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Rinspeed Inc. is a Swiss concept car builder and mobility visionary. Since 1991, they have also designed exotic concepts and special vehicles for the CES in Las Vegas, the Geneva Motor Show, and other car shows each year but does not enter into production. Rinspeed Inc. was founded in 1979 by Frank M. Rinderknecht (born 1955) and works with many Tier 1 and Tier 2 suppliers as Harman, Osram, ZF, SAP, Borbet, Dekra, Harting and many more. Here are five absolutely wild examples built by Rinspeed. 1995 Rinspeed Roadster SC-R This roadster, built in a small series, represents today’s spirit of the times and the design trends of the nineties. The body reflects a mixture of classic shapes of the sixties, paired with ultra-modern elements and a futuristic look. The congenial bold and dynamic appearance is orientated to a buyer potential that enjoys life and fresh air. Although rather conceived as a leisure vehicle, it can be used any day in any weather. The body is made from aircraft-quality aluminum and is joined with a tubular stainless steel chassis. Four small projector headlights, fastened on small wings, and the free-standing front fenders round up the clean design. 1996 Rinspeed Yello Talbo Conceived as a symbiosis between nostalgic and futuristic elements, the unusual appearance, based on the traditional design of a Talbot-Lago 150 SS by "Figoni & Falaschi" of 1938, shows off in a pastel yellow color. This is in a play of words and colors about the partner "Yello" - one of the world's most renowned music groups. 1997 Rinspeed Mono Ego Rinspeed Mono Ego - the first single-seater car in the world that's licensed for the road! To celebrate the twentieth anniversary of the Rinspeed Design AG company, Frank M. Rinderknecht has come up with something extraordinary: the Swiss automobile tuner has created a vehicle that blends traditional beauty and forward-looking technology most impressively – the Rinspeed Mono Ego. Developed in only a year, it is his company's anniversary contribution to the Geneva Salon de l'auto, an eye-catcher that could generate active discussion among the visitors. Cooperation with leading international personalities and companies has put the "Rinspeed Mono Ego" in a position to make automobile history. The French fashion designer Jean-Charles de Castelbajac (who numbers champagne producer Pommery among his clients) has transformed the Mono Ego into a mobile work of art. In the words of Frank M. Rinderknecht: "We granted him every possible freedom. The result is a multicultural work of art, created jointly by the Swiss Rinspeed company and Castelbajac." 1998 Rinspeed E-Go Rocket As many times before, the Rinspeed Design company, led by Frank M. Rinderknecht, has come up with something extraordinary: the small Swiss automobile specialist has created a vehicle that blends traditional beauty and forward-looking technology most impressively - the Rinspeed E-Go Rocket. Inspired by one of the world-famous record-setting cars on the salt flats and developed in only six months, his company's contribution to the Geneva "Salon de l'Auto" is an eye-catcher that could well generate active discussion among the visitors. 1999 Rinspeed X-Trem M.U.V. The universal conception of this lifting system allows an extensive and comprehensive use as a multiplex system. The car transforms itself quickly from a sport to leisure as well as to commercial vehicle and back. Frank M. Rinderknecht: "Due to our invention, the use of the pick-up truck is considerably enhanced and enlarged. The vehicle now can be loaded swiftly, easily and without effort and therefore can be used in every aspect of life". Which Rinspeed build is your favorite? Source: RINSPEED INC.

For the first time, the appearance of an electric current during hydrogen with oxygen was observed by the English physicist William Grody back in 1839. The practical implementation of the process was carried out when creating energy sources replacing solar batteries on spacecraft, for example, according to the Apollo program in the sixties. A variety of technical challenges had to be overcome before the development of fuel cell vehicles could begin. But the pace of this work is exceptional. So, the German company Daimler-Benz (even before the merger with the American Chrysler) in 1994 showed the first concept car on fuel cells NECAR-1. The improved NECAR-2 and NECAR-3 were created in the next three years, and in 1999 - the five-seat NECAR-4 hatchback and the small two-door F-Cell. Sources: Аркадий ШВАРЦ, "Автомобиль будущего" - Журнал "Вестник" (Translated from Russian); DaimlerChrysler AG.

Mazda's legendary and long-lamented rotary engine just might be headed for a comeback, at least if the prototype RX-Evolv is any indication. It was one of four concept cars the Japanese automaker rolled out for the biannual auto show. The unusual four-door design is aimed at "people who like to go out with friends," says Mazda President Jim Miller. Under the hood is the next-generation "Renesis" rotary engine, which, while still under development, is intended to deliver up to 280 horsepower with a 10,000-rpm redline. "It's the rotary engine that enforces Mazda's identity and individuality," adds Miller. The Renesis is naturally aspirated, a move designed to hold down production costs. The fact that the RX-Evolv is just being shown in prototype form disappoints some fans who had expected Mazda to roll out a production version at this year's show. But Mazda Managing Director Martin Leach notes, "If we get a good reaction, we will do it." Eventually, there could be two versions, a higher-end model, much like the RX-Evolv, and a more basic, two-door sports car. Source: www.thecarconnection.com; Mazda Motor Corp.

With the comfort of a high-grade sedan plus the functionality of a sport utility vehicle, It's a next-generation touring saloon for the discriminating driver. The crossover field is still today not clearly defined. In 1999, Mazda proposed this study crossing a station wagon with a coupe. Freestyle doors for the body, rear-wheel drive, and hybrid powertrain under the skin. Appearing at the 2000 show was the Mazda Nextourer concept that predicted the "next-generation touring sedan," featuring style, luxury appointments, and high-tech features combined with the versatility and functionality of a sport-utility vehicle. Power was supplied by a 3.0-liter DOHC V-6 engine with Sequential Valve Timing (S-VT), mated to a Toroidal Continuously Variable Transmission (CVT). The Toroidal CVT delivered 20 percent better fuel economy compared with a conventional automatic transmission. Like the paddle shifters used on Formula One racecars), the Nextourer wing shift selectors allowed the driver to make quick fingertip shifts without removing their hands from the steering wheel. An Active Height Control system powered the vehicle when stopped for ease of entry and exit, raised nearly 4-inches at low speeds, then lowered it by 2-inches at highway speeds for improved handling and fuel economy. Sources: www.chicagoautoshow.com; Mazda Motor Corp.

An unconventional fusion of space and practicality in a package styled for fun. It's the super-versatile compact car of tomorrow. A concept that explored the new and growing niche of B-segment van-style cars. And a real milestone in Mazda's design history: the "Freestyle" doors (that opened towards the rear) were used for the first time. Source: Mazda Motor Corporation

Mazda’s Miata Mono-Posto (translation: “one seat”) was the first concept based on the second-generation Miata, introduced in 1998 as a 1999 model. The Miata Mono-Posto sports custom bodywork includes half doors, an air intake in the hood, one-piece valence front and rear fascias, a cowl-mounted rearview mirror, a minimalist windshield, and an exterior aluminum rollbar. Engine modifications include an HKS turbocharger and intercooler, special manifolds, stainless steel exhaust, which result in a 36 percent increase in horsepower to 190. The paint finish is a custom Red Pearl Mica, and Racing Hart three-piece, five-spoke, 18-inch wheels finish the exterior. Inside the purposeful cockpit is a Formula One-style Mono steering wheel, Sparco lightweight, one-piece racing seat, and custom gauges. Sources: Mazda Motor Corp.; www.chicagoautoshow.com

A close look at Mazda’s SUV entry in the market. The mass production Tribute followed shortly after that. This five-passenger V-6 sport-utility vehicle has beefed-up styling cues added to a Ford Explorer-like body. It’s a precursor to the Mazda/Ford compact SUV that goes into production next year in Kansas City and sold as the Ford Escape. To paraphrase one insider, take off everything that doesn’t look like it belongs, and you’ve got the final product. Sources: www.thecarconnection.com; Mazda Motor Corporation

The first glimpse is a revelation. In the half-dark of a small warehouse, the M250 stands, extending its desirable tail towards the driver. This is it then, the Lotus of the future. Not as spaced-out as the florid 340R, not as fanciful as the Elise. But instead sublime, elegant, and nevertheless full of dynamic strength. This car is a seducer par excellence. The idea for this breathtaking coupé arose at the Lotus development center. Here dream sports cars are not only sketched: they are put on the road. When the public saw the concept car for the first time at the Frankfurt Motor Show, the response was so robust that the first customers wanted to pay five-figure deposits before even leaving the stand. And at that time, the dream sports car consisted only of clay, and there wasn’t even an interior yet. Progress has been made since then. While there is still no name for the former concept car (it will begin with “E”) and future production car, the design of the handsome M250 will certainly be 90% adhered to. It speaks for itself. The eye glides ecstatically over the clear, simple lines, absorbing the elements of typical Lotus styling. The radiator outlet vent in front of the windscreen, the side air ducts, and the restrained rear spoiler is integrated with the engine cover. Everything has its logic, everything its purpose. The car is to be fast, light, and good-looking. The rear wing serves simultaneously as a handle for opening the enormous engine cover. In the huge maw, the gleaming engine is revealed. A 3.0-liter six-cylinder unit was putting out 250 bhp. The name for the design project was derived from the power output. Since its engine development would have been too costly for Lotus, the intention is to buy in an outside unit and refine it according to Lotus requirements. Who will supply the power unit to Lotus is still unclear. The power pack from the Renault V6 currently has the best prospects, but an Opel unit is also being talked of. For the planned US launch, it is essential that the engine complies with the exhaust standard there. Prototypes of the M250 are currently being put through their initial paces with both engines. The M250 will enter the contest for customers’ favor between the Esprit (with eight cylinders) and the Elise (with four). Between 3,000 and 4,000 vehicles, a year are to be built. Orders accompanied by deposits can already be placed with selected dealers. From spring 2002, the first coupés will come on to the roads. With the declared objective of making things hot for some Porsche 911s. While with its 300 bhp, the icon of the sports-car building will have distinctly more power than an M250, in the duel, the Porsche will probably see only the tail lights of the Lotus. The dynamic British-made car is intended to pass 100 km/h in under five seconds. In another six seconds, it will reach its maximum speed of 250 km/h. Only then will the 911 have the chance by its higher top speed (plus 30 km/h) to make up lost ground. Theoretically, the M250 too could be driven in a speed range significantly above 250 km/h. But more speed would require at the development stage too many compromises in chassis and gear ratios. After all, this English sports car is intended to be not a motorway racer but a perfect driver’s car. A car, therefore, in which sporting pilots get the greatest possible driving enjoyment. To this end, it will have, according to Lotus boss Graham Peel, “the best handling characteristics of any sports car we have yet built.” Speed is measured not on the straight but bends. The equipment for a test drive is largely complete. The basis is a frame of adhesive-bonded aluminum sheets, which is extremely light and, at the same time, enormously rigid. The chassis, which Lotus is buying completely from the Swedish company Hydro-Aluminium, weighs about 75 kg. The frame is spanned by a 4,137-mm long, 1,817-mm wide, and only 1,166-mm high body made of composite material. Together with the wide-opening gullwing doors, the body must weigh just about 40 kg. The eye-catching door concept is to be retained to facilitate getting into and out of the low seat-well. This concept has proved its worth outstandingly in the Elise; with altered dimensions, it is now to be applied to the M250. Theoretically, the larger body would have allowed the construction of a 2+2-seater coupé. But Andrew Hogg, responsible for the project at Lotus, was against this. According to Hogg, a second bench-seat is only “excess extra weight” in a sports car. So those in front were given more room, a compartment for two golf bags was made in the back and further space left in the engine compartment. So after the V6 an eight-cylinder unit might be put into the M250. The M250 is to meet comfort and safety expectations with an equipment level lavish by Lotus standards. They are, after all, taking on Porsche & Co. So it is to be given at least two airbags, ABS, air conditioning, electric windows, and central locking. For an additional charge, there will even be a satellite navigation unit. Lotus promises to keep the weight below the magic 1,000 kg limit. For comparison: an Elise 111S with 143 bhp weighs 714, but the Porsche 911 weighs 1,320 kg. The small sports-car builder’s special attraction is lightweight construction, which distinguishes its cars from mass-produced sports cars. This combination of low weight and extreme rigidity is the 50-year-old marque’s hallmark. Only in this way, according to Lotus, can “a suspension tuning be found which makes perfect flexibility and agility possible.” Anyone who in an age of ever heavier vehicles has ever had an Elise underneath him knows what Lotus means by this. To everyone else, a test drive is recommended. The driving experience is to be the M250’s characteristic feature along with the eye-catching design. Therefore, all kinds of electronic aids to driving dynamics are consistently renounced: faith is put in the customers’ skill. Should his direct driving sensation tell him that the margins are being crossed, he must react with a practiced hand. The price for this traveling work of art of aluminum and carbon fiber is in the region of £35,000. This would make the M250 significantly less expensive than a 911. Moreover, you get a car which (to quote from the Lotus press kit) “is so beautiful that you’d like nothing better than to sit all day in the M250 and take pleasure in the lovingly formed details”. That says it all. Sources: www.classicdriver.com; Lotus Cars Ltd.

This aluminum hardtop convertible concept vehicle embodies luxury and emotion. Everything about this aluminum hardtop roadster screams production – as in spring 2001 – but Toyota insists the Lexus Sport Coupe concept is just that. The Sport Coupe, designed in Europe and engineered by the same Toyotan that penciled the GS sedans, offers a V-8 engine and five-speed automatic transmission to power its speedster shape, which looks more curvaceous and subtle than digital photos would suggest. The Sport Coupe has swaths of wood covering its dash and console, and the 2+2 rear seats look at least large enough to hold children. Lexus promises the trunk, even with the hardtop retracted, will have a set of golf clubs. Source: www.tokyo-motorshow.com; www.thecarconnection.com; Lexus

Zagato developed first the L147 (or Super Diablo), which was conceived with a very aggressive design, featuring many aeronautic elements, typical of Zagato philosophy (the double-bubble roof and the big air intake for the rear V12 engine radiators). The first Lamborghini Canto prototype First spotted in high-speed tests on the Nardo circuit in Italy, Lamborghini had a problem with cooling down the big 6 Litre V-12 engine; the rear air intakes were terrifyingly big at the rear. However the speed was phenomenal. A rumored top speed of about 350 Km/h was mentioned. First tests were done with a 510 Bhp engine 'borrowed' from the Diablo SV, but later the engine was replaced by a 6.0 Litre evolution of the Diablo SV-R block with about 600 horsepower to drive all four wheels. Developing a machine pumping out over 600 horsepower wasn't too difficult since the V-12 mounted in the Diablo SE30 Jota special did have 595 Bhp. Several drawings were made before the original Canto design, which would lead to a running prototype, was ready; one of these was this unique-looking one, dating from around 1997. It clearly shows some Ferrari Testarossa influence in the side air intakes. Fortunately, this design was rather quickly dropped for a more exotic-looking one. The next, a purple finished example was already close to becoming the Canto, the big rear air intakes were present, although covered by vertical slats on this first drawing, they would later be removed, and big round intakes would come in their place just before a running prototype was built based loosely on this drawing. Since the Audi takeover of Lamborghini in June 1998, the tests moved a little faster. The Diablo successor, it was hoped, would be ready for the 1999 production year at a suggested price of $250,000, production limited to only 400 units, all with rear-wheel drive. The original design for the Canto was done by Norihoko Harada of SZ designs, a novelty for Lamborghini. Still, after initial tests, the rear end of the car had to be redesigned. The ugly oversized air intakes were replaced by smaller ones, probably incorporating some thermostatically controlled system to ram air into the engine compartment. The 'Naca' ducts on the side of some of the prototypes were fakes and were expected to be removed from the production model. However, during October 1998, VW/Audi Chairman Ferdinand Piech judged the L147 project to lack the typical Italian look and Diablo's aggressive threat. He shelved the project, and several design companies were contacted to propose new designs for the Diablo successor. Redesigned & revived in 1999 Audi Chairman Ferdinand Piech decided the 1998 Canto prototype was not what was expected of a Lamborghini, like the Diablo and the legendary Countach and Miura, so he halted the project. He was unhappy with the large, ugly rear air intakes and felt that the engine was not up to what should be expected of a pure supercar. But during February 1999, the Lamborghini Design facility came up with a slightly modified Canto proposal. The front was facelifted, the headlight units remained almost identical, but the fog lights utilized more up-to-date poly-ellipsoïde technology. The turn indicators and driving lights were repositioned on top of the front wings instead of at the front of them as on the first Canto prototypes. However, the biggest changes were the rear; the top-mounted air intakes, now smaller and much better integrated into the sweeping lines of the Canto. The complete engine was rethought; it remained the massive V-12, with a 6.0 Litre displacement, but the engine management and the complete electronics were changed, and the first tests showed a power increase up to 640 Bhp. According to the official press release, which Automobili Lamborghini SpA published at the end of January 1999, the production unit would be reduced to 610 Bhp. This way, the factory would maintain the same maintenance schedule as they used for the 530 Bhp Diablo's. In the same press release, Automobili Lamborghini SpA stated that this redesigned Canto prototype would be presented to the public at the 1999 Geneva Motor Show, and the Diablo would remain in production for two years. These two years would be needed to get the Canto fully developed for production. Several interior designs were created, but at this time, nothing about the final looks had been revealed. However, the 1999 Geneva Auto Show didn't have anything resembling the Canto on display, Automobili Lamborghini didn't get the green light from Ferdinand Piech to show the nearly finished redesigned Canto from Zagato, and the project was finally canned. It is rumoured a total of five Cantos were built, although some sources believe the same chassis was used for several of these prototype's, so it is probable that only three new chassis were built for the various Canto's. One of these prototypes, a black fully working example, is believed to have been shipped to Japan and is now in the hands of a private collector. Work then turned to a completely new project, with the Diablo eventually being replaced in late 2001 by the Murcielago. Sources: Mark Smeyers - LamboCars.com; all-about-lambo.narod.ru; Zagato

Lada's electric golf lineup: 1999 Lada Golf 1002 - two-seater with a cargo platform 1999 Lada Golf 1004 - four-seater 2001 Lada Golf 1004T - four-seater electric car with a roof In 1999, by order of the Moscow golf club in Nakhabino, they began to develop an electric car of the Golf cart type. During the year, two types of golf car electric vehicles were produced. The electric vehicle Lada Golf 1002 is a two-seater with a cargo platform, and a Lada Golf 1004 is a four-seater. These electric vehicles were front-wheel drives. The front suspension, steering, PT-125 traction motor with a gearbox, and a 48 V electric drive were borrowed with minor changes from the Lada Oka Electro electric car. A lead-acid battery with a capacity of 120 Ah made it possible to have a cruising range of up to 40 km. The lead designers were S. Ivlev and V. Pleshanov. Electric vehicles were manufactured at UDA. Two Golf Cars were sent to the Nakhabino Golf Club for display and performance demonstration. The golf club experts and managers highly appreciated the design of the electric vehicles, which compares favorably with the electric cars "Сlab Car" and "Yamaha." When testing the truck with a full load, it was found that there is not enough adhesion weight on the front axle to overcome steep climbs when driving over rough terrain on wet grass. It was decided to make the Golf-car electric trucks with rear-wheel drive. During the year, the documentation was developed, and three Lada Golf 1002 electric trucks with rear-wheel drive were manufactured at UDA. After acceptance, three electric trucks are still in operation in the Nakhabino golf club. In 2001, at the Moscow Motor Show, a modification of the four-seater electric car Lada Golf 1004T with a roof was demonstrated. Did you know that these existed? 1999 Lada Golf (1002) 1999 Lada Golf (1002) 1999 Lada Golf (1004) 2001 Lada Golf (1004T) Sources: АВТОВАЗ; www.aae-press.ru (translated from Russian)

The beautiful sporty-looking car combined the front mask-like Italian classic sculptures and stream-lined silhouette in the side-view. In an auto show full of production cars and "world debuts" of new trim levels, Kia provided a refreshing break from the monotonous parade of cars that money can actually buy. Called the KMS-4, the Kia concept coupe is tantalizing in its potential. Interestingly, Kia bills the KMS-4 as an economy car. Roughly the size of a Mitsubishi Eclipse, the coupe comes with a not-so-outlandish, 2.0-liter, DOHC four-cylinder engine. The engine develops 151 horsepower at 6500 rpm and 114 foot-pounds of torque at 4500 rpm. With a curb weight of less than 2,000 pounds, performance might be impressive. Sticking to the econo-car theme, the KMS-4 even comes with low-cost drum brakes for the rear wheels. A few concept-car features keep the KMS-4 a fantasy. With an all-glass roof, Kia gives new meaning to the term "greenhouse." How to bring this car to production? Replace the glass roof with traditional steel, lose the costly Ferrari-like paddle shift levers and GPS navigation system, and you’ve got a surprisingly attainable car. If parent company Hyundai has any plans to expand the Kia brand, the KMS-4 is the perfect move. Futuristic styling, compact engine for good fuel economy, four-wheel independent suspension for sporty handling: all qualities that would make the KMS-4 sell. Direct competition for the Hyundai Tiburon is the reason it won’t. Source: www.tokyo-motorshow.com; www.edmunds.com; Kia Motors Corp.

The Karmann Coupé prototype with a folding hardtop coupé was designed to showcase Karmann’s prowess. In 2009 Wilhelm Karmann GmbH filed for bankruptcy and was taken over by long-term partners Volkswagen. Source: https://carsthatnevermadeitetc.tumblr.com/post/162128830774/karmann-coup%C3%A9-concept-1999-a-prototype-folding

"The only full-time 4WD vehicle in the world to use environmentally friendly fuel cell technology." The Jeep Commander featured a suspension that could be raised 4 inches for off-road purposes. Though the Commander’s height was equal to the Grand Cherokee, it was 7-inches wider. Dual E-W electric motors powered both front and rear wheels. Source: www.chicagoautoshow.com; www.auto.com

The ZXS was a concept car at the 2000 New York Auto Show and it was put into production as a Isuzu Axiom wagon. Built on the specifications of fully-fledged offroaders, the ZXS offers fun and functionality to town drivers. A "Cool and Active" four-passenger sport-ute, the ZXS marries a radically modern and classic Japanese interior with ambiance for active urban dwellers to an exterior with rugged styling cues at the fenders and wheel arches and a V-6 4WD system. Fun Fact: The ZXS made an appearance in the 2001 movie, "Spy Kids", and apparently came with a submarine option. Source: www.thecarconnection.com; www.carmarket.ru; https://www.imcdb.org/v031015.html

We also call the VX-O2 an off-roadster because it lets you go where SUV can go and gives you the wind-in-the-hair freedom of a classic two-seater. What would be more natural than a convertible VehiCROSS? Imagine genuinely opening up the top of the VX to the elements - what a grand idea! The VX-02 took the roadster concept and ran with it. It features a new computer-controlled suspension system (offered in late model Troopers and Rodeos) that took the guesswork out of road-hugging and softened up the ride. Further enhancements include built-in bike racks, helmet compartments, integrated ports for cell-phone and PDA, seat speakers with built-in microphones, and skid-plates front, rear, and sides. This is the vehicle most VX owners lust after, also featured in the movie "Mission to Mars" - what a statement! Source: www.tokyo-motorshow.com; www.canalauto.com; John Eaton - wildtoys.com

This Judge Dredd wannabe is the Isuzu Kai concept. In the past, many Japanese motor manufacturers have been criticized for apeing their European counterparts, so it would seem that Isuzu has taken note of this and come up with the Kai, a concept that is purely Japanese. This unique four-wheel drive offroader takes many styling cues from Japanese culture; the radiator grill design alludes to a Shinto temple gateway. The seat patterns are inspired by Samurai armor. Other such references include small square windows in the sunroof reminiscent of the Shoji screens found in Japanese houses and natural grain leather as a nod to the Japanese respect for raw materials and harmony with the environment. Isuzu describes its Kai concept vehicle as an RV-though, not a recreational vehicle as the common Japanese parlance has it, but rather a "revolutionary vehicle." According to Isuzu, the Japanese word kai means "return to the beginning," or "progress through repeated efforts," according to Isuzu. The latter may apply to the vehicle's striking and wild styling, which has a significant bit of Simon Cox (now a senior design executive with GM) about it. The 4-m (13-ft) long vehicle has minimal overhangs and a long 2700-mm (106-in) wheelbase. It is powered by Isuzu's new Dd series dual-overhead-camshaft, 24-valve, common-rail direct-injection V6 diesel, which in its production form will be offered in 2.5- and 3.0-L displacements. The lightweight and compact V6 readily fits transversely in the engine bay of a mid-to-large passenger car, according to Isuzu. In the Kai, Borg-Warner drives all wheels by an electronically controlled torque split/transfer system. The chassis features an all-independent suspension. Source: www.difflock.com; Isuzu Motors Ltd.; JOHN LLOYD Collection

In Geneva (1999), Iso had an Iso City on its stand. Zagato designed it. Perhaps Iso could go retro like Rover and create a modern version of the Isetta. This is one of the most expensive and popular classic mini-cars today. Iso is serious about their microcar! The cars are shown to the public on several car shows, and both press and public reactions are positive. Source: home.tiscali.nl/isorivolta

The 1999 I.DE.A One concept was a luxury saloon that celebrated the 20th anniversary of the Institute of Development in Automotive Engineering (I.DE.A). It was powered by a 355hp twin-turbo 32 valve V8. It was presented at the 1999 Geneva Motor Show. Source: https://www.tumgir.com/tag/I.DE.A%20Institute

Hyundai Atoz Pick-up/Tutti was first showcased in the 2nd Seoul Motor Show in 1997 and was also shown in the 1999 Frankfurt Motor Show. It was 5cm longer than the Atoz/Atos, and its cargo was covered in aluminum. South Korea's 1997 financial crisis is assumed to be the reason for its cancellation, though Hyundai never discussed the actual cause. Source: drivetribe.com; Hyundai