 M-151 “Mutt”, they would save money by repurposing F-100 parts, and the design would lead to a jack-of-all-trades vehicle. November, 1963: Clay model feasibility reviews began and sketches resembled the soon-to-be Bronco. February, 1964: Ford had authorized expenditures of $300,000 ($2.5 million USD now) to continue development of the Bronco. Donald Frey posing with the '66 Ford Bronco. Photo by Ford. August, 1965: Then, the Bronco took the off-road market by storm when it launched for the ’66 model year. To quote Donald Frey, Ford VP and General Manager, “Another pony joins the stable.” He very much envisioned the Bronco as a sibling to the Mustang. '66 Ford Bronco Dune Duster. Photo by Ford. 1966: Ford showed off the funky “Dune Duster” Bronco concept at the 1966 Detroit auto show. None other than George Barris (of Batmobile fame and other wild customs) handled this build! Direct your attention to the: angled door sills, bed cover, NHRA-approved roll bar, convertible top, walnut-trimmed control knobs and steering wheel, suede- and leather seats, rear jump seats, and spectacular chrome. Two years, it was repainted with an “on-brand-for-1969" multicolored flower petal theme. The ’74 Bronco that never was. Photo by Ford. 1970s: The 2nd gen Bronco moved away from its initial design and began resembling the F-Series truck. Economically, this choice allowed for greater parts sharing and economies of scale to meet demand. The original plan, dubbed “Project Shorthorn,” was scrapped amidst the '70s oil crisis. The vehicle didn’t launch until 1978, just two years before the 3rd gen model launched in 1980. An almost beaten record. Photo by VPO. 1977: Hot air balloonist Karl Thomas, planned a promotional campaign with Ford called the “Limited Edition Sail,” to break the coast-to-coast ballooning record, in under 41 days. The 18-person ground crew was supervised by veteran Bronco racer Bill Stroppe. Naturally, the handful of Limited Edition Sail Ford vehicles under Stroppe’s command included two Broncos, one being a medical rig known as the "Balloon Chase Ambulance". Unfortunately, technicalities prevented the team from earning a Guinness record despite completing the trip in 18 days. Zuercher notes, “Unfortunately, no evidence exists that the sail affected vehicle sales.” Pope & Bronco. Photo by Thomas J. O'Halloran. October, 1979: Ford was tasked to supply the Secret Service with as many as three Bronco-based Popemobiles, according to the Chicago Sun Times. In September ’79, Ford announced that His Holiness would ride in one such 1980 Bronco, which would be “open in the rear so that the Pope may stand and greet his friends and followers.” The Bronco Popemobile was painted Wimbledon White with Wedgewood Blue interior. Although the archives contain these two renderings of the project, we have not been able to locate any real-life images of the Vatican-approved Bronco in Chicago. This shot of John Paul II at Yankee Stadium, appears to show him standing in a Bronco that matches the renderings. What a beauty! Promotional Bronco for the ‘80 Winter Olympics. Photo by Ford. 1980: Ford researched, but never executed, a cross-promotional Bronco for the 1980 Winter Olympics. This Bronco would have tied in with international festivities hosted in Lake Placid, New York, that year. Ford seems to have ultimately decided against the collaboration. This article just scratched the surface. There’s a mass of information stocked away in the archives, including old color swatches, fabric samplers, dealer brochures, period advertisements, accessory catalogues, and more. There are so many old chapter of Ford to explore. Still, a new page is turning and Ford’s 2021 Bronco is the new chapter.

Imagine plopping a Ferrari Grand Prix engine into a boat...well, here's the story! The 1953 Timossi-Ferrari Arno XI Racing Hydroplane was designed by speedboat racer Achille Castoldi, who piloted the world record run on Italy's Lake Iseo. He and the machine set a world speed record for its class in 1953, going 150 mph! As you can see, the boat has a slick, solid wooden frame with a mahogany outer skin with strong metal for the subframe. The engine used in this boat was the same type used in Ferrari's Grand Prix race cars, including a car that won the first World Championship Grand Prix in 1951, which also soared at an astonishing 150 mph. This engine was modified to run on methanol, which allowed for much higher compression and more power. Additionally, twin superchargers were also added, raising its horsepower from the original 385 to 600. The 1950s were when John Cobb and Donald Campbell dared to break 200 mph using ridiculous jet-powered hydroplanes. Still, Timossi-Ferrari Arno XI Racing Hydroplane proved powerful speeds for a partially wooden boat that wasn't jet-powered. Would you dare get behind the wheel? If you have a few million lying around, then you can! Back in 2012, RM Auctions estimated the boat’s whopping value between 1,000,000 euros to 1,500,000 euros ($1,294,000 to $1,941,000). I'm left wondering how much it is worth now.

An unusual, yet unknown emergence of nautical Volkswagens washed up in the mid-1980s. Believe it or not, the idea of converting a Beetle into a boat isn’t as unusual as you might think! Unmodified, factory Volkswagens were so well-put-together and had a sheet of steel sealing the bottom so they were capable of floating in water for 30 minutes to an hour. Volkswagen proudly showed this off in this ad: By the way, let’s just take a moment and appreciate this ad a bit. Can you imagine a car company today making an ad like this for their cheap economy car? The car’s front end gets dropped five to the ground, the inner door panel is torn away, and then gets driven into a freaking lake. Honestly, I might buy a Pinto if Ford made an ad like this! Let’s take a look into two stories of innovators who took advantage of this aquatic feature. In one corner is the 1983 Volkswagen “Sea Golf” GTI Cabriolet and in the other corner is the 1985 Volkswagen “Sea Bug”! Beginning with the 1983 “Sea Golf”, imagine a German science professor looking out of his plane's window and seeing dense forests, meadows, and lakes. Being the engineering mastermind that he is, Dr. Ernst Fiala dreamt of a Volkswagen Golf that could not only romp among trees and bask in fields but one that could go swimming, too! Carrying his idea to Wolfsburg, Dr. Fiala and his four-member crew got to work. Three years later, Fiala's dream became reality, the “Sea Golf”. After undergoing increasingly difficult tests in the local reservoirs, the car was completed in time for its public debut at the 1983 Wörthersee GTI Treffen in Hamburg, at Kieler Yacht Harbor. Specifications: Two fiberglass floats connected to a hydraulic apparatus that raises and lowers them. Water-proofing for both body and drivetrain. "Snorkel" tail pipe. Special leather interior. Prop shaft connecting the rear propeller to the drivetrain. Secondary "gear shift" that couples/uncouples the prop shaft. 1,781cc Inline-Four, 175 PS engine. Capable of reaching an on-water speed of 22 knots. The “Sea Golf” is now a permanent exhibit in the Golf section of Volkswagen's Wolfsburg Museum, check it out: Now, let’s dive into the specifics of the 1985 “Sea Bug”! An Australian, Paul Greene, decided to take advantage of the floating “feature” of Volkswagen Beetles. Believe it or not, this car can still handle driving on land, even with its outboard motor hanging off the rear. Since the stock Beetle could only handle 30 minutes to an hour in water, Greene took the liberty of using fiberglass and 6 mm hardened glass to reinforce the body. Specifications: Fiberglass body and 6 mm hardened glass. Fiberglass floats. Amphibious: handles road and water. Stan Pobjoy 2.1 Litre. Super Mod with Holly Carb. Adjustable Z-Drive Outboard. This bug was the talk of Australia and quickly reached international attention after battling the waves of the Bass Strait crossing! Unfortunately, not much else is known about this particular craft apart from the fact that it was passed on to his son for safekeeping. Videos, like this one, can be found of this beastly bug tearing apart waves and providing further that bugs can float: After thinking about it for a while, it dawned on me: I’m pretty sure that Volkswagen has the only production cars to be piloted on land, sea, and air. These mind boggling capabilities have aghast me over the way I see Volkswagen. Though I’m impressed, it’s safe to say I won’t be paddling a Passat anytime soon!

Only one of these cars was ever built! The design borrowed many ideas from airplanes at the time. The car was created by a consortium of businessmen who hoped to sell replicas to wealthy sportsmen who would campaign them in European-style sports car races held in New York State. Tasco (The American Sportscar Company) shortened a 1948 Mercury chassis with a souped-up V8 engine. The Tasco featured an enclosed cockpit like that of a light aircraft. Above the heads of driver and passenger were lift-out glass panels in the first-ever rendering of the “T-bar” roof (first seen in production in the Chevrolet Corvette of 1968). The cast magnesium wheels were fully enclosed in their own fairings. The front two were made from fiberglass and turned with the wheels. The bodywork was built by Derham, one of America’s most respected luxury car bodybuilders, through his contacts. They employed Gordon Buehrig to design it, an extremely talented stylist who had worked all over the American car industry but was most closely associated with the 1935 Auburn Speedster and 1936 Cord 810. However, Buehrig was never happy with the Tasco, saying a committee designed it. Unfortunately, he compared it to the failed Edsel as another lame duck. No doubt, car and design students today would disagree! It can now be seen at the Auburn Cord Duesenberg Museum in Auburn, Indiana! 1948 Gordon Buehrig Tasco 45