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The French and the Italians have always tried to oppose the German take on large premium cars. The Germans have always been more concerned with technical nuances, and the car's design just had to be solid and inconspicuous. Meanwhile, the French in no way wanted to agree that a car could look inexpressive. The epitome of exclusiveness in the large premium car market was always Citroën with its cosmic DS/CX/XM/C6 odyssey. Still, after entering the new millennium, Renault also tried its hand in producing exciting cars. Having cautiously played around with the Renault Safrane before 2000, Renault decided to shake up the premium car market with two models unlike anything else – the Vel Satis and the Avantime. The Avantime had already been displayed at various shows as a concept model since 1999. At that time, it was much more common for the major manufacturers to launch different futuristic one-off cars, so the public's reaction to what was just another concept was fairly moderate. It was just that nobody expected the model baptized the "Coupéspace" ever to make it to production. So everyone was left with their jaws wide open when Renault later announced that they would be mass-producing this car at Matra. The collaboration between Matra and Renault had been doing very well since 1984 since the Renault Espace people carrier (MPV – multi-purpose vehicle) that Matra was manufacturing was a true sales hit. It was with the Espace that Renault's epic as an MPV expert began. In 1993 it launched the Twingo mini MPV, followed by the Scenic compact MPV in 1996. These family-oriented cars were very successful, and Renault's chief designer Patrick Le Quément came up with a completely crazy idea – why not make a two-door MPV? Matra just happened to have some extra capacity at the time since Renault had decided to move production of the fourth generation Espace to its factory. Hence, the third-generation Espace production line began being used for a vehicle that the world had never seen before – the two-door Avantime MPV. A portmanteau of the French word "Avant" (meaning "ahead") and the English word "time," the name meant that the car was ahead of its time, and nobody dared to doubt it. The Avantime was some 20 cm taller than other coupés and didn't look like a single one of them. An extremely spacious cabin and large boot were features that no coupé had previously been able to boast of. Not to mention the unique side doors with a double parallel opening hinge system (to reduce outswing and facilitate access to the rear seats), the panoramic sunroof, and the side windows without pillars. The design also became an important accent. Renault wanted people to remain fascinated by each detail of the Avantime, and they no doubt succeeded. Car journalists wrote that this is the only concept car that you can buy. Renault marketers drew optimistic sales forecasts for the Avantime – according to them, this unconventional car would attract everyone who was not satisfied with the existing coupés. However, the reality turned out to be much crueler. Automobile fans praised the Avantime's innovativeness, but real buyers were much more reserved. Those who needed a car for their family went with the Espace, and those who wanted a two-door coupé first and foremost associated the coupé body type with sportiness, which the Avantime did not have at all. Yes, the Avantime came with either a 210-horsepower 3-litre V6 or a 163-horsepower 2-liter turbocharged inline-four. But it was built on the Espace base, and it drove like an Espace. Worst of all, it was even heavier than the Espace, so add the high center of gravity and you don't get a car that would be fun to take curves with. And after all, coupé buyers were the ones who wanted to feel at least a little bit of this driving pleasure. Sure, the Avantime was great for long trips – you could open the sunroof, lower all the windows and almost feel like you were in a convertible. But the Espace was also perfect for long trips, and it was much roomier than the Avantime and cost about the same. Renault got a taste of how painful it could be to break the established standards in the premium market. The Avantime sold ten times less than planned, and after just two years, having produced just 8,557 cars, the experiment was discontinued. Renault's other outsider, the Vel Satis, stayed around a bit longer but sold in numbers below what Renault's management had planned. With all this in mind, the price for a Renault Avantime now is almost ridiculous – you can get this modern piece of art on wheels for just a few thousand euros. Source: https://dyler.com/posts/244/the-renault-avantime-a-concept-car-you-can-actually-buy Image Source: Renault Archive

The XG was a curious last wheeze for the Plymouth division, which officially closed its doors in 2001 after a 91-year run. Its curious mix of a production body and a European-market powertrain provided some glimpse into the dartboard-style product planning going on at DaimlerChrysler after the German company best known for its swanky Mercedes-Benz models initiated a so-called merger of equals with Detroit's smallest car brand. By 1998, the third-generation Chrysler vans were about halfway through their product cycle. Even as buyers flocked toward SUVs, the automaker's Jeep Grand Cherokee and its new Dodge Durango, Chrysler, Dodge, and Plymouth minivans remained popular with consumers. The vans were available in short and long (or Grand) wheelbases, and most were powered by one of three V6 engines. A 2.4-liter inline-four was standard on short-wheelbase models, though it was not a popular option. For the Voyager XG, Chrysler looked to Europe — specifically, Graz, Austria, where Magna Steyr assembled under contract Jeeps and Chrysler Voyagers with big "Made in Austria" stickers on their tailgates. The Chrysler assembly line was in the same complex where Mercedes-Benz G-Wagens had been built for decades. However, Chrysler's relationship with Magna Steyr predated Daimler Chrysler by several years. The Voyager XG made use of a 2.5-liter turbodiesel inline-four rated at 115 horsepower and 195 lb-ft of torque, which wasn't much of an improvement over the production van's 150 hp and 167 lb-ft. However, instead of a 3-speed automatic transmission, the XG courted enthusiasts with a 5-speed manual gearbox. Chrysler quoted 33 mpg on the highway, a big improvement over the American gas van's 26 mpg hwy. A gigantic power-retractable cloth roof was fitted. It worked as a case study for the production roof that would eventually be offered (and leak profusely) on the Jeep Liberty. The 17-in alloy wheels, cribbed from the Prowler, were finished in silver with anodized blue caps that matched the blue-toned rear window tint and the taupe and blue captain's chairs fitted upfront and in row two. In its press release announcing the Voyager XG, Chrysler envisioned active, athletic types forgoing rugged SUVs for a tricked-out minivan. The cargo area held a removable bin on wheels with an integrated ice chest and storage drawer, predating the drawers that seemed to be installed in every 1990s Toyota Land Cruiser. Here's a snippet: "We built the Plymouth Voyager XG concept minivan for the adventure-seeking, mountain-biking, trail-riding, ocean-surfing individual who has a lot of equipment and is always on the go," Ralph Sarotte. The general product manager of the Chrysler Corporation's minivan platform said before spouting off some marketing nonsense in the press release. "The vehicle would expand the minivan market segment by attracting a new generation of minivan buyers." Source: https://www.autotrader.com/car-news/plymouth-voyager-xg-concept-was-4-seat-diesel-minivan-manual-transmission-281474979974576 Image Source: Chrysler Corporation

The Plymouth Howler is a roadster concept car designed and built by Plymouth. It was first presented at the 1999 SEMA Show. It has been described as a redesigned Prowler with increased cargo space versus previous Prowler models and has a 4.7L V8 engine. The engine is mated to a five-speed manual transmission instead of the Prowler's four-speed automatic. This freed up some room in the undercarriage to enlarge the gas tank for the thirstier V8. The Howler also has a removable hardtop instead of the traditional ragtop of the Prowler. The top is manually removed and can be stored in a compartment behind the seats. Though most Prowler enthusiasts appreciated the prototype concept, the low sales volume of the Prowler and the ultimate demise of the Plymouth nameplate ensured that the Howler was never made into a production vehicle. Source: "Plymouth Howler". Fantasy Cars. Retrieved 2011-01-11. Image Source: Chrysler Corporation

Pininfarina designers were not prepared to answer a most obvious question: what is the actual inside volume of their latest concept car: Metrocubo. Italian for cubic meters. They might tell us one day, but it is clear that with the vehicle taking up to five passengers, it is much bigger than its name, even though its length is just a tiny bit over the 2.5-meter length. The name did not come out from a long series of crowded committees but reflects a definition used by Lorenzo Ramaciotti, general manager of Pininfarina Studi e Ricerche when referring to the project. President Sergio Pininfarina heard it over a conversation. He decided the name was perfect for the show-car unveiled at the Frankfort Motor Show last September and demonstrated to several motoring writers the day before it started its journey to Japan for the Tokyo Motor Show there. The Pininfarina traveled to the Far East onboard a transcontinental airplane, not on its own. Otherwise, it would have reached Tokyo on time for the next edition in two years. You can't call the Metrocubo a fast car. After all, it is a city car powered by a hybrid light system and is not made to cross the Urals or drive hundreds of miles day after day. A Hybrid Car The Metrocubo is happy to serve a family of four (and even five on occasions) wishing to travel to or inside the city. Its top speed is reported to be slightly above the 100-kph barrier, and when operating exclusively on its electric motor, it produces no emission at all. In this case, the range is limited to 40 km. Outside the city where a modest consumption of gasoline and emission is tolerated, Metrocubo may drive up to some 300 km on ten liters of gasoline. In this case, the four strokes, 505 cc., two-cylinder gasoline Lombardini engine works as a generator charging the batteries at the rate of 6.3 kW per hour. Enough for steady, smooth driving but critical when driving in extreme conditions, at higher speed, or on gradients. The electric motor has a potential capacity of 35 kW, absorbing nearly six times the energy the gasoline engine can produce. In their turn, the battery pack is made of conventional lead even though, according to the latest technology, add some 480 KGs to the car's weight that would otherwise show on 818 kg on the scale. The total is accounted: 1298 kg for a city. Positively too many. For these reasons, politicians are currently considering banning thermal combustion engines from letting only E.V. in the cities think twice. What will we do with this new generation of E.V. will they no longer be able to provide us with their service? Even the latest Pininfarina study does not introduce any real innovative solutions to the accumulation, management, and use of electric energy despite presenting state-of-the-art, which is illuminating. In comparison to the milk delivery trucks of the early century, some step forward has been made. Not that much, though, and we must concede that we are still in a pioneering phase on this front. A lot more needs to be achieved. A City Car For The Family The scene is radically different when it comes to the architecture of the Metrocubo, of its flexible use potential, and convenience. With Metrocubo, Pininfarina designers have further stretched the envelope and made the best possible use of space in a city car. Much like the MCC Smart, they also set for themselves the limit of a 2.5-meter long automobile (actually moving, with the Italian sense of flexibility to 2580 mm.). Still, they added the goal of granting convenient accommodation to four, maybe five, adults rather than just 2. Why a city car with accommodation for four to five when most cars in the city are driven by one person? We questioned. The answer is simple: "We wanted to offer a car that can serve the entire family when required, thus making a second, large car, an option rather than a must," said Ken Okuyama, the Japanese chief designer in charge of "educational relationship." His team - Lowie Vermeersch (exterior) and Bruno Gho (interior) - design is credited for the Metrocubo design. Hence, a car as wide as the Fiat Multipla, 1780 mm., to take three people on the front row and tall enough to grant enough room, good visibility, and a pleasant cabin to travel in. A fourth and fifth seat can be transversally, positioned behind the front row, to obtain a completely modular cabin. The good point about them and all other passengers' seats is that they can be mainly moved or completely removed. The only fixed point is the driving area. All other seats are mounted on rails integrated into the floor so that they can be slid along the entire length of the cabin or indeed be taken out completely to make for quite a convenient cargo to move stuff around. One of the most interesting aspects of the interior arrangement is that it is entirely modular and can be organized to suit all sorts of needs according to the number of passengers or the sort of goods being transported and the very nature of the journey. Indeed, the users have a choice (like in a large minivan) with this small and potentially inexpensive "city car." The design of a car that aims to maximize space use must have flat surfaces, not precisely what you need when aiming at a good, "dynamic" look. Nevertheless, one can't but concede that Pininfarina's designers demonstrate with Metrocubo that even a squared box can be made attractive through good design. It makes a rather good impression to see the Pininfarina's "cubic meter," moving silently along the asphalt strip contouring the modern buildings hosting the "Pininfarina Studi e Ricerche" at Cambiano, in the outskirts of Torino. No matter from which perspective you look, the vehicle always shows the same design theme featuring a well-balanced combination of geometrical surfaces, gently harmonized to form a solid three-dimensional shape. Dimensions and proportions change from side to side but without any contrast. Apart from the underfloor, the only side that is not related to the other is the roof. It is hare to see from the floor level, but this consists mainly of the lamella sunroof developed by Webasto. The roof also makes use of as much glazing material (polycarbonate provided by Isoclima Aerospace extensively used for the entire body to grant the best visibility and feeling of airiness inside the relatively small cabin. Inspired by Michelins New “Pax System” Tires Also, the innovative Michelin "Pax System" tires that have inspired and motivated this design research are different front and rear. They play a key role in the design and look of the car. Lorenzo Ramaciotti said such tires allow the investigation of new architectural solutions for the automobile and point to just one entertaining detail. With the front tires being smaller than those at the rear, they help understand the direction Metrocubo is meant to go. The understanding is supported by different front and rear screen rake, even though the difference is not that big. Despite the minimal dimensions of the vehicle, access to the front seats is rather convenient, and this is for two reasons: the height of the car -and hence of the door, actually a real gate - and the fact the gate slides rearward on the driver's side. On the other side, there is a wide opening, conventional door. One finds the third sort of opening at the back: the rear gate, open wide but in two folding parts to limit the space required to open it. Combined with the flat floor, it provides access for passengers and any loading operations required. Rear passenger access is fun for a couple of boys but rather inconvenient for two adults. Interior design is simple and rational, well organized yet colorful and pretty, with a strong "product design" character. As for all components used for the car, new materials and technologies have been investigated and used. The seats consist of a simple tubular frame in aluminum covered in fabric with gel padding on all those areas that come into contact with the occupant's body. The result is a light, see-through look and also means that the seats take up very little space when not occupied. The facia design echoes the look of the body, including the color. Every information is organized around a central multifunctional display, visible not just to the driver but to all the car's occupants. Most functions are operated by a remote control system so that the passengers have access to entertainment facilities like the stereo and the satellite navigator, telephone, and climate control. All the main controls are within easy reach of the driver, to his left or on the steering column. A series of containers of all sorts have been carved out on the facia to store small items. Although Metrocubo is purely a research vehicle, it is reported that several leading carmakers have paid the greatest attention to Pininfarina's latest show car and are talking to the Italian design house on this subject. The interest for E.V. City Car is reportedly growing at high speed among European makers. There are chances that the European Union will issue new rules making these sorts of vehicles nearly mandatory in many European cities. Source: www.cardesign.to Image Source: pininfarina spa.

A combination of good aerodynamics with an extremely low drag coefficient of 0.22 and lightweight construction of 750kg enables the car to achieve incredibly high fuel consumption. The G90 manages to suppress CO2 emissions to just 90g per 1km. Vision As new, stricter European emission standards were announced for the future, Opel Advanced Engineering and Design departments were already figuring out what a cleaner compact car could look like in the future. They presented the extremely low-emission G90 Concept at the 1999 IAA. The name was chosen because the CO2 emission from the 60 HP gasoline engine is a mere 90 g per km. This represents MVEG-standard fuel consumption of 3.88 liters per 100 km! Technology This exceptionally low fuel consumption for a spacious four-seater was achieved by using weight-saving materials and an amazing drag coefficient of cD = 0.22. The G90 weighed only 750 kilograms. The G90's power plant was the Corsa's extremely efficient three-cylinder ECOTEC unit. This 12-valve engine has an output of 44 kW (60 HP) and maximum torque of 85 Nm at 2,800 rpm. Exterior The contours of the G90 gave an insight into Opel's future body language. The very individual study hinted at recognizable Opel design cues such as the kink below the windows, the bold wheel arches, and the V-shaped radiator grille with its large Opel emblem. It also pointed the way to Opel's future styling intentions. This is exemplified in the raised line running down the center of the engine hood and the styling and technology of the LED headlamps. Interior Innovative ideas also abound in the passenger compartment, where the guiding principle of "Less is More" was applied. The car weighs less and has lower fuel consumption than comparable cars, but it also has distinctly fewer switches and buttons. The T-shaped technology carrier houses the audio and mobile phone module, the climate control system, and the navigation system with an ergonomically placed 5-inch screen display. Source: Opel

Concept A served as the forerunner to the Agila. Distinguishing features of the “Concept A” microvan study were exceptional design, high levels of functionality, and ultra-modern, environmentally compatible propulsion technology. Its striking look was just as impressive as its high variability, which allowed the compact five-door microvan to be transformed from a four-seater into a spacious load carrier. Raised seat positions made getting into and out of the vehicle easier and made traveling more relaxing. The smart Opel fun car was powered by a particularly low-emission “bivalent” engine and ran on gasoline or compressed natural gas at the touch of a button. Source: www.carbodydesign.com Image Source: www.carmarket.ru

Recon was introduced at the 1999 North American Auto Show in Detroit. It was designed entirely with computers. It had a two-panel opening roof and an instrument panel that could be reconfigured to the driver’s preferences using display windows. Recon was an all-wheel drive and featured a 3.0 V6. Lear seats were made of foam and had no covering or padding. Their slim profile added to interior space. Source: encyclopedia.classicoldsmobile.com Image Source: General Motors Corp.

The Z Concept from Nissan was a difficult challenge for the designers at NDI. Their goal was not merely to update a 30-year old design but to take some of the elements that made the original car special and integrate them into a new design. A classic 240Z, owned by an NDI designer, was brought into the studios as a reference point. The Z Concept is fully operational, using a balanced and blueprinted 2.4-L, DOHC, 16-valve, four-cylinder engine rated at 149 kW (200 hp) and 244 N•m (180 lb•ft). Modifications to Nissan's engine include a racing profile camshaft, lightweight pistons, 10.7:1 compression ratio, reprogrammed electronic controls, and custom dual exhaust. The car also features a five-speed manual transmission, lightweight flywheel, and independent suspension. Brakes are from the Japanese-market Skyline GT-R supercar, while 18-inch alloy wheels are fitted with 215/40ZR18 front and 225/40ZR18 rear tires. Source: www.sae.org Image Source: Nissan Motor Co., Ltd.

Introducing the next-generation FR L-class platform, with world-beating performance, comfort, and safety that set the standards by which future sedans will be judged. Taking center stage at Nissan’s display at the 1999 Tokyo Auto Show was the XVL, a luxury sedan with cutting-edge technology such as an EXTROID continuously variable transmission, which uses power rollers instead of the belts common in most CVT systems. XVL is powered by a direct-injection 3.0-liter V-6 and is rear-wheel drive. Of course, the XVL received the venerated VQ35 and became the Infiniti G35 Sedan, released in 2003. Source: www.conceptnissan.com Image Source: Nissan

Spun from a Frontier Crew Cab platform, Nissan’s SUT (Sport Utility Truck) concept blended SUV and pickup traits through a nifty flip-up liftgate behind the second row of seats. That portal separated what Nissan Designers described as the “clean” and “dirty” zones. Source: https://testdrivejunkie.com/1999-nissan-sut-concept/ Image Sources: Nissan Motor Co., Ltd.

The NCS (New Concept Sedan) has a rear seat sunroof and locates the central HVAC vents at the top of the A-pillars. Interior space is in abundance. Theater-style seating can give way to folded flat 50/50 split rear seats. The rear cargo area conceals a storage compartment that is accessed via a bi-fold floor panel. NCS is about three inches taller than a midsize sedan, yet it is shorter than the current Nissan Maxima. Its powerplant is a 190 hp SOHC V6 engine. Source: www.conceptnissan.com Image Sources: Nissan Motor Co., Ltd.

The ecologically-minded sporty coupe of the future, CYPACT delivers unparalleled fuel economy for a 3-liter car and features wide-ranging ITS (Intelligent Transport Systems) technology. Nissan first showed this concept sports coupe at the 1999 Frankfurt Motor Show. This vehicle aimed to combine a dynamic and enjoyable driving experience with an economical and environmentally-friendly engine. The backbone of this concept is what Nissan has dubbed their NEO Di engine, which stands for Nissan Ecology Oriented Direct Injection, a four-cylinder turbocharged diesel capable of traveling 100km on just 3.4 liters of fuel. Source: www.conceptnissan.com Image Sources: Nissan; JOHN LLOYD Collection

AXY provides a comfortable, home-like environment on the road. Its wide and flat floor area provides an open-plan cabin space where people can carry on various activities while on the move. The Nissan AXY concept is a lifestyle utility vehicle designed for comfort and peace of mind. The exterior has been designed to project a sharp, clean image while exuding a friendly look. The AXY is fitted with a newly developed 2.0 liter NEO direct-injection gasoline engine and HYPER CVT to deliver smooth driving performance with ample power in reserve. Source: www.conceptnissan.com Image Sources: Nissan Motor Co., Ltd.; pboursin.club.fr

The Mitsubishi SUW (Smart Utility Wagon) is a series of concept cars sharing a common design theme and was first exhibited by Japanese automaker Mitsubishi Motors at the 1999 Frankfurt and Tokyo Motor Shows. The Smart Utility Wagon theme was introduced late in 1998 as a demonstration of the company's corporate slogan of the time, "Innovation in Motion," which was itself to represent "smart design" and "ecology conscious[ness]." Specifically, SUWs shared the company's GDI engine technology, a taller roofline for easier entry and exit, and interior space competitive with larger vehicles. The three individual vehicles Mitsubishi produced were the SUW Advance, a five-door hatchback family car, the SUW Compact, a three-door hatchback small car, and the SUW Active sport utility vehicle. The SUW Compact was designed for urban environments, so compactness and maneuverability were prioritized alongside fuel economy. The Compact was 3,580 mm long, 1,685 mm wide, and 1,515 mm high, and it benefitted from a turning circle of 4.4 m. The powertrain also utilized GDI technology, a 78 PS 1.1 L with ASG (Automatic Stop-Go), a system that turns off the engine when it is idling and restarts it on demand. Combined with its drag coefficient of 0.30, the Compact claimed fuel consumption of 4.5 L/100 km (52.3 U.S. mpg). Source: Wikipedia Image Sources: Mitsubishi Motors Corporation

The Mitsubishi SUW (Smart Utility Wagon) is a series of concept cars sharing a common design theme and was first exhibited by Japanese automaker Mitsubishi Motors at the 1999 Frankfurt and Tokyo Motor Shows. This five-passenger compact car boasts ultralow fuel consumption powered by a GDI-HEV hybrid fuel system using an in-line one of a trio of Mitsu "sport-utility wagon" concepts four-cylinder engine and a CVT transmission. To realize the vision of the world's motoring future, our engineers packed it with cutting-edge technologies focusing on ecological performance and sophisticated design elements. The result is a versatile, ultra-economical car with a distinctive worldwide appeal. Source: www.thecarconnection.com Image Source: Mitsubishi Motors Corporation Mitsubishi SUW Advance concept vehicle was displayed at the 2000 Chicago Auto Show. Characterized by a soft-shape silhouette, wîth the cabin tapering at the rear and truncated overhangs wîth the wheels placed at the corners the exterior styling projected a reassuring look of stability. The cabin featured a people-friendly design, the instrumentation being shaped for maximum ease of use with displays located for maximum visibility and legibility. The five-passenger prototype came powered by a compact and economical hybrid system that combined a high-efficiency GDI engine, small-capacity motor-generator unit and lithium-ion batteries, mated to a CVT (continuously variable transmission). The driver could instruct the Voice Command System to operate various vehicular functions and provide navigation information. www.chicagoautoshow.com

The Mitsubishi SUW (Smart Utility Wagon) is a series of concept cars sharing a common design theme and was first exhibited by Japanese automaker Mitsubishi Motors at the 1999 Frankfurt and Tokyo Motor Shows. Smart Utility Wagon with GDI-GPT (Green Power Turbo) for stress-free driving at any time anywhere. Designed as the "post-RV" sport-ute of the near future, this five-passenger vehicle has low body height and high ground clearance, squared side panels, and a versatile interior. Motivated by a "Green Power Turbo," its power comes from a turbocharged direct-injection in-line four. Source: www.thecarconnection.com Image Source: Mitsubishi Motors Corporation

Designed by and fabricated at Mitsubishi Motors R & R&D of America, Inc, the bold SSU hit the crowds during the 1999 Chicago Auto Show. The sign in front of the display reads: "The twin-turbocharged, all-wheel-drive SSU concept car is an "extreme sports vehicle," combining the performance and handling of a sports car with the space and versatility of an SUV... think of it as a rally car for five people and all their equipment for a weekend of extreme sports." Not stated, the SSU was powered by a 2.5-liter V-6 that pumped out 310 horses and fed power to the all-wheel-drive system via a 5-speed automatic transmission. Mitsubishi Motors' Sport mode allowed the SSU to be shifted as a conventional automatic or clutchless manual. The use of center-opening doors, with no B-pillar, facilitated passenger entry and egress and the loading and unloading of luggage. Source: www.chicagoautoshow.com Image Sources: Mitsubishi Motors Corp. Mitsubishi is well known for its exotic concept and show vehicles, such as its HSR series from years past, and it's not being shy with this year's Detroit show car. Its internal code name is "Mad Max," and it showcases styling cues of future Mitsubishi products, as well as true sports car/SUV hybrid possibilities. This concept vehicle is built on a modified existing platform, is fully operational, and commingles a powerplant from the respected all-wheel-drive, twin-turbo, 300-horsepower 3000GT VR-4 and load-carrying capabilities of a Montero. Unless "Max" has adjustable-height suspension, this one doesn't look like it's going very far off-road. However, it's designed to carry four passengers comfortably, while hauling a substantial amount of cargo-very rapidly. "Mad Max" is quite imposing at 188 inches long, 80 inches wide, with a wheelbase of just over 111 inches, and standing about 45 inches high, it's about as long as a Montero Sport but as low and wide as a 3000GT. Indicating the direction Mitsubishi design intends to pursue, the exterior styling cues that made their way through several concept vehicles are the Cord-like hood treatment (HSR-VI), the pronounced, angular wheel arches (SST concept car), the rear treatment incorporating a trunk pod that's a lockable compartment for valuables, and arched rear glass. Inside, a single, console-mounted computer screen controls audio functions and climate control and could be expanded to incorporate navigation and other computing functions, such as internet access (also seen on the SST). As with most concept vehicles, "Mad Max" is not intended to be a production car, at least not in this form. Rather it allows the automaker's designers, engineers, and marketers to think "outside the box" and expand the possibilities of its entire line of cars. Often, one or two ideas are feasible enough to make it to production on future products, but rarely is an entire vehicle born from a concept. Chris Walton - Motor Trend (February 1999)

The 1999 Mercury Cougar S concept prototype is the product of Ford's Advanced Design and Special Vehicle engineering team. It is an impressive and aggressive package that would have made the Cougar S one of the hottest pieces of equipment in the rapidly expanding sport coupe market. Its unique body is sleeker, lower, and wider than the production Cougar, with special lightweight front and rear fascias. Sitting one inch lower and with a front and rear track 3 inches wider, the Cougar S concept incorporates a comprehensive aerodynamic package for optimal performance. The concept's exterior presentation is a no-holds-barred performance package highlighted by the large rectangular air intake in the deep front air dam for improved cooling with fog lamps cleverly integrated into scoop-shaped recesses. The sides of the concept experimented with extended rocker panel side skirts and curvaceous crisp wheel arches. The distinctively flared fenders cover large 18" specially built 2-piece 6-spoke alloy wheels wearing 235/45ZR-18 Michelin Pilot SX tires. Inside the wheels, impressively large Brembo brakes from the SVT Contour demonstrate how seriously Mercury was taking its performance. With 13.1" front discs and 11" rears, Cougar S has stopping power to match its uprated power and handling capabilities. Matching the concept's increased horsepower and improved AWD handling characteristics required meticulous attention to detail from Ford's aerodynamicists. The Cougar S concept has two spoilers, one on the conventional decklid location and another integrated with the rear window header. At the rear, a new fascia with integrated exhaust pipes flanked by rectangular air vents continues the front air dam's theme. A very Euro-style radio antenna on the windshield header gives a sophisticated touch that well suits the image of the Cougar S concept. The interior features a pair of leather-covered Recaro racing seats with unique materials throughout, in addition to the special steering wheel, alloy clutch brake, and accelerator pedals. Unique graphics on the instrument cluster matches the functional changes. Had the Cougar S been put into production, it would have been a dream come true for "tuners and tweakers." The Cougar S is powered by a modified modular 24 valve V-6 Duratec prototype engine. This strong breathing engine at 3.0 liters is a half-liter larger than the production counterpart. It is fed by a modified intake system that feeds cold air through a functional scoop at the windscreen's base. With available SVT modifications, the motor is capable of over 400 horsepower. Mounted to the modular Duratec powerplant is a driveline taken from the all-wheel drive Mondo prototype - A driveline developed in Europe for the Mondo but never put into production. A 5 speed MTX-75 viscous drive, the limited-slip manual transmission is specially designed to accommodate the driveline. Even three and a half years after its introduction, the Cougar S concept remains a timely expression of the trend toward hot sports coupes. The Cougar S concept is in essentially showroom condition, with excellent exterior paint and a new interior. With Ford's decision to discontinue the production of the Mercury Cougar, the Cougar S concept is the final Cougar Concept. The original Cougar concept (1962) and the MC2 concept (1994) still belong to Ford Motor Company and are stored in a warehouse near the Ford Design Center in Dearborn, Michigan. The MC4 (1997) was sold by Ford in 2002 for $775,000 to Ralph Lauren. The Cougar S concept represents a rare opportunity to own an essential piece of Ford design history created by J. Mays. Source: www.scottgrundfor.com

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

Exclusive sports car: 1999 Mercedes-Benz Vision SLR Vehicle: Vision SLR When: January 1999 Where: North American International Auto Show, Detroit What: High-performance sports car Powertrain: Four-stroke eight-cylinder engine, 5.5-liter displacement, supercharged, 410 kW (557 hp), rear-wheel drive, five-speed automatic transmission with Touchshift control Technical highlights Chassis consisting of fiber composites and aluminum -> introduced in 2003 in the Mercedes-Benz SLR McLaren (C 199) Carbon fiber bucket seats -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199) Electrohydraulic brake system -> introduced 2001 as Sensotronic Brake Control (SBC) in the Mercedes-Benz SL (R 230) Brake discs made of fiber-reinforced ceramic -> introduced in 2003 in the Mercedes-Benz SLR McLaren (C 199) Front headlamps with adaptive lighting system -> introduced 2003 as bi-xenon headlamps with Active Light System in the Mercedes-Benz E-Class (W 211) Bi-functional xenon projector-beam headlamps for both low and high beam -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199) LED taillights -> introduced in 2003 in the Mercedes-Benz SLR McLaren (C 199) Rear license plate illuminated by a special luminescent film. The Vision SLR was presented at the Detroit Auto Show in 1999 as "Tomorrow's Silver Arrow." This claim was reflected in every aspect of the concept vehicle. Designed as a Gran Turismo for the 21st century, it incorporated styling themes from the current Silver Arrow Formula One racecars and the SLR sports cars of the 1950s, weaving them together into a new and fascinating design. The body of the Vision SLR expressed dynamism and power. The striking front section with the V-shaped nose and the distinctive twin-airfoil design was a motif repeated at various points around the body and in the interior and was inspired by the Formula One racecars harmonized with the four-headlamp design familiar from other models. The extended hood, the powerfully sculpted fenders, and the gullwing doors of the Vision SLR were based on styling ideas first seen in the legendary SL models of the fifties and their SLR racing versions in which Juan Manuel Fangio, Karl Kling, and Stirling Moss romped from victory to victory. Expressive but by no means aggressive, the Vision SLR displayed a muscular body whose every fiber was taut and honed, poised to go into action at a moment's notice. A dominant interior design feature was the wide, gently curving center console, circular controls, and the silver-painted "spoiler fins" facing the driver and front passenger. These features replaced a conventional instrument panel and, at the same time, symbolized the state-of-the-art lightweight construction of the Gran Turismo. The cockpit featured two round, aluminum-rimmed instrument dials which recalled high-quality chronometers. These two dials, the speedometer and rev counter, featured a new technique that allowed them to accommodate other displays in their center. Instruments that moved on transparent plastic discs had replaced traditional instrument needles, giving an unimpeded view of the displays. Carbon bucket seats, an oval steering wheel, and state-of-the-art information technology such as the Cockpit Management and Data System (COMAND) were other notable features of the sporty interior. The Vision SLR's chassis was made of fiber composites and aluminum, which offered outstanding crash performance and brought weight savings of approximately 40 percent compared with conventional steel designs. These materials were used in those areas where they brought the biggest advantages. The front crumple zones, which deformed to a predetermined pattern, were made of aluminum, while for the passenger compartment, fiber composites were used. The extreme strength of these fiber composite components maximized occupant survival space even in a very severe frontal or rear-ended collision. For the first time in a Mercedes-Benz, an electrohydraulic brake system was used. This system used sensors and microcontrollers to precisely calculate the right braking pressure in a given situation, thus providing significantly enhanced safety when cornering or driving on a slippery surface. Under Sensotronic Brake Control (SBC), the system first went into production in the SL (R 230), premiered in 2001. The brake discs were made of fiber-reinforced ceramic and were capable of withstanding extreme stresses. The front headlamps with adaptive lighting systems and innovative high-performance diodes automatically followed the direction in which the driver was steering, thereby adapting to different driving situations. The result was significantly improved road illumination when cornering or making a turn. The xenon projector-beam headlamps provided both the low beam and the high beam, and the Mercedes engineers, therefore, referred to them as "bi-functional." This technology is based on shutters that ensure precise compliance with the legal requirements on dipped beam range, automatically move out of the way when the high beam is switched on, thus allowing the full light output to be used. The high beam is supplemented by two long-distance spotlights. The LED rear lights were particularly effective at warning when the vehicle was braking or making a turn. They were mounted on two "floating" fins positioned above the other, showing a close tie-in with the overall styling themes. A further light strip extended right the way across the vehicle above the rear bumper and housed the reversing light and the rear fog lamp, both of which were based on space-saving, high-performance neon technology. The rear license plate meanwhile was illuminated by means of a special luminescent film. The Mercedes-Benz high-performance sports car concept was powered by a modified version of the high-torque naturally aspirated V8 engine used in the S-Class. Equipped with supercharging and an air-to-water intercooler, the 5.5 liter V8 developed maximum power of 410 kW (557 hp) in the Vision SLR, making it one of the most powerful engines in this displacement category. Maximum torque of 720 Newton meters came on stream at 4000 rpm, with 580 Newton meters already available at just 2000 rpm. The transmission was a five-speed automatic with Touchshift control. Performance was formidable, with a 0 - 100 km/h time of just 4.2 seconds and a 0 - 200 km/h time of 11.3 seconds, on the way to a top speed of 320 km/h. Later in 1999, at the Frankfurt Motor Show (IAA), Mercedes-Benz presented the roadster version of the Vision SLR. In terms of styling and engineering, it closely resembled the all-enclosed version. However, some new themes were also aired, such as a soft-top made of innovative translucent material. Ever since it was first unveiled in 1999, Vision SLR has represented Mercedes-Benz's idea of an exclusive sports car. There will be little change on that score even after the start of "volume" production in 2004 since only 3,500 units are planned. Before the production, various refinements were made to the bodywork and the engine, which now develops maximum power of 460 kW (626 hp) at 6500 rpm, with maximum torque of 780 Nm available between 3250 and 5000 rpm. As these figures indicate, the SLR is every inch a high-performance sports car. But with all the refinement of a Mercedes-Benz. Note: The convertible version is named the Vision SLR Roadster. Source: DaimlerChrysler Press Release Photo Sources: DaimlerChrysler AG & René Staud