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When it came out in 1959, this was an expensive car, built on a Fiat 2100 chassis and engine (this one tuned by Abarth, of course). Given the high price, many people also preferred the more prestigious Alfa 2000 or 2600 Spider because Abarth was famous primarily because of little Fiats. Source: classicvirus Images: www.bernimotori.com; www.negri.it; classicvirus

Presenting an Abarth 2200 Coupe Allemano from 1959 designed by Giovanni Michelotti. At the end of the Fifties, Fiat needed to replace its small executive sedan (the 1400/1900), the company’s first new model after World War II. This coupe has its basis in a much more ordinary Fiat sedan: the 1800. The very rounded body of the 1400 gave way to the crisp, upright shape and formal lines of the 1800. Moving upmarket for the brand, the new executive Fiat sedan had six-cylinder engines of an inline configuration. Debuting in early 1959, the 1.8-liter model produced 75 horsepower, but a 1962 upgrade brought output to 86 horses. Shortly after the 1800’s debut, the range-topping 2100 joined its sibling in dealerships. With a 2.1-liter engine of 82 horsepower, the 2100 also morphed into a Speciale trim with a longer wheelbase and an upscale front-end treatment. The 2100 was short-lived; however, in 1961, it was succeeded by the larger 2300. At the same time, the pinnacle 2100 went away, and a new base model 1500L joined the line. Combined, the three 1800 variants sold over 150,000 examples. 1500, 1800, and 2300 disappeared between 1968 and 1969, as the larger and more luxurious 130 took their place. Let’s head back to the Fifties. From its inception in 1950 through 1971, Abarth was an independent manufacturer of racing and road cars. While the company favored altering Fiat models, it also made performance parts and accessories for several European marques. But at the fancy sedan’s debut, Abarth’s founder Carlo Abarth had his eyes on the new 2100. While Abarth would handle the mechanical changes in-house, the coupe body was shopped out to Carrozzeria Allemano. The well-known coachbuilder was formed in 1928, making car bodies for all the big Italian names. Allemano sculpted a sleek coupe shape to replace the upright angles of the 2100 sedan, then trimmed a luxurious interior of fine leather and metals. Meanwhile, Abarth hired Ferrari V12 engine master Aurelio Lampredi to massage the 2.1-liter engine of 2100. Displacement increased by around 100 cc, and the new 2200 engine was fitted with three carburetors instead of one. Power output increased to 135 horses. Source: thetruthaboutcars (Corey Lewis, Nov. 2019)

This vehicle has a 2 door convertible/cabriolet body style designed by Allemano with a front-mounted engine powering the rear wheels. Its 1.6-liter OSCA engine is a naturally aspirated, double overhead camshaft, four-cylinder unit with an output of 94 bhp (95 PS/70 kW) power at 6000 rpm. The engine powers the wheels, compliments of a 4-speed manual transmission. Its maximum quoted speed is 180 km/h, 112 mph. The quoted weight at the curb is 960 kg. It was designed by Giovanni Michelotti and presented at the 1959 Turin Motor Show. Source: carfolio Images: www.bernimotori.com

The Abarth 1600 Coupé Allemano is a 2 door coupé-bodied road car designed by Allemano with a front-located engine supplying power to the rear wheels. The 1.6-liter OSCA engine is a naturally aspirated, double overhead camshaft, four-cylinder that develops 94 bhp (95 PS/70 kW) power at 6000 rpm. A 4-speed manual gearbox delivers the power to the driven wheels. The maximum quoted speed is 185 km/h, equating to 115 mph. Source: carfolio Images: leroux.andre.free.fr; www.bernimotori.com Its quoted curb weight is 975 kg.

The Chinese company GAC has introduced an electric hypercar called the Aion Hyper SSR. It will hit the market in two versions, the most powerful of which will develop 1225 horsepower and accelerate to 100 kilometers per hour in 1.9 seconds. The electric car will receive a 900-volt battery, a minimalist interior, and advanced electronics with artificial intelligence. Sales of Aion Hyper SSR in the Chinese market will begin next year. GAC Group launched the Aion brand in 2018. At first, it was part of the GAC New Energy division, but in November 2020, it took shape as an independent brand. True, Aion has its logo only now, and with it, the company presented the Hyper SSR electric hypercar. The basic version will be able to accelerate to "hundreds" in 2.3 seconds, but there are no other characteristics. The car has an entire carbon fiber body and power lift doors. The power plant of the hypercar will also be difficult - with silicon carbide converters and a 900-volt architecture. There is more information about the full version of Hyper SSR Ultimate, but not much. The coupe will receive two electric motors with a total capacity of 1225 horsepower. The moment on the wheels, considering the gearbox's gear ratio will be 12,000 Nm (for the GMC Hummer EV - 15,590 Nm). Declared acceleration time up to one hundred and 1.9 seconds (like the Tesla Roadster and Spyros Chaos Earth Version) and acceleration up to 1.7 g. Among other things, the hypercar will get an artificial intelligence stabilization system that predicts the best trajectory. A virtual trainer and support for over-the-air onboard electronics updates are also promised. Source: motor.ru Images: G.A.C.

Chery Automobile has just lifted the veil on a very intriguing concept car dubbed the Gene, designed to explore the carmaker's future design language. Looking unlike any other vehicle on four wheels, the Gene takes the form of a large SUV with a futuristic exterior that combines some classic and retro touches. The front of the concept may be the first element that catches your eye, thanks to the prominent LED light bar and illuminated Chery logo. Positioned just above and below the light bar are gloss black accents, giving the vehicle a bit of a Robocop vibe. The front bumper also supports a dramatic aerodynamic splitter. The bold design choices made are particularly visible at the sides. Most of the bodywork is finished in a shade of matte silver, but the pillars and roof are clad in gloss black. For example, the front quarter panels are slightly more than the front doors. Chrome accents are also visible on the rocker panels, while the black and white wheels with a solid spoke design also make a statement. Chery's designers also made some bold decisions with the rear three-quarter panels of the SUV, in particular with the thick C-pillars. Rounding out the striking exterior design is a large LED taillight complete with black accents not dissimilar to the front fascia. Gene concept also features an electric skateboard and two drones that can be synchronized to the vehicle and offer passengers an immersive VR experience. The interior of the concept is also noteworthy. In the standard Real mode, drivers can use the futuristic steering wheel to drive the SUV. However, when the Gene is switched into Meta mode, the steering wheel folds away, the seats recline, and autonomous driving technologies take over. Despite the size of the concept, it only offers seating for four occupants. Source: motor.ru Images: Chery Design Team

Renault is about to enter an era of development called the "New Wave" (Nouvelle Vague), with the 5 Prototype electric concept unveiled last year. The novelty is in the status of a show car and is a Cyberpunk-style sports hatchback, a kind of "modern reading" of the original Renault 5 Turbo, produced in the early eighties of the last century. Now, the more daring 5 Turbo 3E has debuted, which, as the company itself says, is "born for drifting." However, with the classic 5 Turbo, the new drift car has only the name and a recognizable body in common. The show car has a carbon-fiber body and a steel space frame. It is driven by two electric motors - one on each of the axles, which in total develop 380 horsepower and 700 Nm of torque. They are powered by a battery with a capacity of 42 kilowatt-hours. Dynamic characteristics are also known: from standstill to 100 kilometers per hour, the drift car accelerates in 3.5 seconds, and the maximum speed is limited to 200 kilometers per hour. An advanced aerodynamic body kit, unusual colors with yellow and purple elements, and pixelated optics give the Renault 5 Turbo 3E a "cyberpunk" look. The cabin has a pair of bucket seats, a roll cage, a dozen action camera mounts, and ten small screens, each displaying certain information. The public premiere of the novelty will take place as part of the Chantilly Arts & Elegance event, which will be held this weekend. Later, in October, the concept will be shown at the Paris Motor Show. As for the serial revived Renault 5, it is also listed in the plans of the French automaker. The hatchback will be one of 14 new wave models to hit the market in 2024. Source: motor.ru Images: Renault

At Chantilly Arts & Elegance near Paris, the Volkswagen Group presents an innovative design study that will redefine the long-distance mobility of the future. The all-electric powered Innovation Experience Vehicle (IEV) is a real prototype that drives autonomously (Level 5) and gives a realistic outlook for the mobility of the coming decade. The car's modular interior concept makes it a flexible, sustainable Mobility-as-a-Service alternative to short-haul flights. As a research vehicle, the GEN.TRAVEL aims to test the concept and new functionalities for customer response. Based on the study results, individual features may later be transferred to series vehicles. With GEN.TRAVEL, the Volkswagen Group, has developed an iconic, innovation-packed study that constitutes an entirely new vehicle category in the premium portfolio between sedan and MPV (Multi Purpose Vehicle). "With its NEW AUTO strategy, Volkswagen defines the mobility for generations to come - sustainable and digital," says Dr. Nikolai Ardey, Head of Volkswagen Group Innovation. "In the group-wide Volkswagen Innovation Research department, we are further advancing this idea, showing how our customers will be able to experience mobility in the future - for example, as a service. With GEN.TRAVEL, we can already experience today what will be possible in the near future with innovative technology. Door-to-door travel at a new level. Emission-free and stress-free." The GEN.TRAVEL drives autonomously and turns the driver into a relaxed passenger who has time for other things: Work. Relaxation. Entertainment. Family. Klaus Zyciora, Head of Volkswagen Group Design, explains: "The GEN.TRAVEL offers us a glimpse of the travel of the future. It shows us what autonomous driving will look like in the future—the GEN.TRAVEL embodies the visionary design of beyond tomorrow for the mobility of tomorrow. Efficient shaping characterizes the extremely distinctive design. Thus, in an age of technical perfection and virtually unlimited possibilities, 'form follows function' becomes 'form follows freedom.' The automobile will not only be better but also more exciting than ever before." The GEN.TRAVEL has a unique, modular interior concept that can be customized for each journey and booked as a Mobility-as-a-Service offering. Four people can be transported in the concept vehicle depending on the configuration. The conference setup with four comfortable seats and a large table in the middle of the interior provides relaxed surroundings for business trips. Dynamic lighting creates a pleasant working environment and avoids the danger of kinetosis (motion sickness). A configuration in the overnight setup allows the conversion of two seats into two beds that can be folded out to a full-flat position. An innovative passenger restraint system ensures maximum safety even in a lying position—the GEN.TRAVEL lighting system influences melatonin production to help passengers fall asleep and wake up naturally. For family trips, the GEN.TRAVEL with front seats can be configured to entertain the children using augmented reality (AR). The interior is light, with a natural design. All HMI (human-machine interface) elements are produced using sustainable materials combined with recycled or natural materials. The futuristic exterior of the GEN.TRAVEL is divided into two parts: The transparent glass cabin is perfectly incorporated into the lower section, which houses all the technical features. The edge of the window is at waist level, making it very low to maximize the view of the outside. At the same time, when passengers lie flat in the car, they do not experience any external influences—the wing doors of the GEN.TRAVEL facilitates better entry and exit. Artificial intelligence (AI) and platooning - fully autonomous driving in convoys - are used to increase the range for long-distance journeys further. For maximum comfort, the GEN.TRAVEL has the active suspension eABC (electric Active Body Control) that calculates vertical and lateral movements such as acceleration, braking, or cornering ahead of time and optimizes the driving style and trajectory accordingly. Source: Volkswagen Press Release Images: Volkswagen

Citroën, which recently announced a change in logo and slogan, showed the Oli concept electric car. An unusual car with a strictly vertical windshield is a show car that is not destined to be reborn into a production car. However, Oli is an important model, which was not only the first to try on the new emblem but also introduced the brand's direction, which decided to bet on small-sized and affordable electric cars. Citroën is positioning the Oli as the antithesis of heavy and electronically loaded modern electric vehicles. The concept, which has the spirit of the small Ami city car, weighs just 1,000 kilograms when running thanks to lightweight recycled materials and a relatively compact 40-kilowatt-hour battery. Oli features are interchangeable exterior panels (for example, wheel arch extensions and bumpers can be swapped) and a vertical windshield. It is smaller, lighter, and cheaper to manufacture than standard windows but hurts aerodynamic drag. However, the electric car is not focused on high-speed races. Several non-structural elements of the body are made of honeycomb board, which weighs half as much as steel but can support the weight of an adult. The inner rims of the 20-inch wheels are aluminum to reduce weight further. There are rails on the roof of the Oli, and at the back, there is a small cargo compartment that mimics pickup truck platforms. The seats in the cabin are made using 3D printing technology. They use 80 percent fewer parts than regular chairs and therefore weigh less. The front panel did without giant displays, a trend for which some designers predicted a quick end. There are several physical switches, a simplified steering wheel, and a thin display dashboard that you can connect to from your smartphone. Removable Bluetooth speakers on the sides are responsible for the sound. The characteristics of the power plant are not called, but the maximum speed is known - 110 kilometers per hour. The power reserve is 400 kilometers, and with the help of a quick charger, energy can be replenished from 20 to 80 percent in just 23 minutes. Citroën changed its logo a couple of days ago. The company has brought back the 100-year-old emblem with a slight tweak: now the "double chevron" is again enclosed in a vertical oval, but the logo is entirely flat and monochrome. Source: MotorRU Images: Citroën

Of the prototype cars of the Polish Fabryka Samochodów Osobowych S.A., some were not an attempt to realize the dreams of designers and stylists but arose from the then-existing needs and were implemented by the existing technological and production conditions. One of these was the experienced 7-seater FSO Syrena Mikrobus, built in 1960 based on the FSO Syrena passenger car. The history of the creation of this small minibus and its design should be considered in several aspects. First, none of the Polish car manufacturers offered after the war a small van or minibus of such a class that could be used in the small manufacturing sector, that is, in all types of small and medium-sized enterprises, as well as a car of such size that could typically be used in health care as an ambulance or a practical vehicle for mail. Therefore, there was a need to supply the market with a small delivery van, but one that would be cheaper to manufacture and purchase than the pick-up of the Warszawa 200P with a carrying capacity of 500 kg, presented at the FSO in 1958 (produced serially in 1959-1964) or a van based on it, made in small series or artisanal way. Due to the outdated production process and the rather expensive production technology of Warsaw, it was decided that it would be much cheaper to develop a car project, the starting point of which would be a minibus and a delivery van based on the design and use of the components of the FSO Syrena car, which at that time was already in mass production (at the same time, FSO had already made an experienced FSO Furgon van with a new body, but it did not go into series). Secondly, no less important, the production of such a car could be carried out not at the FSO plant itself but one of the other car plants - this was due to the lack of technical capabilities of the FSO at that time. Thirdly, after 1956, the so-called ""political thaw,"" which led to a (temporary, unfortunately) economic recovery, caused many positive actions, including implementing many exciting initiatives of the creative community, including young Polish engineers. It was a time when the country created many interesting own developments, both those that subsequently served a long time (for example, the development and implementation of vans UK and Nysa) and those that, from the very beginning, was doomed to failure but showed potential (for example, the iconic Syrena Sport). Considering the above factors, already at the end of 1957, the department of the chief designer of FSO, the head of which at that time was Charles Aimé Pionnier, Master of Science (had French roots - his mother was French), began to develop assumptions for a delivery car with a carrying capacity of about 500-600 kg or seven passengers, wholly based on the use of basic units and serial parts of the car Syrena 102. Given the assumption that the car would be produced in a small enterprise, it was decided to simplify the body's design as much as possible in terms of execution, excluding any parts that required stamping. Therefore, the body had to consist of a welded steel frame covered with leather from simple elements of sheet metal. The creators of the concept of this solution were specialists working in the department of the chief designer of FSO in the field of building car bodies, with the large and significant participation of the young designer Stanislav Lukashevich. Several design options for the Syrena versions were created on the sketches, including a van and a sanitary one, but eventually, a passenger version was chosen to build the prototype. A 1:5 gypsum model of such a car was made in the DGK FSO department, which, after the Sirens and the small car of 1956, occurred on the FSO only for the third time. Using the unchanged design of the front part of the frame with the attachment points of the power unit and the front suspension from the production version of the Syrena 102, a new frame was made, longer in the rear and modified at the attachment point of the rear suspension. The modification was necessary due to the change compared to the production version of the Syrena rear suspension type car, based on a package of transverse torsion beams and trailing levers. This suspension was designed by engineer Antoni Drozdek and was also used in the parallel-built Syrena Sport prototype. The rejection of the high bracket of the rear transverse spring allowed the minibus to have a flat floor and any seat configuration, which indeed increased its functionality. As an aside, it is worth mentioning that the "torsion beam""" suspension was also part of the modernization plan of the usual passenger production Syrena, but it was never implemented. The next step in the creation of the prototype was to ""build the frame"" by installing a standard and unchanged in any part of the transmission and front suspension. Changes began in the future: the fuel tank was located horizontally in front of the transverse pipe, which housed a package of torsion beams made of the same flat bars as the top springs of Warsaw, and with a different location of the exhaust system. So that the spare wheel could be placed under the floor behind the rear axle, the exhaust pipe ended in front of the left rear wheel, and its output was directed outwards. To demonstrate the concept of the car and reduce the cost of building a prototype, it was decided that the ""skeleton"" / frame of the body will not be made of steel profiles but of wooden slats and will be attached to the frame with bolted joints. Thanks to his skills and experience in the construction of such structures, former master modeler Victor Rec was here an invaluable expert. Stanislav, as mentioned above, Lukashevich developed the body structure. Thanks to engineer Jerzy Dembinski, who also worked on the Syrena Mikrobus project, fragments of handwritten sketches of individual nodes have survived. The finished frame of the body was then sheathed with simple or slightly formed sheets of skin, which were attached to the slats with screws. The exception was the use of plastic (glass-reinforced epoxy resin) for the hood - this decision was also made for reasons of economy; its shape was quite complicated and required the connection of several components; in addition, this technology was provided as cheaper when production was started. Parts from cars ""Warsaw"" and ""Siren"" were used for both external and internal body trim (headlights, direction indicators, switches, handles, mirrors, wipers). The new elements created from scratch for the minibus prototype were the seats (four single and one double) and the dashboard, designed by engineer Cesary Navrot. When the FSO Syrena Mikrobus prototype was completed in the summer of 1960, it was sent to the BKD (Road Construction Bureau) for road testing. In general, the car tested positive, except for one. It turned out that the tires used on it were 5.25 x 16 (the only suitable tires produced by the Polish industry) and could not withstand the expected load. Therefore, there could be no question of using the car as a 7-seater minibus unless we talk about five adults and two children. However, launching it in series as an ambulance and postal service was still being considered. Unfortunately, the ""time of the thaw" in the PNR was slowly passing, and the transfer of the project to production "shut down." None of the plants wanted to produce a new minibus and its modifications. Due to its small size and freely configurable interior, the FSO Syrena Mikrobus can be considered one of the first (but not the first) in the world of "minivan" cars. (MPV), which appeared more massively only much later. Thus, FSO could be among the first to interest Europe with an exciting offer and, bringing this car to perfection, produce it in large quantities for a long time. Some technical characteristics of FSO Syrena Mikrobus: Engine: power 19.9 kW (27 hp) at 3800 rpm, volume 746 cm3; Coupling: similar to the Syrena 101 - dry, single-disc with a disc equipped with spring dampers, with mechanical control; Transmission: as on the Syrena 101 - mechanical, with five gears (4 forward + backward), unsynchronized, in the general unit with the differential, the gear lever on the steering wheel; Drive: front; Steering mechanism: similar to Syrena 101 - worm type; Brake system: as on the Syrena 101 - hydraulic, single-circuit, drum type, mechanical auxiliary brake acting on the rear wheels; Chassis: frame-based design (upgraded frame of the production Syrena 101); Front suspension: independent - lower transverse arms; transverse leaf springs; telescopic hydraulic shock absorbers; Wheels and tires: 16-inch, tires 5.25-16; Length/width/height: 3800 mm/1550 mm/1640 mm - with load; Wheelbase: 2300 mm; The width of the front track: 1200 mm; Width of the rear track: 1240 mm; Transverse clearance: 185 mm; Prolonged clearance: 205 mm; Total weight of the car: 950 kg; Maximum permissible mass: 1,385 kg; Cargo version payload: 435 kg, loading area 2.2 m2, cargo compartment volume 2.8 m3, internal cargo compartment dimensions 1700x1300x1260 mm; Maximum speed: up to 95 km/h; Fuel consumption: 8.5-9.5 l / 100 km. Source & Images: vk.com (Max Schavlev Aug 2022)

The FSO Syrena Sport was a prototype sports car developed by the Polish firm FSO between 1957 and 1960. It was initially built as a test bed for the Syrena sedan, which had been in production since 1955. This car took styling cues from many popular sports cars of its time (for example, the rear end was heavily based on the Mercedes-Benz 190 SL) and is still considered the most beautiful Polish car ever built. Unfortunately, the car never made it into production due to economic and political reasons. Source: racingmadness.fandom Images: oldconceptcars

A prototype for Fiat’s 1960s flagship coupé was designed by Ghia and built by OSI. By the time series production began in 1962, the 6-cylinder engine had increased in size to 2,279cc, so the car became the 2300 S. Source & Images: carsthatnevermadeitetc

By 1960 Jaguar had won the world’s most prestigious motor race, the Le Mans 24-Hours, no fewer than five times; twice with its original competition-tailored C-Type and three times with the tail-finned D-Type. At that juncture, company head Sir William Lyons had decreed that it was time for this phenomenal sporting pedigree to benefit production with an all-new semi-monocoque chassised design which was to emerge in 1961 as the now legendary Jaguar E-Type. One prototype for this model – the ‘missing link’ between D-Type and E-Type – emerged as ‘E2A’, a powerful fuel-injected 3-liter sports-racing two-seater that was to be raced by famous American sportsman Briggs Cunningham’s experienced team at Le Mans in 1960. The new ‘E2A’ was to test several features of the forthcoming E-Type production model, not least its independent rear suspension system in place of the live-axle featured in both the C-Type and D-Type designs. Visually the new car’s contemporarily tail-finned rear bodywork recalled the charismatic D-Type, while its handsomely proportioned one-piece forward bodywork presaged the lovely lines of the forthcoming E-Type. The Jaguar experimental department at Brown’s Lane, Coventry, completed the car in February 1960, powered by an aluminum-block fuel-injected 3-liter 6-cylinder engine. It was subsequently finished for the Cunningham team in their famous American racing colors, white overall with two parallel centerline stripes in dark blue. In the 1960 Le Mans 24-Hours, that June, Cunningham entrusted this unique beauty to the incredibly strong driver pairing of the contemporary BRM Formula 1 team’s ex-Ferrari star Dan Gurney and veteran multiple SCCA Champion Walt Hansgen. Dan Gurney – today revered as one of the most charismatic of all America’s great racing drivers and as the creator of the enduring All-American Racers Eagle operation – recalled of E2A: “The drive-in that Jaguar was a big pearl for me. And it was a privilege to be sharing it with Walt Hansgen, one of my heroes. But we’d had some difficulty with the car’s handling. It was new, this was its first race, and the Jaguar engineers running it regarded Le Mans as their specialty. “But at first, that car had been difficult to drive just down the straightaway. The least disturbance would send it into a series of tank slappers. My co-driver Walter Hansgen was such a faithful Jaguar man he didn’t criticize, but I guess I was only interested in trying to win. I felt that if we left the car the way it was and it rained, we’d be in real trouble. “So I made myself unpopular by tenaciously asking, ‘Can’t we find why it is doing this?’ with Walter standing quietly like it didn’t bother him. Through my constant questioning, we finally found that they’d set up the car at the MIRA test ground with a fair amount of toe-out on the rear wheels. If the car leaned just a little, one way or the other, it was leaning on a wheel which would direct the tail in a different direction. We got them to change it, and it became a normal, good handling car…”. Dan Gurney and Walt Hansgen got along well and as recorded in the wonderful biography Walt Hansgen, by Michael Argetsinger (David Bull Publishing, 2007) Walt himself noted: “After talking it over with Mr Heynes and Tom Jones” – Bill Heynes being Jaguar’s chief engineer and Tom Jones one of ‘E2A’s creators – “…it was decided to try…⅛-inch toe-in and 2° negative camber…at 12.30 Friday night the car was tried down the Mulsanne Straight. The handling was completely transformed and I was able to go down the road with one hand on the wheel, yet completely relaxed… As a matter of fact once the car was broken (away) or committed into a turn the road holding was excellent. In practice I crossed the car up on purpose going through the Indianapolis turn and was very pleased with the recovery…” With the car handling so much better, both American stars were very quick and the car was said to be the fastest along Mulsanne. But Jaguar had never had much luck with its XK 6-cylinder engines in 3-liter form – as the FIA’s Sports Car World Championship regulations had demanded since 1958 – and now the jinx afflicted even ‘E2A’s very special 3-liter aluminum-block unit with its Lucas fuel injection. Walt Hansgen had taken the start, blasting away from the pit apron perhaps twelfth, yet blaring back across the timing line to complete the opening lap third amongst the works Ferrari 250 Testa Rossas and Camoradi team ‘Birdcage’ Maseratis “…and going like gangbusters!”. But almost immediately, he found ‘E2A’s engine flat above 6,000rpm. Ending lap 3, he hustled into the pits. A split injector pipe was replaced but ‘E2A’s engine had lost its edge, a piston perhaps compromised by running too lean. Walt and Dan pressed on into the dusk with both car and weather deteriorating, but after six hours ‘E2A’ had to be withdrawn due to a failed head seal and burned piston. Today Dan Gurney recalls of Hansgen: “I had enormous respect for Walter – and he’d earned it. He was certainly among the best American drivers in his time. He sort of made a statement with his foot more than most. He wasn’t a braggart – he had everyone’s respect”. After Le Mans, ‘E2A’ was returned to Jaguar, where it was fitted with a 3.8-liter engine that the Cunningham team could run in American SCCA racing. The all-independently-suspended prototype car was then dispatched to New York in August and Briggs Cunningham immediately entered it for a minor event at Bridgehampton, Long Island. Walt Hansgen preferred narrow-section Firestone tires there to Dunlop’s finest and drove ‘E2A’ to a dominant race win, from Cunningham team-mates Bob Grossman (Lister-Jaguar) and Bill Kimberly (Maserati ‘Birdcage’). The team then prepared this unique Jaguar for the challenging Road America ‘500’ on the fabulous Elkhart Lake road circuit in Wisconsin. As recounted in Mike Argetsinger’s superb book Walt Hansgen, the American hero recorded that race like this: “A spare gas tank had been installed in the rear boot area behind the spare wheel… We carried 46 gallons and planned to use one fuel stop….transfer of fuel from the auxiliary to the main tank was to be switched on after 22 laps. The leading Maserati had lapped me by the time I switched over to the spare tank…the Maserati couldn’t endure this type of performance for 500 miles” (nor did it!). “Dick Thompson, driving the General Motors Sting Ray, lapped me on the 30th only to spin…he (then) overworked the car; the brakes failed and he was out. I thus found myself second…with the 3-liter Ferrari driven by Augie Pabst leading. “Before refueling, the Jag had been circulating at 2:58 and 2:59. Mr Momo” (Alfred Momo, Briggs Cunningham’s chief engineer and team manager) “… then realized that the leading Maserati was to stop only once for fuel and gave me the ‘speed up’ sign. My times were then bettered to 2:54 and 2:57… By 100 laps” (of 125) “…we were over one minute behind, but the sky was darkening fast with threatening rain clouds. This provided me with a flicker of hope and I planned to make the most of it… “The increasing rain resulted in numerous accidents. The second car went off the road… I was able to gain several seconds a lap in the rain, nevertheless found myself 21 seconds behind at the finish. Instrument readings were oil pressure 45 to 50lbs, water temperature 80°C, oil temperature 110°C, axle oil temperature 110°C to 120. When the rain started it went down to 80 so I turned the pump off. There were six remaining gallons of fuel in the tank at race end. “The engine performed better as the race progressed. My lap times improved even though the brakes became less efficient and I became more tired….I was a bit vigorous with the gearbox. The only change I noticed in its performance was that it freed up some. Had we had a brake booster, I feel that I could have lapped…2:47 to 2:52 which would have been ample to have won the race…”. Mike Argetsinger records out that at the end Walt Hansgen was charging hard through the rain with ‘E2A’s lights blazing, only for a small off on the final lap to leave narrow victory to Dave Causey/Luke Stear in their lightweight Maserati ‘Birdcage’, with the Ferrari TR/59 of Augie Pabst/Bill Wuesthoff second (just). As driven by Walt Hansgen, Jaguar’s unique ‘E2A’ had given Maserati and Ferrari’s contemporary finest quite a fright. The major West Coast professional road races followed, the big-money Los Angeles Times Grand Prix at Riverside and the Pacific Grand Prix at Laguna Seca. Neither circuit was ideal for the tailor-made Le Mans ‘E2A’, which amongst the latest stripped, lightweight rear-engined sports-racing cars from Lotus, Cooper, and Scarab was very much a thoroughbred racehorse amongst greyhounds. But Times GP promoter Glenn Davis had invested $5,000 in newly crowned double-World Champion Jack Brabham’s presence, and he was seeking a high-profile car for him. Briggs Cunningham recalled: “The Jaguar factory board heard about this, and they got very eager to have Jack drive a Jag because it was a great chance to publicize the (forthcoming) new E-Type. We had (‘E2A’) in New York, but it belonged to the factory, so Alfred (Momo) talked to them, and we shipped it to California”. Amongst such a specialized sports-racing car field, Jack Brabham initially failed to qualify for the GP until a special consolation race was run to get him in. Significantly the only Cunningham team car which lapped faster than ‘E2A’ was Hansgen’s 2-liter Maserati Tipo 60 ‘Birdcage’. Walt reported: “Jack’s gear ratio was changed from 3.54 to 3.31…better performance down the straight but hampered some through the twisty parts. Jack’s Jaguar used 600x15 in the front and 700x15 in the rear (Dunlop D9). Jack finished second” (in the preliminary). He then did well to bring ‘E2A’ home 10th in the Times GP itself. Sir Jack recalls: “That Cunningham Jaguar was good looking – but Riverside wasn’t the place for it…nonetheless an interesting car…”. His Formula 1 Cooper team-mate Bruce McLaren then took over ‘E2A’ for Laguna Seca’s Pacific Grand Prix. The grueling race was run in two 53-lap Heats over the tight little 1.9-mile circuit. As Phil Hill would later say of driving his ‘Sharknose’ Ferrari round Monte Carlo in pursuit of Moss’s Lotus 18 “It was like trying to see which is quicker round a living room, a racehorse or a dog!”. Bruce was assailed by all kinds of problems with, but finished 12th in one Heat and 17th in the other. Thereafter, Cunningham shipped ‘E2A’ back to the British factory, where she was adapted to test the Dunlop Maxaret anti-lock braking system, or WSP – ‘Wheel Slide Protector’. This was the system featured on the 4WD Ferguson P99 Formula 1 and InterContinental single-seater, the last front-engined car ever to win a contemporary Formula 1 race, and of course the first 4WD car ever to do so. In achieving that success the ‘Fergie’ was driven by none other than Sir Stirling Moss. Today ‘E2A’ still retains a dash button marked ‘SHOT FIRING – PULL’ to chalk-mark the road during Maxaret testing. The great car then slumbered in storage until 1966-67 – about the time poor Walt Hansgen was killed in a Ford GT Mark II at the Le Mans Test Weekend - when Jaguar’s 4-cam V12 mid-engined prototype – the XJ-13 – began testing. To deflect press attention, old ‘E2A’ was dusted down, its headrest fin removed and in XJ-13-matching British Racing Green paintwork it ground round and round the MIRA test track at Lindley to bore any nosy press men into not paying the XJ-13 any attention whenever it might emerge. Now enter veteran racing photographer-cum-wheeler dealer-cum Brooklands habitué Guy Griffiths. He and his daughter Penny had accumulated a splendid array of important Jaguars at their contemporary Camden Car Collection in the English Cotswolds. When they first acquired a ‘Lightweight’ E-Type they couldn’t persuade it to run properly so Penny had taken it to the factory, where she met her future husband, Roger Woodley who looked after customers’ competition cars. Penny recalls: “Roger just loved ‘E2A’ – he always said it’s just like a fighter plane, it’s so beautifully built. But one day he came home horrified, saying ‘They’ve decided to scrap it, they’re going to saw up ‘E2A’ – we’ve just got to save it’. “There would have been nothing unusual in ‘E2A’ as a redundant prototype being scrapped. That was standard industry practice. But we really had to save it if we could. Roger went straight to ‘Lofty’ England – then CEO of Jaguar Cars Ltd - and persuaded him that ‘E2A’ should also join the Collection on public display rather than be cut up. ‘Lofty’ eventually agreed to sell us the car on the strict understanding it was not to be used competitively. He agreed to have all its storage bumps and knocks made good, and to respray it in original Cunningham white and blue. It initially came to us without an engine, ‘Lofty’ thought that was the best way a deal could be reached, but later we got a wide-angle head 3.8-liter engine for it. Lofty must also have supplied the chassis plate as that engine’s number - E5028-10 - is stamped on the plate. We asked about an original 3-liter aluminum engine – as at Le Mans – and one day ‘Lofty’ said discreetly ‘There is one you could have. It’s Mr Heynes’s at the moment…but he will be retiring soon’! And finally that aluminum-block engine arrived, complete with its Lucas fuel-injection system (no. EE1309-10). Amongst the other bits accumulated, we’ve even got the original buck for the tail-fin. The car still retains its factory respray paintwork, and the only mod we’ve made has been to fit a small aluminum fuel tank because we wouldn’t trust the original bag tank after this length of time”. And so this remarkable non-missing link has been preserved to this day in a really loving home. Poor Penny lost Roger Woodley to cancer, since happily marrying yet another Jaguar man, Jim Graham. And so this only prototype sports-racing Jaguar ever to escape the factory has spent the past 40 years in one family ownership. Another nice touch was Penny managing to obtain for the car the UK registration number VKV 752, as this was the factory’s trade plate number applied to the car in the period. In 1970 Penny drove the great Swiss Formula 1 star driver Jo Siffert around Brands Hatch in it during the driver parade preceding that year’s British Grand Prix. She took the car to Le Mans in 1996, and its uniquely beautiful allure has shone – as it always does – at both the Goodwood Festival of Speed and the Revival Meeting. Describing ‘E2A’ our much-missed friend, the Jaguar marque historian Andrew Whyte declared: “As one-off engineering exercises of the kind at which Jaguar excelled, ‘E2A’ is a classic. The build quality achieved by Bob Blake and his colleagues was exceptional indeed”. Jaguar ‘E2A’ survives today as absolutely one of the most charismatic and significant prototypes ever produced by the mainstream motor industry. It is neither a cobbled-together rough-cut nor a merely vapid show car. And what other prototype of such a significant production model has ever had a racing history to match this one? As the only surviving taproot of the iconic E-Type Jaguar series, ‘E2A’ towers in stature for that alone. But add its racing history of the Le Mans 24-Hours, the win at Bridgehampton, the superb showing in the Road America 500-Miles. And superimpose its finger-printing by four such all-time greats as Sir Jack Brabham, Bruce McLaren, Dan Gurney and the SCCA’s revered Walt Hansgen – and ‘E2A’s charisma just grows with every thought. Source: Bonhams Images: OldConceptCars; Bonhams

Ford did consider offering the Corsair as a deluxe upgrade from the Ranger series; the 4-door hardtop featured the 1960 Edsel grille but with a substantial vertical chrome bar in the center. It was canceled before production began. Source & Images: carsthatnevermadeitetc

XNR - Exner used this compact two-seat roadster to explore an asymmetrical, driver-oriented design theme with sculptural fender blades. While Ford's Falcon was running away with the compact-car market, Exner transformed Chrysler's compact, the Plymouth Valiant, into his most radical idea car, the 1960 Plymouth XNR concept car. (Say the initials quickly.) Representing the peak of his enthusiasm as head of Chrysler design, it's imaginative "Asymmetrical Styling" was bold, to say the least — especially for a Plymouth. The car was likely to preview the similar but far more subtle styling than planned for Chrysler's 1962 showroom models. The car could seat two but was best suited for a single occupant, the driver. The driver sat behind a dramatically curved "personal" windshield; a smaller, fold-own windscreen was available to protect a passenger. Additionally, the passenger sat somewhat lower than the driver — a design touch intended to minimize the adverse effects of the wind. Thus the huge port-side headrest-cum-tailfin, which was intended to emphasize the driver while harkening back to late-1950s racing-car design, exemplified by the likes of Jaguar's D-Type and XKSS. The frame of the XNR's grille was constructed of heavy-duty materials and doubled as the car's front bumper. The "X-motif" rear bumper was a visual reminder of the car's name and essentially asymmetric nature. Quad headlamps nestled in a prominent mesh-filled bumper/grille roughly oval in shape. A metal tonneau typically covered the passenger seat, but a small fold-flat auxiliary windshield should be aboard. The interior was finished in black leather and aluminum. Of the car, Exner remarked he was "striving to avoid the static and bulky, which is ugly and not what an automobile should look like. The goal is to try for a graceful look with a built-in feeling of motion. The wedge shape expresses the function of automobiles because it imparts a sense of direction." Though XNR rode Valiant's tidy 106-inch wheelbase, prominent overhangs stretched overall length to 195 inches. The height was just 43 inches to the top of the fin. What excited sports-car fans — and prompted rumors of imminent sale — was the XNR's engine. Power came from the hairiest version ever developed of Valiant's 225 Slant Six, which pumped out 250 horsepower — 1.11 horses per cubic inch. "We took [XNR] to the Proving Grounds and had a professional drive it," Exner said later. "He lapped at 151 or 152, which wasn't bad for that time." As a production sports car, the XNR would have been unique; in racing guise, it would likely have trimmed most anything in its displacement class. But again, Chrysler decided there was just no market; even if there had been, the styling would likely have seemed too far out to sell well. Finally, Exner's abrupt firing in 1962 killed any chance the design might have had for being refined into something more practical for production. Incidentally, the XNR was one Exner particular not built by Ghia, though the Italian coachbuilder did manage something similar on its own a bit later. Its Valiant Assimetrica had none of the XNR's flair and never went beyond the one-off stage. However, the less-radical 1961 Plymouth Asimmetrica Roadster by Ghia would carry similar styling and use the same Plymouth Valient chassis, engine, and drivetrain. Source: Chrysler Design Institute Images: Mario Buonocunto; Concept Car Central; Shooterz.biz, RM Auctions; www.motortrend.com; Collections of The Henry Ford - www.thehenryford.org

Aerodynamics was the moment's topic in the late Fifties and early Sixties. The search for efficiency was nowhere more prevalent than in Italy, where its cadre of talented, imaginative, creative coachbuilders sought to wring high-speed performance out of small displacement powerplants. The likes of Abarth and Conrero produced incredible power from high-strung little engines. Pinin Farina, Bertone, Ghia, and Zagato maximized their coachwork's efficiency with conventional but imaginative bodies. This was the time of Franco Scaglione's Bertone B.A.T.s, Abarth's diminutive record-setters, Ghia's Gilda, and the double-bubble Abarths. Coachbuilders like Pinin Farina built wind tunnels to refine road car designs, then stretched conventional wisdom with advanced concepts. In a period of continuous experimentation, perhaps no vehicle pushed the boundaries like the Pininfarina X. Years of experimental and empirical experience had shown that the teardrop was the most efficient way to minimize the resistance of a solid body (an automobile or airplane) passing through a fluid (air.) The problem remained for designers to adapt the shape of a car with four wheels and room for four passengers to the teardrop shape without becoming large and impractical. Pinin Farina (it would become Pininfarina in 1961) resolved this issue with its 1960 concept, called the Pininfarina X. Instead of a conventional 4-corner layout for the wheels, Pininfarina (we'll defer to the later name) created a cruciform platform with a single steering wheel at the front, a single driving wheel at the rear and two outrigger wheels on the sides positioned behind the four doors. Large fins at the rear (after all, 1960, when fins were 'in' and the teardrop shape provided little lateral or crosswind stability) stabilized the Pininfarina X's dart shape. Even in the Fifties and Sixties, there was no more daring and imaginative approach to breaking the mold of conventional automobile design. It is powered by a diminutive rear-mounted 1089cc Fiat four producing just 43 horsepower with a 4-speed transmission driving the single rear tire. The aerodynamic drag coefficient is just 0.23, a figure that even the most modern fuel-efficient automobiles can only aspire to achieve. Shown at Turin in 1960 and Brussels in 1961 by Pininfarina, it resided in the company's museum until 2007 and is in largely original and unmolested condition with good paint and interior. Unusually for a design concept, it was engineered and built by Pininfarina as a running, driving vehicle. Batista 'Pinin' Farina is believed to have driven it to various manufacturers to have its concept implemented in production, and today, it runs and drives. Over half a century old, Pininfarina X is still in the vanguard of automobile concepts. This car will draw attention away from the latest concepts, limited production, and high-efficiency vehicles on any show field, tour, or event. It will be the most unique, scene-stealing, dramatic vehicle anyone could ask to drive. Source: Hyman Ltd. Images: pininfarina spa.; www.classiccarcatalogue.com; www.barrett-jackson.com

In 1937 the Maserati brothers sold their company to industrialist Adolfo Orsi. Not long after the war ended, they decided their real interests lay in racing. Together, they formed OSCA--short for the somewhat cumbersome Officina Specializzata Costruzione Automobili Maserati, founded on December 1, 1947. Various racing endeavors followed--including an ambitious V12 Formula One project--but OSCAs shone in the smaller displacement classes. Frequent competitors in important races throughout Europe and America were driven by notable pilots like Stirling Moss, Luigi Villoresi, and Prince Behra. While producing a wide variety of two-seat racing cars--all clothed by local coachbuilders. Fiat approached OSCA to develop a larger version of OSCA's existing twin-cam engine for use in the 1500S sports car. Shortly afterward, OSCA decided to offer a street car, and the natural engine choice was a 1,600-cc version of the engine developed for Fiat. The job of designing the coachwork fell to Zagato. Two versions were built: a normal roof design, as well as one of the prettiest cars of the era, the so-called double bubble coupes. While certainly a dramatic styling element, the roof-top bubbles were also practical, adding inches of headroom and incorporating vents at the rear to keep cabin temperatures down during races. These cars, with their thoroughbred racing engines and nimble chassis, were among their best-looking road/race cars. Even if they hadn't been created by some of the better-known and most talented automotive engineers who ever lived, OSCA sports racers would rank high in the lists of the best post-war sports cars. Building small-bore sports racers in the 750-cc, 1,100-cc, 1,500-cc, and two-liter classes, OSCAs began winning almost immediately. The high point is, without a doubt, the MT4 roadster, which achieved an overall victory in the 1954 12 Hours of Sebring race driven by Stirling Moss and Bill Lloyd. OSCAs were clothed by the leading Italian carrozzerie, and most looked as good as they went. Many well-known drivers did exceptionally well with the light, fast cars, which became the most successful 1,500-cc racers ever built. Today they quickly bring nearly $500,000 as gilt-edged vintage racers and guaranteed event rides. No one ever accused the Maserati brothers of not knowing how to build great cars--they just never figured out how to make it a business. It seemed logical to use the money from the Fiat engine deal to make a proper road car to sell in some numbers. But as often happens with small manufacturers, the timing wasn't quite right. Since OSCA was best at racing, it made sense that the new 1600 GT would also take to the track to enhance its reputation in the showroom. The 1600 GT was bodied by five different coachbuilders, with the most attractive and numerous being that of Zagato. With four-wheel disc brakes, fully independent suspension, a strong and light ladder tube frame, a smooth, flexible engine, and clothed in the iconic "double bubble" body, it should have been everything needed for success in racing and on the road. Unfortunately, problems with homologation for both the track and street meant that deliveries were delayed for almost two years. Although over a hundred examples were built, it never achieved the competition results expected and drove the company to the brink of closure. Source: www.osca-zagato.com Images: Zagato

This ultra-rare 1960 OSCA 1500 Coupe was built by Fissore and designed by Giovanni Michelotti. It was presented at the Geneva Auto Show and the Paris Motor Show. Strangely the coupe appears to transition from a solid paint job to a two-tone (black and red) paint job between the time it was presented at the two shows. Little else is known about this vehicle, although more is published on the similar 1961 OSCA 1500 Convertible by Fissore. Comment if more is known. Source: carstyling Images: leroux.andre.free.fr

The Ogle 1.5 (or One-Point-Five) was a car built in 1960. In 1959, Ogle Design was a pretty successful industrial design firm responsible for, amongst others, the Bush TR82 radio. Owner David Ogle decided he wanted to turn his hand to car design, and in 1960 the company launched the Ogle 1.5 saloon. Based on Riley 1.5 underpinnings with a fiberglass body, it was Ogle's idea of a bespoke luxury car, like a sort of mini-Bristol. The huge price, not to mention mediocre performance, put off most people. Only eight were built. Source: autoshite.com Images: autoshite.com

One of the first Italian sports cars to feature an American V8 was the little-known Nardi Silver Ray they built in 1960. Designed by Giovanni Michelotti and then Nardi built it on a tubular frame with some suspension parts from Alfa Romeo. However, the most interesting thing was the engine. The Nardi Silver Ray used a 1958 350 cubic inch engine with two AFB carbs attached to a two speed Powerflite transmission. The Plymouth Golden Commando V-8 engine develops about 350BHP giving it a maximum speed of about 140mph. The frame is tubular, suspension is by modified Alfa Romeo coil spring units at the front and semi elliptic springs at the rear; brakes are discs on all four wheels. The chassis was that of the Alfa Romeo 412 Spider Vignale, a one-off which had a very interesting but also sad story: bought by Enrico Nardi and then dismantled with parts used to build this Silver Ray. Source: carrozzieri-italiani Images: carstyling