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Debuted at the Milwaukee Auto Show on November 16-24, 1963, the new Charger roadster stole the show at the Dodge exhibit. The customized competition roadster stands only 47 3/4-inches high and is based on a standard Dodge convertible. Chrysler engineers utilized the primary body panels to maintain a close relationship between the Charger roadster show car and classic production vehicles. Chrysler Corporations vice president and director of styling, Elwood Engel, stated, "The Charger's styling speaks Dodge." "Our design gives this specialty car a youthful, "get-up-and-go" appearance which reflects the Dodge image as an all-out, dependable performer." The Charger's design required removing the bumpers, wheels, body mechanisms, seats, and top. Not only did this lighten the new Charger, it also provided a starting point for the stylist to begin their design for a sleek competition roadster. With the removal of the front and rear bumpers, the stylist added lower valances with a set of four small bumper guards. To maintain an aggressive and expansive grill, single seven-inch headlights were used. New magnesium Halibrand wheels were mounted with special Goodyear Wingfoot high-performance tires. The rear wheel-wells were designed to accept wider rim and tire combinations for drag racing. Initially, the Charger was fitted with a single 4-barrel carburetor, but the hood design allowed modifications to accept twin four-barrel carburetors. Atop the long hood sits a Ramcharger scoop. The addition of the inside forced cool outside air into the 426 Cid Wedge engine. The exhaust used "lake-type" headers for competition and cover plates; the exhaust gases could be directed through regular dual mufflers for street use. The windshield is only six inches high and combines with the lowered side glass to create a competitive appearance. The rear rollbar covers the conventional rear seating area, while the integrated headrest provides comfort and support to the occupants. The interior seating and trim are upholstered in charcoal gray leather, combined with a complementary black cut pile carpet covering the floor, most side panels, and the cowl section. The twin bucket seats are fully padded and have special pleats to increase comfort. The occupants are secured into the buckets with matching Deist competition seatbelt-harness. The Charger features a full-length console and upper "cockpit divider." The divider is leather-trimmed and features an 8000 RPM tachometer high at eye level. The deep-dish steering wheel, passenger grab rail, and the gear-shift selector are all walnut. The walnut is a deep contrast to the bright metal trim used on the accelerator, brake, and parking brake pedals. Source: coach built Images: www.shorey.net; RM Auctions; www.shooterz.biz

Bodybuilder Ghia built this elegant coupe based on the massive Plymouth Valiant. The car was first presented at the Turin Motor Show in 1964. Those who collected car models in the 80s remember such a Ghia V280 model produced by the Donetsk Toy Factory. Source: car styling Images: Ghia

1965 XP-819: The little-known rear-engine Corvette was built by GM to test the viability of a V-8-powered Porsche 911 killer. Larry Shinoda styled the car, which is said to have handled well, but only if fitted with special tires. It crashed in testing (on stock Corvette tires) and was quietly forgotten. The XP-819, developed in the mid-1960s, was an engineering exercise to test a rear engine concept for the Corvette. Larry Shinoda designed the body. You can see styling cues in XP-819 that later appeared in Shinoda's famed "Sting Ray" design. The entire chassis, suspension, and steering are custom-made components unique to this car. A GM marine engine powers the car so the two-speed transaxle would operate adequately. The XP-819 resulted from a clash between Zora Arkus-Duntov and engineer Frank Winchell, who'd been involved with the Corvair project. Winchell contended that you could make a balanced, rear-engine, V8-powered sports car using an aluminum engine and larger tires to compensate for the rear weight bias. Duntov adamantly disagreed. A loose design was drawn that received some very unflattering comments from Duntov and Dave McLellan. Winchell asked designer Larry Shinoda if he could make something beautiful with the layout, to which Shinoda told him that a tape drawing could be shown after lunch. Shinoda and designer John Schinella sketched out the basic shape shown here. Duntov asked Shinoda, "Where did you cheat?". It didn't look "too bad," so a working prototype was ordered. Shinoda supervised the styling, and Larry Nies' fabricators built the car. In only two months, the XP-819 was on the test track. It turned out that Winchell's theory about rear-engine, V-8 cars didn't work out very well. However, Shinoda's design was well received. They were obviously into the "shark thing" and picked up styling points from the Chaparral cars. It even had wheels from a Chaparral. This car was a Corvette, even though the back end was immense. Unfortunately, with all that weight behind the rear axle, it was only a matter of time before it crashed during a high-speed lane change test. Paul vanValkenberg hit it because he put the same (standard) size Corvette rim on the car front and rear and then wet down the track and went out and lost it. He bounced it off the wall several times and pretty well wrecked it. It was then sent off to Smokey Yunik, which was later found. The chassis was cut in half, and usable parts were removed. What was left was stored in a new paint booth as just "old junk." Years later, a Corvette collector bought some parts from Yunick and offered to buy the junked XP-819. So the pile of car scrap was rebuilt and finished as a streetable car, like a kit car. A cast-iron V-8 was used in place of the original all-aluminum engine. We're talking severe rear weight bias here. It's quick and now does incredible wheelies! XP-819 now sits in the National Corvette Museum in Bowling Green (KY). It is "on loan" from Ed McCabe, who runs his advertising agency in New York. Ed bought the car in 1990 at an estate auction run by Sotheby's in Palm Beach. Source: Frank Markus - MotorTrend Magazine; Mario van Ginneken - www.corvettes.nl Images: www.corvettes.nl; deansgarage.com

One of the most handsome Chevrolet show cars of the 1960s never made it to production in its original form, but it was influential all the same. Here’s a quick look at the 1964 Super Nova. Introduced at the New York Auto Show in April of 1964, the Chevrolet Super Nova made a positive impression on the car show circuit and the enthusiast press that year. But despite the encouraging feedback, the Super Nova was almost totally overshadowed by the new Ford Mustang introduced nearly simultaneously. That doesn’t prevent us from circling back and taking a closer look. The Super Nova that appeared before the public in the spring of ’64 was a faithful recreation of a full-scale clay produced in the styling studios of the GM Technical Center in Warren, Michigan, directed by design VP Bill Mitchell. Styling elements of the Mitchell era's concept and production cars, including the 1965 Corvair, can be seen in the Super Nova. But to many, the design resembles a compact version of the 1963 Buick Riviera, one of Mitchell’s more memorable creations. And that’s an honest compliment. Constructed in fiberglass like many GM show cars of the time, the Super Nova’s coupe body shell was seven inches long and six inches lower than a production Chevy II Nova and rode on the same 110-inch wheelbase chassis. The windshield was laid back at a 60-degree angle, while the rear greenhouse employed recessed glass and flying-buttress C-pillars like the production 1966 Chevelle Sport Coupe and its GM A-Body siblings. The paint was Fire Frost Silver, a unique finish with high metallic content usually found on Cadillacs. And note there are no exterior door handles: The doors were operated by electric solenoids with buttons hidden in the window moldings, an old customizing gimmick. One slick package, the Super Nova, was also known as the Shark. Although its size and proportions were similar to the Ford Mustang, the Super Nova did not contribute much, if anything, of its styling to the Camaro, Chevrolet’s Mustang competitor introduced in the fall of 1966. Chevrolet stepped away from the Super Nova’s elegant razor-edge theme and adopted a sportier look for its pony car. However, the sharp lines of the Super Nova design are easy to spot in the second-generation Chevy II Nova of 1966-1967 below. Even in frumpy four-door form, it’s a handsome compact car. Source: macsmotorcitygarage Images: General Motors Archive

The Cadillac Cyclone is a concept car built in 1959 by Cadillac. The Cyclone was never mass-produced as a production model. It currently resides within the GM Heritage Collection. One of the last cars designed by Harley Earl, the Cyclone was a testbed for futuristic styling and technology. Built on a 104" wheelbase chassis, it featured a front-mounted 390in3 engine, rear-mounted automatic transaxle, and an all-wheel independent suspension. The Cyclone's engine exhaust was uniquely ported out just ahead of the front wheels. It also featured a radar-operated collision avoidance system, with the radar sensors mounted in twin "nose cones" on the front of the car. The bubble top canopy was the most prominent of the Cyclone's stylistic features. Silver coated for UV protection; the canopy automatically opened along with the sliding electrically operated doors. The roof could also be stowed in the rear compartment, resting on a remarkable air-bag base. The Cyclone's design was heavily inspired by the aviation and rocket designs of the 1950s. The original design of the Cyclone included more giant tailfins (similar to the 1959 Cadillac lineup), adorned with the General Motors Air Transport Section (GMATS) logo. These fins were reduced in size in 1964 (and the GMATS logo removed) to look more like the 1963–64 Cadillac range. Source: Wikipedia Images: www.shorey.net; www.gmphotostore.com; HIGH MUSEUM OF ART

Derived from the American, the Tarpon was the car that AMC could have, should have, but didn't make in response to the Mustang. Instead, AMC built the Marlin, which, on the larger Classic chassis, was too big to be a pony car, too slow to be a muscle car, and cursed with ungainly proportions due to the Classic's stubby hood. The Tarpon wasn't perfect, but its awkward side window treatment (which prefigured the Marlin's) could have been fixed quickly, along with some tweaks to the stock American front end, to create a convincing sporty car. First shown in January 1964, the Tarpon was well-received, but the project was moved to the Classic platform because AMC lacked a small V-8 to fit in the smaller car. By 1966 AMC had fit the new 290 into a slightly elongated American, but by then, the Marlin was in the second year of its unsuccessful run. Source: www.amxfiles.com Images: AMC; Alden Jewell's collection; www.shorey.net; www.chicagoautoshow.com

Created as a replacement for the gorgeous Giulietta SZ, the Zagato-styled TZ and TZ2 continued that car's glorious looks and race-bred handling. The TZ nomenclature stands for 'Tubolare Zagato,' denoting the car's tubular chassis and that famous coachbuilder's involvement in its design and engineering. The TZ was powered by Alfa's twin-cam beefed up to 170bhp and featuring SPICA fuel injection, and its suspension was a sophisticated all-independent set-up – in other words, here was a true thoroughbred. The TZ was the first Alfa Romeo with a fiberglass body (ten were built that way), and the TZ2 had even more dramatic styling. Incredibly desirable now. Source: classics.honestjohn.co.uk Images: Museo Storico Alfa Romeo; Zagato; UltimateCarPage.com

The Bertone-styled Canguro concept is one of the most aesthetically balanced cars in history, from a golden era of Italian design. However, it was rejected for production, and – even more tragically – shortly after its debut, the one-off concept crashed. Following the racing triumphs of the lightweight Alfa Romeo TZ – or Tubolare Zagato, about its tubular chassis and coachbuilder – the company explored the idea of a road-going version. While Zagato had been responsible for the racing car's coachwork, Alfa gave a TZ chassis each to rival coachbuilders Bertone and Pininfarina to see if they could come up with substitutes. Heading up Bertone's effort was a young Giorgetto Giugiaro, fresh from penning the Giulia Sprint of the previous year. The TZ chassis was super-low, already giving the car a ground-hugging profile even before Giugiaro worked his undeniable magic. Complementing this aerodynamic running start, he blessed the car with a lithe, curvaceous fiberglass body with a Kamm-tailed rear end to further reduce drag. Zagato-inspired shape aside, the vehicle also displayed several other notable design flourishes, including a glued-in windscreen (apparently an industry first) and distinctive air vents (which influenced many later Bertone designs). Another touch of brilliance was the use of Alfa competition cloverleaf-shaped heater vents inside. Making its debut at the 1964 Paris Motor Show, the car was christened Canguro, meaning Kangaroo in Italian. Despite universal acclaim, Alfa rejected the proposal shortly afterward, perhaps because the newly absorbed Autodelta (which had become Alfa's racing department) could not yet produce the chassis on a large scale. This was much to the disappointment of Nuccio Bertone – whose grief was compounded when the Canguro suffered catastrophic front-end damage in a high-speed collision during shooting for a promotional film by Shell. The incident occurred at the Parabolica curve of the Monza circuit, where it reportedly rear-ended another one-off Bertone concept: the 1963 Chevrolet Testudo. Nuccio Bertone considered the damage irreparable: he was later quoted as saying, "the construction of a prototype involves around 15,000 hours of work" – so repairing the Canguro was considered unjustifiable, given that it had already been rejected for production. Henceforth, it was left in a derelict state to battle the elements outside the Bertone factory. At some time during the seventies, German journalist Gary Schmidt procured its carcass with the intention of restoring it. Despite making some headway – many of the Canguro's parts were interchangeable with same-era Alfas – he had trouble with the damaged front end, finding the organic shape hard to replicate accurately. He never completed the project, and, near the turn of the century, the car was inducted into the collection of Japanese businessman Shiro Kosaka (who now also owns Pininfarina's version). Kosaka continued Schmidt's work, and the Canguro made a splendid second debut at the 2005 Ville d'Este, where it was voted 'Best in Show. Unfortunately, however, Schmidt passed away in 2003, so I never saw the car restored to its former glory. As well as influencing the design of many icons since the Canguro is a masterpiece in its own right. And thanks to not only Giugiaro's talent but also the determination of Schmidt and Kosaka, the splendor of the Canguro lives on to this day. Source: www.bertone.it; Joe Breeze - www.classicdriver.com Images: Bertone Archivio Storico

Carlo Abarth (1908-79) was one of the most enterprising figures on the sports car scene. He won the world motorcycling championship five times down to 1939 before turning to the design of racing cars and the manufacture of accessories bearing the scorpion trademark derived from his zodiac sign. The 2400 with bodywork by Allemano of Turin elaborates the mechanicals of the Fiat 2300. The only example belonged to Carlo himself and was built for presentation at the 1964 Geneva Motor Show. In 1949, he formed the “Abarth & C.” Company (acquired by Fiat Auto in 1971). Source: klyushnichenko.livejournal.com Images: www.bernimotori.com

Pininfarina presented the Abarth 1000 Spyder Speciale concept at the Turin Motor Show in November 1964. The power of the rear-mounted Fiat engine was increased to 54 hp. A long strip of glazing surrounded the cabin. The nose, together with the front optics, was covered by a single glass dome, which, although it looked unusual, made it vulnerable to the slightest collision. No weather protection was provided. Images: Pininfarina; www.bernimotori.com; www.fiat-850.nl

With a sleek, dynamic and expressive appearance, the Buick Electra-X concept SUV unveiled in China brings Buick's all-new design language to life and projects the brand's vision for an electric and intelligent future. Developed by GM's PATAC engineering and design team in Shanghai, backed by the global resources of General Motors, the Electra-X previews the production version of Buick's new generation of electric vehicles in China, underpinned by GM's revolutionary Ultium platform. It is designed to bring a safer, smarter and more captivating EV experience to a new generation of customers. Inspired by the PURE Design philosophy, the Electra-X represents the continued evolution of Buick styling, which will be forward-looking and future-inspired. It has an expressive new face, sleek proportions, sophisticated details and purposeful innovation, that will appear on future Buick products. "Buick is well known across China for its beautiful styling," said Matt Noone, executive director of SAIC-GM PATAC Design. "The Electra-X will be a significant game-changer for Buick in offering products that are not only electric but also sporty and attractive to younger customers. Many of the design elements from the concept will be applied on future production models." Expressive and Pure Exterior The exterior of the Buick Electra-X is a modern interpretation of Buick's signature sculpted beauty, leveraging form-based surfacing instead of complex lines. The fluid movement contrasts with tension to provide a sense of motion. The concept's fresh and youthful expression is accompanied by an all-new aggressive trapezoidal grille that sits within the bold, forward-leaning "shark nose" front end. This distinctive appearance illustrates a strong and confident personality. Buick's iconic sculpted flying-wing design elements have been reimagined in a futuristic way, featuring the new Buick badge mounted on the front fascia of the vehicle. High-mounted horizontal "check mark" lamps and separate aviation-inspired lamps at the edge of the grille will become new Buick signatures going forward. They support a distinctive welcome lighting animation that greets users when they approach the vehicle. The four-seat Buick Electra-X offers a coupe-like expression, distinguished by sporty proportions from the side and a low-profile silhouette, further elevating its athletic persona. Other design highlights include: – Information projection at the side and rear of the vehicle for added pedestrian protection. – 21-inch wheels with an optimal design for improved aerodynamics, improving EV range while heightening the sporty stance. – An alluring Satin White Metallic exterior that shows off the sculptural beauty. Airy and Modern Interior The interior of the Buick Electra-X conveys the same clean, modern and sporty design, balanced with thoughtful details and new technologies that evoke warmth and ensure a rich sensory experience. The four-seat layout takes full advantage of the Ultium electric vehicle architecture, maximizing the extension of the cabin through a long wheelbase and more efficient layout. A wraparound windshield and panoramic glass roof connect occupants with nature while providing a more open, spacious sensation. The driver-focused instrument panel is integrated with hidden slim air vents that are elegant. The color scheme gradually transforms from medium dark gray on the bottom of the interior to sky cool gray on top, contributing to the zero-gravity floating styling. Complementary flashy copper accents provide metallic warmth. In line with the Buick Electra-X's zero-emissions vision, the SUV's lightweight seats are wrapped in 3D knit fabric made from recyclable PET plastic bottles. In addition, the Electra-X features special GS graphic patterns subtly etched in the interior and exterior, previewing the future styling of Buick's sporty GS sub-brand in the digital era. Purposeful and Advanced Innovation The concept is also designed with GM's cutting-edge technologies and advanced hardware for a captivating experience. The all-new Virtual Cockpit System (VCS) enables new design thinking and a connected experience in a seamless digital ecosystem. It is powered by a QUALCOMM Snapdragon 8155 flagship chip, which represents the pinnacle of intelligence in the industry. With over-the-air (OTA) capability, the system can evolve over time to keep up with technology advances. The Buick Electra-X also incorporates a segment-only EYEMAX 30-inch Freeform display that produces clearer and higher-quality images with up to 6K resolution. It can reflect a billion colors with a pixel density that is close to the limit of the human eye. Additionally, it supports 5G connectivity, allowing a fast response and instant access to the world's fastest video transmission. The Electra-X offers customized voice control and personalized recommendations to enrich users' digital life. Its multi-zone voice command supports nearly 50 scenarios and functions, including navigation, the audio system, and setting adjustment of the air-conditioning, seats, interior ambience lighting and sunroof. With the innovative iKey functionality, the driver can remotely unlock, control, park and share their vehicle via their smartphone even after getting out of the vehicle. The Buick Electra-X is also equipped with enhanced Super Cruise driver assist technology. It supports lane change on demand and automatic lane change for a more comfortable and intelligent experience with peace of mind. Source: Buick Press Release Images: Buick

While the Ferrari GTO was heralded for winning the Division 3 World Touring Car Championship, the Fiat Abarth OT 1300 nearly matched its performance in Division 1. This small car won many important victories for Abarth including the 1966 and 1967 Division 1 World Championships. Based on Simca parts, the OT 1300 used a heavily modified version of its chassis. Engineer Mario Colucci was responsible for the design which used a modified Simca 1000 floor pan. Attached were new front and rear sections that supported independent suspensions and modified Fiat 850 components. The engine was designed from the ground up, but was similar to the Simca 1.3-liter they had raced in previous years. It was built at Corso Marche and by Luciano Fochi who had already designed the 1.6 and 2.0-liter units. Hallmarks of the engine included five main bearings, twin overhead cams and twin choke Weber carburetors. The whole car was covered in a sleek fiberglass body penned by Mario Colucci and fabricated at Sibona & Basano of Turin. Upfront was a large opening to feed air to a radiator which was then extracted out the top of the hood. The front and rear sections were hinged and provided ample access to the running gear. Between May 1965 and March 1966, over 50 examples of the OT 1300s were made to satisfy homologation requirements. It replaced the Abarth Simca 1300 but raced in the prototype class until homologated in May of 1966. During the season, the OT 1300 racked up 37 points for the Constructor’s Championship. In 1967, the design was updated, starting with the widened chassis. Probably the most distinctive touch was the addition of a roof-mounted scoop which fed the carburetors fresh air. At the rear were many changes, including a larger Plexiglas rear window and a tiny spoiler. At the 1967 Le Mans, the 1300 OTs were the last cars to complete their race, but they won their class in 16th place overall. They were behind similarly powered Alpine A210 Renaults that had to be placed in the prototype category due to homologation requirements. Overall both the series I and series II OT 1300s were very successful. They won the 1966 and 1967 Division 1 Grand Touring World Championship and 1966, 67, and 68 Group 4 Italian Championship. Source: supercars.net Images: Old Concept Cars

Peugeot uses a 1948 cm3 diesel engine on a 404 convertible transformed into a one-seater prototype to promote its knowledge and prove that this motorization is more than just for commercial vehicles. A lightened and aerodynamically optimized version of the Pininfarina-designed 404 coupé, the monoposto record car was designed to promote Peugeot's diesel engines and claimed several endurance and speed records. In June 1965, on Monthléry Ring, Peugeot went for endurance records with five drivers relaying at the wheel for 72 hours, driving up to 160 km/h, beating 22 international records (Class E). In July, fitted with a new prototype 2163 cm3 engine, drivers were back on track and beat 18 new world records (Class D). It's a total of 40 records achieved by the 404 diesel engine record car. With its recent 1-2 win with the 908 HDI FAP at 24 Hours Le Mans 2009, and its victory in International Le Mans Cup (ILMC) 2010, Peugeot confirms the rightness of its choice with the performance and reliability of its diesel motorizations. The Peugeot 404 Diesel record was presented at Rétromobile 2011 by the Museum ‘de l’aventure Peugeot’, Sochaux. Source: autoconcept-reviews, carsthatnevermadeitetc Images: Old Concept Cars

The Saab Sonett is an automobile manufactured between 1955 and 1957 and between 1966 and 1974 by Saab of Sweden. Sonetts share engines and other components with Saab 93, 95, and 96 of the same era. It was mainly intended for the lucrative American export market and was only offered intermittently in the Swedish domestic market (1968 and 1972). The first prototype, now known as the Sonett I, is a two-seat, open-top, lightweight roadster racer that, ten years later, evolved into the commercially distributed Sonett models II, V4, and III. sports Sonett I In the 1950s, Rolf Mellde, a Saab engine developer and race enthusiast, and Lars Olov Olsson, Olle Lindkvist, and Gotta Svensson designed a two-seat roadster prototype in a barn in Åsaka, near Trollhättan (the site of the main Saab manufacturing facility). The limited research-and-development project, with a total budget of only 75,000 Swedish kronor, became known as the Sonett, a name derived from the Swedish phrase Så nätt den är ("how neat it is"). The Saab Sonett also called the Super Sport or Saab 94, was introduced on 16 March 1956 at Stockholm's Bilsalong (motor show). Featuring a three-cylinder 748 cc two-stroke engine generating 57.5 horsepower (42.9 kW) and a 70 kilograms (150 lb) aluminum box-style chassis from Swedish designer Sixten Sason, the Sonett I was an advanced low-weight 600 kg (1,323 lb) racer based on aircraft design concepts. With a projected top speed of 120 mph (190 km/h), the Sonett I had the prospect of success on the European race circuit, and a production run of 2,000 units were planned for 1957. However, race competition rules changed, permitting modified production cars into race classes Saab had envisioned for its purpose-built Sonett, and the economic and marketing viability of the project faded. Only six Sonett I vehicles were made between 1955 and 1957, all RHD. The original prototype, known as "No. 1" and built with a manually-crafted glass-reinforced plastic (GRP, or "fiberglass") body, served as the reference model for the other five cars. A scarce vehicle, only two Sonetts I exist in the United States; one was in the GM Heritage Center collection. In September 1996, rally driver Erik Carlsson broke the Swedish record for the under–750-cc engine class with a speed of 159.4 km/h (99.0 mph) in the restored Sonett I original prototype "No. 1". Pictured Above: Saab Sonett II (1966-1969) Saab Sonett II In the early 1960s, Björn Karlström, an aircraft and automotive illustrator, and Walter Kern, an engineer at Massachusetts Institute of Technology, independently suggested a two-seat roadster with Saab components and a two-stroke engine called the "Shrike." Two prototypes were developed: the Saab MFI13 by Malmö Flygindustri and the Saab Catherina by Sixten Sason. After some modifications, the MFI13 was put into limited production (28 units) in 1966 as the Sonett II, manufactured at the Aktiebolaget Svenska Järnvägsverkstäderna (ASJ) in Arlöv. Inside Saab, it was designated model 97. A further 230 units were assembled in 1967. Still, as the two-stroke engine became increasingly uncompetitive in the US market, a switch to the Ford Taunus V4 engine was made in the middle of the 1967 production year, and the model was renamed the Sonett V4. Apart from the engine and related drivetrain, the Sonett II and Sonett V4 share much of their componentry. The additional weight did require some strengthening of the chassis and suspension pieces, and the wheels were half an inch wider than the four-inch units used on the Sonett II. Approximately 50 percent of the Sonett II production has survived, preserved, or maintained by museums, collectors, and race enthusiasts. Like the Sonett, I prototype, the Sonett II fiberglass body was bolted to a box-type chassis with an added roll-bar to support the hard top. The entire front hood section is hinged forward to allow easy engine, transmission, and front suspension access. Equipped with a three-cylinder, two-stroke engine generating 60 PS (44 kW; 59 hp), the Sonett II achieved 0 to 100 km/h (0–62 mph) time of 12.5 seconds, with a top speed of 150 km/h (93 mph). All Sonett IIs were left-hand drive (LHD). Designed as a race car, the Sonett II competed successfully against other small European sports cars, including the Austin-Healey Sprite and Triumph Spitfire, in Sports Car Club of America (SCCA) races of the period. Sonett IIs were disqualified from competitions due to low production volume. By 1967, the two-stroke engine failed to meet US emission control standards. In 2011 a two-stroke Sonett II achieved 109 miles per hour (175 km/h) at the Bonneville Salt Flats. Of the 28 Sonett IIs manufactured in 1966, all were equipped with 841cc three-cylinder two-stroke engines. SAAB produced serial numbers 29 through 258 with the two-stroke engine; serial number 259 was the first Sonett to have the V4 engine. All Sonett II transmissions had a freewheel that could be engaged and disengaged in motion via a pull handle down near the throttle pedal. The freewheel was required in the normal (non-oil pump engines) SAAB two-stroke engines but not in the racing engines that had an oil injection system fed from a supply tank, nor in the Sonett V4 since it had a four-stroke engine with the common recirculating pressure lubrication. The Škoda-engined ÚVMV 1100 GT was based on the Sonett II. Saab Sonett III The 1970 redesign of the Sonett V4, named the Sonett III, was initially undertaken by Sergio Coggiola. Still, Gunnar A. Sjögren altered it to fit the existing Sonett II chassis without expensive manufacturing-line changes. Extensive engine work required the removal of the entire front hood section. Hinged rear-window glass replaced the Sonett II/V4 rear compartment hatch door. With the mandate for a "bulge-less" hood, the engine compartment opening evolved into a small front popup panel, resulting in more limited access than in the Sonett V4. US safety regulations required new low speed impact proof bumpers after 1972, significantly detracting from its Italian-inspired design. To help adapt the car to US market tastes, the Sonett III featured a floor-mounted shifter (instead of the Sonett V4 column-mounted shifter) and optional dealer-installed air conditioning. Sonett III's hidden headlamps were operated manually using a lever. All Sonett III were LHD. While the 1970 and 1971 model years initially had the same 1500 cc Ford Taunus V4 engine as the Sonett V4, emission control requirements reduced the available horsepower. The model years 1971 to 1974 of the Sonett III used the 1700 cc Ford V4, but to meet increasingly strict federal regulations, net power output remained the same as the 1500 cc engine, at 65 horsepower (48 kW). Still, the Sonett III accelerated from 0–100 km/h (0–62 mph) in 13 seconds, and—due to a higher differential gear ratio (42 teeth on the ring gear and nine teeth on the pinion gear) than the standard 95/96 transmission (39:8)—achieved a top speed of 165 km/h (103 mph), aided by a drag coefficient of 0.31 cd. Disappointing sales, especially during the 1973 oil crisis, led Saab to end production in 1974. A total of 8,368 Sonett IIIs were manufactured between 1970 and 1974. SAAB also used the Sonett III for test builds powered by a Rankine cycle steam engine. One of the test cars survived and was at an auction in Stockholm in July 2019. Canceled new Sonett The Sonett name was planned to be revived as the production version of the Saab PhoeniX concept. Designed by Jason Castriota as an affordable halo car for Saab, it would have been a 2+2 sports car producing up to 400 hp in its highest form and used the new Phoenix platform that would have underpinned the next generation 9-3 and 9-1 compact. These projects were canceled with the dissolution of Saab in 2012

Ford Advanced Vehicle Operations built only five prototypes of the open GT Roadsters in the United Kingdom in 1965. Of the units that were made, only four have survived. John Whitmore first tested this Ford GT Works Prototype Roadster with chassis number GT/111 at the 1965 Le Mans trials before it was fielded as a Works entrant in the Targa Florio. Painted in Linden Green and Whitmore, joined by Bob Bondurant as co-driver, the car ran as high as a third-place until it was forced to retire prematurely due to racing-incident-induced damage. The car disappeared from the public’s eyes for the next 40 years. The chassis was recently rediscovered in 2006, with its authenticity confirmed by the world’s leading authorities on GT40s. Following a restoration, chassis number “GT/111? reappeared on the race circuit in 2007 at the Goodwood Revival and has since gone on to race competitively at some of Europe’s most prestigious events.“The Ford GT represents one of the world’s most iconic sports car designs,” said Max Girardo, RM Europe’s managing director. “Joining power with beauty is the perfect fit for our debut sale at the Concorso d’Eleganza Villa d’Este. As one of just four surviving examples and one of only three to have been raced by the Works, it presents an extraordinarily rare ownership opportunity for discerning collectors, deserving of close inspection.”The Ford GT will join the six Bertone-designed concept cars auctioned off in Italy.History of the Ford GT40 This Ford GT40 Roadster (GT108) was the first of the open cars completed in March of 1965. It was first delivered to Carroll Shelby shops and tested at Silverstone by John Whitmore and Dickie Atwood, and Ken Miles at Riverside Raceway that year. The car was the official factory testbed for the ZF transaxle, resulting in all GT40s using the ZF. From 1965 to 1992, the car was owned by George Sawyer, John Robertson, and Tom Congleton. The car was restored for both Congleton and Robertson and successfully vintage raced through the 1980s and 90s. It is the only intact example still carrying the correct 1965-style nose and the low tail section unique to roadsters. This car is the only roadster, or ‘Spyder, ‘to remain in as-built condition. The history of the Ford GT40 began as an attempt to beat a certain Italian Automobile Manufacturer at the grueling 24 Hours of LeMans race. Each June, some of the world’s best in the automotive industry descend onto a town West of Paris called LeMans, France, to compete in a 24-Hour endurance competition. This tradition began in 1923 and has become the pinnacle of automotive racing that challenges speed, performance, and durability. A select group of European marques, such as Porsche, Ferrari, Jaguar, Bentley, and Alfa Romeo, had since dominated the race. Ford wanted to join this elite group. During the early part of 1960?s, Ford attempted to buy Ferrari for $18 million to run its international racing program. The purpose was to use the Ferrari company and technology to help Ford achieve a LeMans victory. The negations unraveled, and Ferrari walked away from the bargaining table in May 1963. Enzo Ferrari did not indicate why he had decided his company was no longer for sale. Ford decided to build their super-car and beat Ferrari at International Racing. Roy Lunn was an Englishman who had begun his career at Ford of Britain and later came to the United States in 1958. He had played a role in helping to create the 1962 mid-engined Ford Mustang I Concept. The vehicle was an aluminum-bodied, two-seater powered by a 1.7-liter 4-cylinder engine. After the Mustang I, Roy Lunn, Ray Geddes, and Donald Frey turned their attention to a racing program. The car that Ford had conceived was similar to a Lola GT, being low and mid-engined. The Lola was designed and built by Eric Broadley in Slough, England, and first displayed in January of 1963 at the London Racing Car Show. Broadley was running low on funds and consequently more than eager to join with Ford. Borrowed from the Lola GT were the monocoque center section and aerodynamic design. It was longer, wider, and more robust with a rigid steel section. In the mid-section lay an all-aluminum 4.2-liter V8 engine. The gearbox was a 4-speed Colotti unit; the suspension was double-wishbone. The 11.5-inch disc brakes provided excellent stopping power on all four wheels. In April 1964, the GT40 was displayed to the public at the New York Auto Show. Two weeks later, the car was put through pre-race testing at Le Mans. The result of a very rushed program became evident. The vehicle suffered from aerodynamic and stability issues and, as a result, ended in two crashes. The GT represented ‘Grand Turismo‘ while the designation 40 represented its height, only 40 inches. The number 40 was added to the designation when the Mark II was introduced. The Mark II, still built in England, was tested extensively, solving many of the stability issues. Carroll Shelby was brought onboard to oversee the racing program. He began by installing a 7-liter NASCAR engine that was more powerful and reliable. The result was a much more stable and quicker vehicle than the Mark I. For the 1965 LeMans, the Mark II proved to be a stronger contender but resulted in another unsuccessful campaign. The third generation of the GT-40, the Mark III, was introduced in 1966, and only seven were produced. Ford continued to fine-tune and prepare the GT-40 for LeMans. The GT40 led the race from the beginning. This lead continued throughout the evening and into the morning hours. During the morning, the GT40s were ordered to reduce their speed for reliability. By noon, ten out of the thirteen Fords entered had been eliminated. The remaining three Fords went on to capture first through third place. This victory marked the beginning of the four-year domination of the race. In 1967 Ford introduced the Mark IV to LeMans. It was built all-American, whereas the previous versions had been criticized as being English-built and fueled by monetary resources from America. This had not been the first attempt for an all-American team to use an American vehicle to attempt to capture victory at LeMans. Stutz had finished second in 1928. Chrysler had finished third and fourth during the same year, 1928. In 1950 the first significant attempt to win at Lemans was undertaken by a wealthy American named Briggs Cunningham. Using modified Cadillacs, he captured 10th and 11th. His subsequent attempts to win at LeMans included vehicles he had built, where he managed a third-place finish in 1953 and fifth place in 1954. This had been the American legacy at LeMans.Three of the seven vehicles Ford entered in 1967 crashed during the night hours. When the checkered flag dropped, it was a GT40 driven by Gurney/Foyt to beat out the 2nd and 3rd place Ferrari by only four laps. In 1968 the FIA put a ceiling on engine displacement at 5 liters. Ford had proven that Ferrari could be beaten, and an American team and car could win at LeMans. Ford left international sports racing and sold the cars to John Wyer. Gulf Oil Co. provided sponsorship during the 1968 LeMans season. The Ford GT40 Mark I once again visited LeMans in 1969, where they emerged victorious both times. In 1969 the margin of victory for the GT40 was just two seconds after 24 Hours of racing. In 1969 new FIA rules and regulations ultimately retired the GT40s from racing and ended the winning streak. Around 126 Ford GT-40s were produced during the production life span. During this time, various engines were used to power the vehicle. The MKI used a 255 cubic-inch Indy 4-cam, a 289 and 302 small block. The 289 was the most popular, producing between 380 and 400 horsepower. When the MKI returned during the 1968 and 1969 seasons, it was outfitted with a 351 cubic-inch Windsor engine. The MKII came equipped with a 427 cubic-inch NASCAR engine. The third generation, the MK-III, had 289 cubic-inch engines. The final version, the MK-IV, was given 427 cubic-inch power plants. America, more specifically Ford, had proven that American automobiles and drivers could compete in all arenas. After the production of the Ford GT40 ceased, several companies were interested in creating replicas. One such company was Safir Engineering which purchased the rights to the name. In 1985 the Ford GT40 MKV was introduced, and examples would continue to be produced until 1999. Chassis numbers continued in the sequence where the original Ford cars stopped. The cars were powered by a Ford 289 cubic-inch OHV engine with just over 300 horsepower and ccould carrythe vehicle to a top speed of 164. Zero-to-sixty took just 5.3 seconds. Disc brakes could be found on all four corners. Source: RM Auctions Images: OldConceptCars

A custom car based on a 1959 El Camino, with gold metal flake paint, hand-built bucket seats, gold and white Naugahyde interior, TV set, tape recorder, twin bubble top, and a blown engine. (The 1959 El Camino is pictured for reference) Source & Images: carsthatnevermadeit

The Rover-BRM was a prototype gas turbine-powered racing car jointly developed in the early 1960s by the British companies Rover and British Racing Motors (BRM). Since World War II, Rover had been working with gas turbines for road vehicles. A series of potential road cars had also been produced, from the early prototype Jet 1 through the more developed examples T2, T3 & T4. T4 had even displayed demonstration laps around the Le Mans circuit before the 1962 race. Seeing an opportunity for even more prestige, Rover entered a gas turbine car into the race. A prize was to be awarded for the first gas turbine car to complete 3,600 km over 24 hours, at an average speed of 93 mph. A crucial step in this plan was a chance meeting between William Martin-Hurst, MD of Rover, and Sir Alfred Owen of Rover's component supplier Rubery Owen, but more relevantly also of the Formula 1 constructor BRM. BRM supplied the chassis of Richie Ginther's crash-damaged car from the 1962 Monaco Grand Prix. A custom open-top spyder body was built in aluminum, with the turbine mid-mounted ahead of a single-speed transaxle. The first test runs were at the MIRA track in April 1963, driven by Graham Hill, who described it thus, "You're sitting in this thing that you might call a motor car, and the next minute it sounds as if you've got a 707 just behind you, about to suck you up and devour you like an enormous monster." The top speed is quoted to be 142 mph (229 km/h) Engine The gas turbine engine was typical for Rover, with a single centrifugal compressor, a single combustion chamber, and a free turbine driving the output shaft, separate from the turbine that caused the compressor. It was rated at 150 bhp. Racing career 1963 Le Mans Le Mans has always been interested in fuel efficiency; some classes depend on achieving particular figures. The car ran at Le Mans, carrying the race number "00" as an experimental car. The turbine engine was considered equivalent to a 2-liter but was permitted twice the usual fuel allowance. Graham Hill and Richie Ginther, who had the experience of the same chassis in a different guise the year before, drove in the race. The 3,600 km figure was achieved with hours to spare and peak speeds down the Mulsanne Straight exceeding 140 mph. The overall averages were 107.8 mph and 6.97 mpg. As the only car in its class, it was unplaced, but the same performance by a petrol-engined car would have placed it in 8th place. 1964 Le Mans For the 1964 season, the significant change was the addition of a pair of ceramic rotary regenerators to the gas turbine to improve efficiency. Although often reported as "heat exchangers," these use a different technique. Two honeycomb disks rotate slowly at 20 rpm, with both inlet and exhaust airflows passing through them separately. This heats the disk, which then rotates and heats the inlet air. Regenerators slightly restrict the peak power of a gas turbine but hugely increase its efficiency in compensation. To improve intake airflow, large pods were added over the rear intakes after the test weekend, where they ran with small air scoops. The car also gained a new body, a closed coupe designed by Rover's William Towns. There was little time to test the new engine, and the vehicle was also slightly damaged during transport back to Britain. For one of these reasons (history is unclear just which), the team withdrew from Le Mans that year. 1965 Le Mans The 1964 engine was now used to race in anger. Rather than running as an "experimental," it was numbered "31" and was a competitor against others in the 2-liter class. The fuel allowance was now the same as for the piston cars, making the regenerators even more critical. Graham Hill and Jackie Stewart were to drive. Allegedly owing to sand from the side of the course being sucked in when Graham Hill ran wide early on, the turbine blades were damaged. Some hours later, while Stewart was driving, the tip of a turbine blade broke off and damaged one of the regenerators with a massive explosion, although the engine kept on running. The engine began to overheat and, for the rest of the race, had to be monitored carefully to ensure that the exhaust gas temperature wasn't exceeded. The car performed well, finishing tenth overall, seventh in the prototype class, and the first British car. The average speed was slightly lower than previously at 98.8 mph, but consumption had fallen in half to 13.51 mpg. Survival today After the 1965 Le Mans, the car was once briefly tested on public roads by the magazine Motor but retired entirely by 1974. In recent years the vehicle has been nominally on display at the Heritage Motor Centre, Gaydon. Work progresses to restore it to running and demonstrable order, so it may not always be on display at all times. In June 2016, the car was showcased at the Coventry Motofest, running on a closed section of the Coventry Ring Road. Source: Wikipedia Images: Old Concept Cars

One source marks it as 1965 and another as 1964. If anything else is known on this mysterious show car, please comment below.

In 1963, when ex-Chrysler design chief Virgil Exner was commissioned by Esquire magazine to pen so-called “revival cars,” each interpreting vintage brands and their signature cues into a then-modern design. The Mercer is essentially a heavily re-skinned 289 cu. in. V-8, four-speed manual Shelby Cobra 289 built by Turin coachbuilder Sibona-Basano, was one of four drafted initially. Still, the only one selected by the American Copper Development Association to serve as a showcase for its wares. As a result, it hired Exner and provided that it was chock full of brass and copper. While the bodywork isn’t crafted from copper or brass, most interior and exterior trim is. Copper is used in everything from the radiator shell, exhaust guards, wheels, and inner door panel trim; even the disc brakes were crafted from copper, as the ACDA believed the material’s “superior thermal conductivity” helped reduce fading. It was sold back in 2011 by RM Auctions for $660,000. Source & Images: OldConceptCars

The 1956 Ferrari Lancia D50 Streamliner (Ferrari D50) was raced by Fangio, who won the 1956 World Championship of Drivers. The D50s was entered into 14 Grand Prix races between 1954 - 1956. It won 5 races, 8 poles, and had 5 fastest laps. Source: Combustible-Contraptions.tumblr.com, OldConceptCars.com