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In 1952, a man named Metzenbaum from Cleveland, who was into real estate, wanted a car that combined modern style with the spirit of the early 1940s. He desired the luxury of a Lincoln Continental and the powerful Cadillac V-8 engine introduced in 1949. To create this car, he enlisted the skills of renowned industrial designer Brooks Stevens from Milwaukee. The car was named Die Valkyrie, after mythical wind sisters from opera. Stevens used a Cadillac Series Sixty-Two chassis and V-8 engine as the base, keeping much of their structure unchanged. He replaced the body with a sleek convertible design, featuring a long hood and short deck, along with a removable roof panel and a small cloth top for emergencies. Die Valkyrie's most distinctive feature was its large and sharp V-shaped bumper and grille, intentionally designed to showcase the engine underneath. The car had unique elements like recessed headlamps and a nearly flat hood that predicted future Big Three car styles. The taillights on Die Valkyrie also foreshadowed later Cadillac designs. Brooks Stevens incorporated a special door design that concealed long openings for easier back-seat access and created a natural two-tone color break, which became his trademark. The car was built by Spohn Works in West Germany for its meticulous craftsmanship. While there were plans for more, only six Die Valkyrie cars were ever produced, and only three are believed to have come to the U.S. One of them, shown here as number two, can be seen at the Brooks Stevens Museum near Milwaukee. One significant design element of Die Valkyrie was its massive "V" bumper at the front, meant to highlight the fact that most American high-end cars had V8 engines, while European cars typically had straight six or eight engines. Brooks Stevens was known for his black and white color scheme used in many of his concept cars. Images: Brooks Stevens Design; The Bortz Collection; archive.mam.org Source: auto.howstuffworks.com

During the 1950s, Packard introduced a compelling lineup of show and concept cars that swiftly elevated them to the forefront of pioneering American styling and design. One standout among these was the Panther, unveiled in 1954, which ingeniously amalgamated the essence of Packard's conceptual series. Crafted by designer Dick Teague, the Panther was constructed by Packard's contractor, the Mitchell-Bentley Corporation, which was simultaneously producing the acclaimed limited-production Caribbean convertibles. This striking design carried forward Packard's distinctive identity through elements such as the unique notched curve of the grille's upper opening, a recurring Packard characteristic throughout the brand's extensive history. The Panther exhibited lowered body sides accentuated by a graceful ridge sweeping down the flanks, a styling element enhanced by positioning the entire body lower over the frame. The hood, inspired by the Caribbean's scoop, featured a full-width overhang culminating in Packard's pioneering adoption of a wraparound windshield. The Panther's resounding success led to the creation of three more Panthers in subsequent years. This very Panther, being the initial one built, served as a prominent show and concept car throughout the 1954 season. It embarked on a tour across the United States and even journeyed to Europe, making appearances in England and possibly Italy. The second Panther, known as the Daytona Panther, took to the sands of Daytona Beach driven by Jim Rathmann, achieving an official speed of 110.9mph and a later unofficial record of 131.1mph. This particular Panther, the first of its kind, is unique in being one of only two among the four Panthers powered by a 359cid Packard straight 8 engine, equipped with a McCulloch centrifugal supercharger generating 275hp. It boasts an innovative fiberglass body. Obtained by the Mitchell Corporation from the Imperial Palace Collection in 1991, this Panther underwent a comprehensive restoration by its original builders, Mitchell Corporation, and was displayed in the company's corporate museum. Adorned in an elegant silver-gray livery, accompanied by gray leather upholstery and carpets, it was honored with the Preserving the Vision Award at the 1996 Eyes on Classic Design Concours. Additionally, it secured a class victory at the Meadowbrook Concours. Recently acquired directly from the Mitchell Corporation, this Panther stands as a testament to Packard's creative ingenuity and continues to captivate enthusiasts and collectors alike. Sources: Barret-Jackson, CarStyling.ru

In 1954, after the successes of the Pan American, Caribbean, and Balboa concepts, Packard ventured into a new level of uniqueness with its latest creation. Initially named the Grey Wolf II, it was later christened the "Panther," a fitting alliteration that matched its striking appearance and robust performance. Designed by Dick Teague, the Panther boasted a revolutionary one-piece fiberglass body, an audacious choice considering its 200-inch length. Created by the Mitchell-Bentley Corporation, the design collaboration involved Packard's styling engineer Edward Macauley and engineering Vice President William (Bill) Graves, who championed modern design to enhance Packard's image. The Panther, based on the 122-inch wheelbase Cavalier chassis, took on a remarkable form – a sleek, low-profile two-seat roadster with sculpted features. Notably, it introduced Packard's first wrap-around windshield, a design aspect that would become significant in the 1955 Packard lineup. Under the leadership of President James Nance, the Grey Wolf II/Panther project was expedited, aiming for a debut at the renowned Daytona Speed Week in early 1954. Despite the tight timeline, Teague swiftly crafted a scale model and collaborated with Mitchell-Bentley to fabricate the fiberglass body, utilizing up to one-inch-thick fiberglass for durability. Astonishingly, the Panther was completed in time for the event. Powered by a Packard 359 cubic inches eight-cylinder engine and equipped with Packard's Ultramatic automatic transmission, the Panther-Daytona achieved a speed of 110.9 miles per hour through official timing at Daytona Beach. This early performance later improved to an unofficial 131.1 miles per hour, reflecting the car's potential that was hampered by its rapid development timeline. Following its success, Packard and Mitchell-Bentley created three more Panthers for a nationwide tour, each generating attention and publicity. Subsequently, all four Panthers underwent updates at Mitchell-Bentley, with two receiving cosmetic enhancements and the other two undergoing more extensive modifications that incorporated Packard's 1955 styling elements, such as cathedral taillights and updated paint colors. Sources: OldConceptCars.com, SuperCars.net

The 1956 Dual-Ghia Convertible (Ghia) is a rare and stunning example of automotive design and engineering. It was a joint venture between Dual Motors, a company run by Eugene Casaroll, and Carrozzeria Ghia, an Italian coachbuilding company. The resulting vehicle was a high-end luxury convertible that embodied the pinnacle of style and sophistication of the era. One of the most distinctive features of the Dual-Ghia is its sleek and aerodynamic design. The long hood, flowing lines, and curved body panels create a sense of fluidity and motion even when the car is standing still. The convertible top folds neatly away, leaving the driver and passengers exposed to the open air and the thrill of the road. The Dual-Ghia was powered by a powerful and smooth V8 engine, which was developed by Chrysler and delivered 315 horsepower. This made the car not only beautiful but also fast and capable of impressive acceleration. The car was capable of reaching a top speed of 130 miles per hour, which was very impressive for the time. The interior of the Dual-Ghia is equally impressive. It was upholstered in the finest leather and featured a sleek and modern dashboard with a variety of gauges and controls. The seats were adjustable and designed for maximum comfort, allowing the driver and passengers to enjoy long drives without any discomfort. One of the most notable features of the Dual-Ghia was its exclusivity. Only 117 of these cars were ever produced, which makes them extremely rare and highly sought after by collectors today. The limited production numbers also meant that each car was hand-built and customized to the individual tastes of its owner. This meant that no two Dual-Ghias were exactly the same, making them truly unique and valuable. The Dual-Ghia was a true symbol of luxury and exclusivity in the 1950s, and it remains a highly sought-after collector's item to this day. Its timeless design, powerful performance, and exclusivity make it a true masterpiece of automotive engineering and design. The Dual-Ghia is a testament to the skill and craftsmanship of the designers and engineers who created it, and it will continue to be admired and cherished by car enthusiasts for generations to come. Images: www.petersen.org

The 1955 Pontiac Strato-Star Concept, unveiled at the 1955 GM Motorama in New York City, encapsulated an era of daring automotive design. This 6-passenger coupe, powered by a modified 1955 Pontiac V8 engine producing 235 horsepower, showcased an innovative blend of style and function. Standing at a mere 53 inches in height, the Strato-Star boasted sleek lines, including scalloped front wheel openings, a distinctive gull-wing front bumper, and an avant-garde cantilevered roof. The exterior design incorporated intriguing details, such as hinged 6-inch roof panels that automatically opened and closed with the doors, underscoring its forward-thinking approach. Fresh air intakes above the single headlights and parking lamps suspended beneath the front bumper further contributed to its distinctive appearance. Drawing inspiration from California Customizers of the time, the rear design embraced rolled pan styling, nerf bar bumperettes, and frenched visored taillights. With fiberglass door trim panels enhancing the interior, the Strato-Star Concept not only offered a glimpse into the future but also reflected the spirit of innovation that defined the 1950s automotive landscape. Source: lost-show-cars.blogspot.com; Bill Bowman - wiki.gmnext.com Images: www.shorey.net; www.chuckstoyland.com; aldenjewell’s photostream; deansgarage.com

The 1955 Packard Request Concept stands as a unique testament to the interplay between customer desires and automotive innovation. Emerging as one of the final Packard show cars before the factory's closure, the Request was a direct response to customer requests for the return of the beloved prewar vertical grille. Designed by Dick Teague, this creation made its debut at the 1955 Chicago Auto Show, embodying a modern take on the classic Packard aesthetic. Built on the platform of the 1955 Packard 400 two-door hardtop, the Request sported a captivating front-end design that combined a vintage-inspired grille with innovative split bumpers and modified sheet metal. Its story continued with a restoration by Packard collector Ralph Marano, highlighting the enduring charm of timeless automotive design. The 1955 Packard Request Concept offers a compelling narrative of design evolution and enthusiast dedication. As one of the final Packard show cars produced in 1955, the Request was conceived to satisfy growing customer demand for a contemporary iteration of the iconic pre-1951 Packard grille. Designed by Dick Teague, this prototype graced the stage at the 1955 Chicago Auto Show, showcasing a harmonious blend of classic charm and modern creativity. Fashioned upon the chassis of the 1955 Packard 400 two-door hardtop, the Request's defining feature was its novel front-end treatment, encompassing a distinctive grille, custom split bumpers, and reworked sheet metal. Rediscovered and meticulously restored by Packard enthusiast Ralph Marano, the Request's journey exemplifies the enduring allure of classic automotive design. Images: www.automotivehistoryonline.com; blog.hemmings.com Source: www.chicagoautoshow.com; www.coachbuilt.com

The 1955 Oldsmobile 88 Delta Concept, an often overlooked gem from the 50s era of General Motors dream cars, has always held a special place in my heart. Standing just fifty-three inches tall, this hardtop coupe was perched on a 120-inch wheelbase, likely adapted from a modified production 88 chassis. What sets the '55 Delta apart are the groundbreaking ideas that seemed radical at the time but have since become standard in the auto industry. Think quad headlamps, dual fuel tanks in the rear fenders for optimal weight distribution, cast-aluminum wheels, anodized aluminum trim, and a revolutionary full-length center console for radio controls and extra storage. Its design, heavily influenced by the legendary Harley Earl, showcased a touch of chrome elegance without going overboard, and it even sported the iconic dipped beltline that would later define much of GM's hardtop lineup during the late '50s. Though its fate remains a mystery like many concept cars of its era, the Delta's captivating allure endures, even if only through colorized photos. As one of the standout attractions at the 1955 GM Motorama, the 1955 Oldsmobile 88 Delta boasted a harmonious blend of artistry and innovation. A close-coupled coupe for four passengers, it stood just fifty-three inches tall and rested on a 120-inch wheelbase, a size resembling the production 88. This avant-garde concept served as a playground for novel materials and design elements that would shape the future. The dual fuel tanks ingeniously placed in the rear fenders, cast-aluminum wheels, anodized aluminum accents, and the revolutionary center console that bridged practicality and style—all came together to define this automotive masterpiece. With its rounded lines that epitomize Harley Earl's styling philosophy and the captivating two-tone metallic blue finish, the '55 Delta anticipated design cues that would later permeate the automotive landscape. While its ultimate destiny remains uncertain, the indelible mark left by the 1955 Oldsmobile 88 Delta Concept continues to inspire enthusiasts and collectors alike, even if we must rely on colorized photos to relish its timeless elegance. Images: Andre LE ROUX Site; www.autoweteran.gower.pl; www.chuckstoyland.com; scanzen.tumblr Source: lost-show-cars.blogspot.com; www.442.com

The 1955 Mercury D528 Concept, crafted by Ford Mercury during 1953-55, stands as a pioneering rolling laboratory. Driven by a Prototype Y block motor XY-3 and encased in a fully cast fiberglass body, this concept boasted groundbreaking elements, including the first opening rear electric window. Its original colors and interior design remain intact after restoration, preserving its authentic essence. Used in various movies, notably by Jerry Lewis, the D-528 also served as a trick car. Beyond its cinematic flair, this vehicle was a testing ground for innovative seating, lighting, air conditioning, and front frame design. Its cleverly hinged rear fender bulges concealed a spare tire and gas tank, optimizing luggage space without compromising its advanced features. While equipped with a pillarless windshield and Ford's inaugural reverse-sloping retractable rear window, this research vehicle was never publicly showcased. Its screen name "Beldone" in the 1964 movie "The Patsy" was chosen by Paramount Pictures. Source: Barrett-Jackson, Petersen Automotive Museum Images: www.petersen.org; www.autoweteran.gower.pl

The 1955 Lincoln Indianapolis, a show car originally exhibited at the 1955 Turin Automobile Salon, carries a rich history and exceptional features. Designed by Gian Paolo Boano in collaboration with Carrozzeria Boano Turino, this concept car was built on a Lincoln chassis, showcasing a futurist aircraft-inspired design. Its distinctive elements included a rounded center section tapering toward pontoon-like wings, side exhausts, and a glassy canopy reminiscent of streamlined 1930s Le Mans racing cars. The interior, designed for two, featured fine leather, a unique "stepped" console dividing bucket seats, and a fascia adorned with the proud inscription "INDIANAPOLIS." Following its Turin debut, the car garnered recognition, notably from Ford Motor Company. The Indianapolis was purchased by Ford and later acquired by Packard collector Thomas Kerr, who oversaw an extensive restoration, including engine enhancements and a remarkable finish. Its restoration led to numerous accolades at prestigious events, such as Pebble Beach Concours d'Elegance and Greenwich Concours. After passing through various ownerships, the car found a place in the esteemed Andrews Collection and continued its success on the concours circuit. It was eventually acquired by the present consignor in 2015, adding further recognition by being featured in the Frist Art Museum's display on Italian Automotive Renaissance. Accompanied by documentation and a captivating history, the 1955 Lincoln Indianapolis stands as a breathtaking one-off design, representing the pinnacle of "hot rod Lincolns." Source: RM Sotheby's; www.italiantribune.com; www.jaylenosgarage.com Images: supercars.net; www.kimballstock.com

In the 1930s, as cars were reaching higher speeds, the need to study aerodynamics became evident. In the Soviet Union, remarkable progress was made in 1934 when the first domestic streamlined car, the experimental GAZ-A-Aero, was developed by designer Alexei Osipovich Nikitin. The project was initiated by the automobile department of the Military Academy of Mechanization and Motorization of the Red Army (VAMM RKKA) in collaboration with other organizations. Extensive theoretical studies and wind tunnel tests resulted in four streamlined body designs that were applied to the GAZ-A chassis to create the GAZ-A-Aero prototype. The new streamlined body showcased curved steel sheets on a wooden frame, teardrop-shaped wing coverings, and a V-shaped windshield. The GAZ-A-Aero demonstrated significant advantages over the standard GAZ-A model, with higher speeds, better dynamics, and improved fuel efficiency. Despite limitations due to the chassis design, the GAZ-A-Aero proved the benefits of streamlined bodies in increasing performance. This pioneering work set the foundation for future advancements in automotive aerodynamics and contributed to the development of modern, streamlined cars in the post-war era. View the Story Cars Archive of Soviet Concept Cars & Prototypes

In 1938, the GAZ GL-1 emerged as a remarkable endeavor by the Gorky Automobile Plant to elevate the speed bar for Russian cars. Tasked with this challenge, engineer Evgenii Agitov worked on the GAZ-M1 as the donor vehicle, which initially featured a four-cylinder, 3.3-liter engine producing 50 hp. With aspirations to break records, the engine was tuned, modifications were made to the body for reduced resistance, and unnecessary components were removed, resulting in a car weighing exactly one tonne. Eventually, in October 1938, GAZ test driver Arkady Nikolaev achieved a new Soviet Union record of 148 km/h with the GAZ GL-1. Inspired by its success, Evgenii Agitov and his team continued refining the car, leading to the creation of a 3.5-liter, six-cylinder engine with increased power and better aerodynamics. By September 22, 1940, the GAZ GL-1 reached a remarkable speed of 161.9 km/h, significantly improving the Soviet record. The GL-1's advancements paved the way for more powerful engines in various vehicles, leaving an indelible mark on the Soviet automotive landscape. While plans for a third-generation GL-1 were thwarted by World War II, a faithful replica crafted by enthusiasts is now on display at a museum in Moscow, preserving the legacy of this groundbreaking Soviet speed icon. View the Story Cars Archive of Soviet Concept Cars & Prototypes

In 1950, the GAZ M-20 "Pobeda-Sport" made its mark in the Soviet sports scene when it appeared in the Torpedo Gorky sports club. A few homemade modifications were made to the cars, and it was during a test by Michael Metelev on the "Pobeda-Sports" N 11 that new speed records were established, reaching an impressive 161.211 km/h at a distance of 100 km. The pursuit of excellence continued, and in 1951, several enhancements were introduced, such as equipping three vehicles with rotary blowers "Rutz" and replacing carburetors for increased power and higher speeds. Another variant with an experimental four-cylinder 2.5-liter engine followed, showcasing the determination to push the limits of performance. Although the GAZ M-20 "Pobeda-Sport" was successful, it also laid the groundwork for future advancements, as these experiences proved invaluable in the development of other vehicles and even jet engines, leaving a lasting impact on the Soviet automotive and engineering landscape. The "Pobeda-Sports" went on to win three championships of the USSR, solidifying its position as the first truly successful domestic sports car in Soviet history. View the Story Cars Archive of Soviet Concept Cars & Prototypes

The SG-2 racing car, known as "Torpedo-GAZ," emerged in 1951 as an evolution from the "Victory sports" model designed by A.A. Smolin. Crafted with aviation techniques, its tear-shaped aluminum body replaced the original "Victory" design. Constructed with dural profiles and aluminum sheets, the car featured a bearing aluminum body. Its specifications included a 4x2 wheel formula weighing 1100 kg, a 2700 mm wheelbase, and dimensions of 6250 mm (length), 2070 mm (width), and 1200 mm (height). Powered by an M-20 4-cylinder carbureted engine with a volume supercharger, it boasted 2487 cm³ displacement, 105 hp at 4000 rpm, a top speed of 118.7mph (191 km/h), and accelerated from 0 to 1000m in 33.7 seconds. View the Story Cars Archive of Soviet Concept Cars & Prototypes

In 1951, Russian automaker ZIS unveiled the ZIS-112/1 Concept Car, dubbed the "Cyclops." Designed by Valentine Rostkov, this two-seater prototype drew inspiration from the 1951 GM LeSabre concept car. It featured a removable hardtop and was powered by a 140hp V-8 engine from the ZIS-110, later upgraded to a potent 186hp V-8 experimental engine with four carburetors. The ZIS-112/1 participated in national competitions, undergoing modifications to enhance performance, including a shortened length and reduced weight from its original 6-meter frame. This revolutionary concept car symbolized Russian ingenuity and futuristic design, leaving a lasting impact on the automotive industry. Three versions of the ZIS-112 existed: 1951 ZIS-112/1 1955 ZIS-112/2 1956 ZIS-112/3 View the Story Cars Archive of Soviet Concept Cars & Prototypes

Very little is known about the 1953 GAZ Armored SnowMachine Prototype. What's visibly known is that it shares many similar traits to the RF-8 (GAZ-98) Aerosled of WWII, which was designed in 1941 and used from 1942-1943. The main difference being the armored snow machine is enclosed vs. open, has track vs. being self-propelled and could tackle tougher snow terrains vs. flats. Below are images and a summary of the RF-8 (GAZ-98) Aerosled. View the Story Cars Archive of Soviet Concept Cars & Prototypes Pictured below: The RF-8 (GAZ-98) is a self-propelled sleigh powered by an internal combustion engine and equipped with a pushing propeller engine. It was designed for travel on snow and ice, initially developed by the OKB of the NKRF and later produced by GAZ "Bus Plant" (GZA). It went through modifications, becoming the RF-8-GAZ-98, also known as GAZ-98 and 743-98. These snowmobiles played a crucial role in World War II, particularly in 1942-1943, being utilized for tasks such as reconnaissance, guarding, transportation of troops and weapons, and patrol services in snowy terrains. The design and utilization of these vehicles were essential for traversing Russia's vast snowy landscapes during wartime.

The rare 1954 GAS-TR "Strela" was characterized by its unique design, resembling a bomber plane, and was notable for being powered by an aircraft engine. However, due to its rarity, there is limited information available about this intriguing vehicle beyond these distinctive features. View the Story Cars Archive of Soviet Concept Cars & Prototypes

NAMI, a leading institution for automotive research in Russia, has a century-long history of significant contributions to Soviet car design, including the first Soviet-made car, NAMI 1. Amid the emergence of the Soviet auto industry, NAMI continued innovating with various concept cars, including the NAMI-050 "Belka" (Squirrel) developed in 1955. Inspired by the NAMI-013 and focusing on a rear engine cab-forward design, the NAMI-050 aimed for efficiency and spaciousness. Despite its advanced design and potential to elevate the Soviet auto industry, it faced resistance due to diversion from military efforts, leading to limited development and eventual discontinuation. View the Story Cars Archive of Soviet Concept Cars & Prototypes

The ZIS-112/2, constructed in 1955 for the 1956 racing season, stands as a remarkable achievement in Soviet sports car history. Developed in adherence to FIA sports car regulations, this sleek racing marvel featured a lightweight fiberglass body and housed a potent 6000cc engine capable of producing 170 horsepower at 3500 rpm, propelling it to a top speed of approximately 200 km/h. In 1956, the skilled driver Boris demonstrated the car's prowess by securing an impressive 3rd place in the Kurbatov USSR championship, further solidifying the ZIS-112/2's position as a competitive and formidable contender in the racing circuit. The car's performance and achievements showcased the engineering excellence of the Soviet automotive industry during that era, leaving a lasting legacy in the annals of motorsport history. Three versions of the ZIS-112 existed: 1951 ZIS-112/1 1955 ZIS-112/2 1956 ZIS-112/3 View the Story Cars Archive of Soviet Concept Cars & Prototypes

The Zvezda 5, a rare Soviet car from 1955, boasted a distinctive 0.245-liter two-cylinder engine that generated an impressive 50 horsepower at 7200 RPM. With a compact transmission of 3 gears, a length of 3.2 meters, and a remarkably low curb weight of 360 kilograms, it was designed for agility. This unique vehicle could achieve a top speed of 124 mph (200 km/h), showcasing remarkable performance for its time. View the Story Cars Archive of Soviet Concept Cars & Prototypes

The 1956 Moskvich G2, initially a modified G1 car with a streamlined aluminum body, was built for speed records. In the late 1950s, it participated in various circuit and point-to-point races, with Evgeny Veretov winning the 2500cc single-seater championship race in 1959. Yuri Chvirov achieved three long-distance speed records in the 1100 cc class in 1956. The car, produced in 1956, was powered by a Moskvich 405 engine (later Moskvich 407), featuring a single camshaft and 2 valves per cylinder. Designed by Igor A. Gladilin, it had a rear engine position, weighed 660 kg, and reached a maximum speed of 138.6 mph (223 km/h) View the Story Cars Archive of Soviet Concept Cars & Prototypes