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

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

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

The unique prototype was crafted by designer-artist Luigi Colani. He made several well-known beautiful car designs which can be seen in several museums worldwide. This one is in our showroom in De Lier. It is only a rolling body. Source: https://www.stolzeclassiccars.nl/aanbod/4229/prototype-colani--colani-mamba-/

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

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

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

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

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

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

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

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

Bugatti's Veyron will almost certainly become the world's fastest and most extravagantly engineered production motorcar. Set to weigh in with a £650,000 price tag, the 252mph Veyron will use a W16 8-liter engine with four turbochargers and an unprecedented 987bhp – enough to propel it from 0-186mph in just 14 seconds. The brainchild of Ferdinand Piech, the ex-VW Chairman, was instrumental in acquiring Bugatti from Romano Artioli in 1998. But with a final version not set to debut until the Geneva Salon in March 2005, it will have been six years since Piech's dream began. The new Bugatti supercar project started with the Ital Design 18.3 Chiron prototype of early 1999, this car debuting at that year's Detroit Motor Show. A hugely exotic mid-engined supercar with an excellent W18 engine and exquisite styling - it unsurprisingly stole all the headlines. Finished in ubiquitous French Racing Blue, the Chiron was the third exercise Ital Design undertook for VW since the German firm's acquisition of the marque, previous EB118 and 218 prototypes having been lavish super-saloons before Ferdinand Piech commissioned the ultimate world supercar. A superbly executed one-off, the Chiron was a stunning creation, an immaculate design, and Bugatti through and through. However, despite its unquestionable success, the subsequent development and the first Veyron was styled by Piech's good friend, Hartmut Warkuss, at Volkswagen's in-house studio. Source: www.qv500.com; Photo Courtesy of Volkswagen AG

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

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

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

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

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

W.O. Bentley was not a fan of the idea of supercharging. When the notion was first suggested to him, he said: "It would pervert the design and corrupt its (the 4½ Litre's) performance." He was worried about reliability since supercharging or 'blowing' the engine doubled the car's power. Supercharger engineer, Amherst Villiers, had been associated with Raymond Mays' Vauxhall Villiers Supercharge – a sprint car based on the 1922 TT Vauxhall. The Bentley directors had previously commissioned him to design a Bentley (of which W.O. disapproved). Bentley Boy Sir Henry 'Tim' Birkin persuaded Bentley's Chairman, Captain Woolf Barnato, to enter a team at Le Mans in 1930, obliging the company to make 50 for sale. Work was done at Birkin's workshops at Welwyn Garden City, belonging to racehorse owner Dorothy Paget. By 1929 sales of the regular 4½ Litre were declining, so there was some logic in extending the life of the 4-cylinder by adding a Roots-type supercharger driven off the crankshaft between the front dumb-irons. It meant significant engine modifications, including a heavier crankcase and cylinder block, stronger connecting rods, special pistons, and in the racing versions, a counterbalanced crankshaft. But as WO said ruefully, "… the supercharged 4½ never won a race, suffered a never-ending series of mechanical failures and brought the marque, Bentley, into disrepute". While the supercharged Blower didn't ever win at Le Mans, with Tim Birkin at the wheel, its heroic performance embodies the true spirit of the vintage racing era. In the 1930 race, Birkin and his Blower diced for the lead with Mercedes ace, Rudi Caracciola, passing him flat out down the Hunaudières straight with his nearside wheels on the grass. But neither Birkin's Blower nor the Mercedes could maintain the pace, and Barnato and Kidston won the race in their Bentley Speed Six. Source: myautoworld.com; automotive-heritage.ru; Bentley

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