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Opel traveled to the 1969 edition of the Frankfurt Motor Show to unveil a state-of-the-art concept car dubbed CD, which stood for Coupe Diplomat. Billed as merely a design study, the CD was the work of a team led by American designer Chuck Jordan, the same man who designed the Opel GT and several well-known American cars like the 1963 Buick Electra and the 1967 Cadillac Eldorado. The CD featured a wedge-shaped body with a one-piece wraparound windshield that tilted forward in a Jetsons-like manner to provide access to the cabin. The body was designed using data gathered in a wind tunnel – a real novelty – and the final product was crafted out of fiberglass to keep the coupe’s weight in check. Inside, the CD boasted a futuristic function-over-form cockpit with an aircraft-inspired instrument cluster, a two-spoke steering wheel, and unusually wide power-adjustable pedals. A center console mounted over the transmission tunnel housed the car’s climate control and radio functions and a telephone. Interior designers emphasized comfort, and the coupe’s passengers traveled on generously-sized leather-upholstered seats. Power for the CD came from a 5.3-liter V8 engine sourced from the then-new Diplomat B. The engine sent 230 horsepower to the rear wheels via a three-speed push-button automatic transmission. However, sources close to Opel have recently revealed that CD was not a functional concept. The CD unexpectedly stole the Frankfurt show in 1969, leaving show-goers and journalists in awe. Equally stunned, Opel tentatively asked Italian coachbuilder Frua to build a less futuristic version of the car with a toned-down exterior design and a more realistic interior. Opel insisted that the coupe retain the concept’s lightweight fiberglass body and the Diplomat-sourced V8. Frua built several prototypes for Opel, but the project was ultimately canceled. Opel couldn’t build the CD in-house, and it feared Frua’s relatively small workshop didn’t have the necessary production capacity to assemble even a low-volume car. Opel’s bean counters believed the automaker would lose money on the CD because it would be an expensive halo car that would appeal to a very small target audience. GM executives in Detroit ultimately blocked the car because it could end up rivaling the Corvette. The CD story didn’t stop there. Erich Bitter saw a huge potential in the coupe and formed his own company in 1971 to build a modified version of the Frua-designed prototype. Dubbed simply Bitter CD (pictured below), the coupe was underpinned by a modified version of the Diplomat’s platform, and it was powered by the same 5.3-liter V8 found in the original CD concept. Bitter built 395 examples of the CD between 1973 and 1979. Source: A look at the 1969 Opel CD concept - Ran When Parked. https://ranwhenparked.net/2014/06/18/a-look-at-the-1969-opel-cd-concept/ Images: GM; autozeitung.de; www.alt-opel.eu

A show car created by Blaine Jenkins finished in metallic Fireball Red with black accent striping and hood panels. The interior featured four red leather and black suede "Comfort Lounges" inspired by the Apollo Moon Rocket, with separate "floating" headrests. Source: www.outrightolds.com Images: www.shorey.net

Based on a Mercury Montego Cyclone coupe. The Super Spoiler cut the roof off of the production Cyclone and replaced it with a built-in roll bar. There were four bucket seats, and Marauder X-100 taillights. Notice the "duck tail" spoiler blended into the body. Source: www.wingedmessenger.net Images: glen.h's photostream

In 1968, at the Salone dell'Automobile di Torino, there appeared on the Carrozzeria Vignale stand the prototype of a sleek new four-seater coupé based on Maserati's now established V8 front-engined rear-wheel-drive format. Alfredo Vignale had already designed the fabulous 3500GT Spyder, the Sebring, and the Mexico for Maserati as the successors to the 3500GT by Touring, whose commercial success had been rescued Maserati from their period of administration. By the end of 1968, Maserati listed five models in their range: the Sebring (by Vignale) and the Mistral (by Frua) had 3.5, 3.7, and 4-liter 6-cylinder injection engines, along with the Quattroporte (designed by Frua but made by Vignale), the Mexico (by Vignale) and the Ghibli (by Ghia), with 4.2 and 4.7-liter V8 carburetor engines. With this background, this four-seater coupé thought to be the likely heir to the now-aging Mexico and Quattroporte, appeared in Turin. In March 1969, at the Salone d'Automobile de Genève, Maserati launched the Maserati Indy, named to commemorate Maserati's great victories in the 500-mile race at Indianapolis in 1939 and 1940. Maserati are still the only Italian Marque and Dallara to have won this famous race! The Indy was favorably received by the press, public, and fans of Maserati's fabulous GTs. From a stylistic point of view, it did not possess the beauty of the Ghibli. Still, it was a strikingly good-looker for a car that accommodated four adult passengers rather than the traditional two plus two formation of most GTs of that period. Without a doubt, the Indy's side profile best demonstrated Vignale's clever design. A full-width windowed hatch flowed down to a cut-off tail incorporating the now standard horizontal rear light clusters above a full-width rear bumper. Under the bumper was a panel with a central grille, and openings on either side exited the exhaust pipes. The front elevation with its full width slim wrap-around front rubber-insert bumper and the use of retractable headlights, although attractive, lacked the long low line of the Ghibli, largely due to the Indy's wet sump engine. The production car differed little from the prototype first seen at Turin in 1968, except for a few minor detail changes. Mechanically there were no changes from the other Maserati V8 engined cars. The engine was the now-standard Maserati V8, with a cubic capacity of 4136 cc, fed by four twin-choke down-draught 42 DCNF Weber carburetors, yielding 260 bhp at 5500 rpm giving the Indy a maximum speed of 155 mph (250 kph). The transmission was by way of a ZF 5-speed gearbox (a 3-speed Borg-Warner automatic gearbox was available as an option). Front suspension was independent with double wishbones, coil springs, and an anti-roll bar, while at the rear, there was a live axle on leaf springs located by a single torque reaction arm restrained by another anti-roll bar. The dual-circuit braking system, with four ventilated disc brakes, was servo-assisted. Power-assisted steering and a limited-slip differential were also available on request. The dashboard was true Gran Tourismo: a three-spoke adjustable (up and down) Nardi steering wheel, behind which was a compact binnacle housing a large speedometer and rev counter. Situated between these were an oil pressure gauge, an oil temperature gauge, a water temperature gauge, a fuel gauge, an analog clock, and an amp meter. A similar binnacle housed an analog clock on the passenger side, a big glove box under which. Vignale's design concealed an ample interior where even the rear passengers were afforded plenty of room. The luggage area, accessed via the almost horizontal hatch, was excellent, with around 18 cubic feet. This area was flanked by two 50 liter petrol tanks, the battery, spare wheel, car jack, and an adequate tool kit under the boot floor. At the 1970 Turin Motor Show, an upgraded model appeared alongside the existing 4.2-liter car. This new version was powered by a 4.7-liter V8 with Bosch electronic ignition, now developing 290 bhp with a top speed of 165 mph (265 kph). The new version could be distinguished by its deeper full-length chrome door sill and re-positioned front indicators. Internally the re-designed front seats now had retractable headrests. The re-designed dashboard now had a three-spoke adjustable (up and down) Nardi steering wheel, behind which was a compact binnacle housing a speedometer, rev counter, and oil pressure gauge. Situated in the dash center was a line of five gauges angled towards the driver; an oil temperature gauge, a water temperature gauge, a fuel gauge, an analog clock, and an amp meter. In place of the glove box on the passenger side was a full-width grab handle. The center console accommodated the radio, heater controls, and a row of rocker switches that included those for the electric windows. Further down the console was the customary ashtray and a lockable glove box. From 1971 the two new versions, destined for the North American market, were renamed the Indy America. During this year, a 4.9-liter engine was added to the range. This Indy now boasted the same power unit as the Ghibli SS but with a slightly lower power output of 320 bhp (against the Ghibli's 335 bhp), giving the Indy a top speed of 170 mph (280 kph). In 1973 the Indy America 4.2 and 4.7 powered cars were replaced the model with the 4.9-liter engine. The later 4.9-liter version was distinguishable from the earlier 4.2 and 4.7-liter versions by a different bonnet grille situated on the right-hand side just ahead of the windshield wipers. Internally the arrangement of the instruments in the dashboard was slightly modified. As well as the obvious difference in performance, this version was fitted with a new gearbox, new 15 inch wheels replaced the earlier 14 inch, a new air conditioning system. From 1973, the traditional Maserati servo-assisted braking was replaced by Citroën's high-pressure pump system. Total production of the Indy between 1969 and 1975 consisted of 1,104 cars (440 4.2-liter cars, 364 4.7-liter cars, and 300 4.9-liter cars). The Maserati Indy was one of the last in a long line of traditional front-engined rear-wheel-drive Maseratis powered by a classic, normally aspirated, four overhead camshaft, V8 engine, the last being the Khamsin. Source: www.maserati.com; www.maserati-indy.co.uk Images: Maserati

For the sixth and final time during the 1960s, Lincoln created a beautiful show car to be displayed at auto shows. Based on the production model 1969 Lincoln Continental Sedan, the Town Sedan show car continued the same theme of the 1964 and 1965 Lincoln Town Brougham show cars, an open front chauffeur's compartment and an enclosed super luxurious rear passenger compartment. The rear section of the roof was padded and vinyl covered, and the front windshield featured a polished, exposed top edge. The production of 1971 Lincoln Continentals would have a similar appearance, which was typical since show cars usually showed off new designs to gauge public reaction a few years before styling that received a positive response went into production. The front featured concealed headlamps, hidden behind metal covers painted to match the car, similar to the new Continental Mark III's styling. The stock '69 Lincoln wrap-around front fender parking light and turn signal assemblies were deleted, and thin amber side markers were placed vertically near the leading edge of the front fenders, and similar treatment has done in the rear, with red side markers placed vertically down low, parallel with the rear bumper edges. "TOWN SEDAN" appeared in chrome block lettering just in front of the rear side markers. Deep dish wheels, which were also used on the 1970 Continental Mark III Dual Cowl Phaeton Show Car, were also provided. Inside, the new Town Car interior trim option was fitted, a new ultra-luxurious trim option first offered on the 1969 Continental Sedan for $249.20. Also included were electric door openers, front bucket seats with a center console, a telephone, and a Philco color TV mounted in the division. Unlike some earlier show cars, the 1969 Town Sedan was fully operable and included a power-operated door and division glass. There was no provision to cover or protect the open front compartment, so inclement weather would require indoor dry storage. Source: automotivemileposts.com Images: Ford

Ghia created a unique model exhibited at the 1969 Turin Motor Show using the last Lancia Flaminia GT chassis without a body. It has a modern and elegant style and was designed by Tom Tjaarda when Alejandro De Tomaso owned Ghia. The “Marica” design was reused with some modifications for the 1973 De Tomaso Longchamp and 1976 Maserati Kyalami. Specifications: Cylinders: V-6 Displacement: 2775 cc Power: 150 HP Wheelbase: 2520 mm Source: Lopresto - 1969 Lancia Flaminia Marica Ghia. http://www.lopresto.it/en/?view=article&id=212:1969-lancia-flaminia-marica-ghia-en&catid=23 Images: www.carsfromitaly.net; www.tom-tjaarda.net

Coupé, based on the Fulvia 1600, was released at the 1969 Geneva Motorshow. It also featured a chassis modified by De Tomaso. The noticeable rear wing was mechanically raised and adjustable. All the windows were in plexiglass (except the windscreen). Source: www.carsfromitaly.net Images: Mario Buonocunto Concept Cars Page

For all the many Jeep CJ spin-offs that have appeared over the years, the basic CJ and its concurrent military counterparts stayed remarkably the same. But that's not to say that Willys, Kaiser Jeep, and most recently, American Motors haven't tinkered with the basic concept. For example, Willys tried grafting a down sloped hood onto a CJ-3B in 1953 to improve forward visibility. The idea never made production, but a surviving photo from Willys Engineering suggests that it probably improved aerodynamics, even though the industry wouldn't have been concerned with such things for decades. Some 15 years later, Kaiser Jeep created XJ001, a styling exercise on the 81-inch-wheelbase CJ-5 Universal chassis. Boasting a sporty and modern fiberglass body with an open back, door-less sides, and sculptured, car-like contours, it was designed in 1969, just before the AMC takeover. A company press release described it as "an experimental test platform for innovations in the growing recreational field." But according to AMC historian John A. Conde, Jeep's new owners "didn't know what to do with it, not having the finances to tool up for such a radical departure from the Jeep CJ. "Fate solved the problem . . . On the way back from the Texas State Fair several years later, the truck carrying the model flipped over, caught fire, and the Jeep XJ001 was lost forever." Source: auto.howstuffworks.com Images: American Motors; www.offroaders.com

The 1971 Isuzu Bellett Sport Wagon by Ghia was a shooting brake prototype based on the Isuzu Bellett. Engine & performance: Capacity: 1800 cc Dimensions: Length: 4460 mm Width: 1590 mm Height: 1295 mm Wheelbase: 2400 mm View the World's Largest Shooting Brake Archive Here Source: carsthatnevermadeitetc; allcarindex Images: www.tom-tjaarda.net; www.2000gt.net

Isuzu is not a company you would usually associate with sleek supercars. However, this was the world they played in for at least one brief moment. At the 1969 Tokyo Motor Show, Isuzu presented the first of two concept cars, the Bellett MX1600. In 1970 Isuzu presented a second MX1600 concept car, the imaginatively named MX1600-II. The car had a mid-mounted 1.6-liter engine from the GT-R version of the Bellett, powering the rear wheels. Inside the car was a two-seat sports affair, and being Japanese, it was right-hand drive. It was only subtlety different from the 1969 model, mainly in the front-end styling. Sadly, the car never made it into production. It would have provided an interesting counterpoint to the ever-popular S30 platform Nissans and acted as a predecessor to the Honda NSX in terms of Japanese supercars. The car was designed by Tom Tjaarda, who worked at Ghia, Pininfarina, and Italdesign. His hand can be seen in many Pininfarina cars of the 60s, from Fiat to Mercedes. Most notable here is the DeTomaso Pantera, whose design is said to be a direct descendant of the Isuzu MX1600. Source: www.retroscenemag.com Images: www.tom-tjaarda.net; www.2000gt.net

Isuzu is not a company you would usually associate with sleek supercars. However, this was the world they played in for at least one brief moment. At the 1969 Tokyo Motor Show, Isuzu presented the first of two concept cars, the Bellett MX1600. In 1970 Isuzu presented a second MX1600 concept car, the imaginatively named MX1600-II. The car had a mid-mounted 1.6-liter engine from the GT-R version of the Bellett, powering the rear wheels. Inside the car was a two-seat sports affair, and being Japanese, it was right-hand drive. It was only subtlety different from the 1969 model, mainly in the front-end styling. Sadly, the car never made it into production. It would have provided an interesting counterpoint to the ever-popular S30 platform Nissans and acted as a predecessor to the Honda NSX in terms of Japanese supercars. The car was designed by Tom Tjaarda, who worked at Ghia, Pininfarina, and Italdesign. His hand can be seen in many Pininfarina cars of the 60s, from Fiat to Mercedes. Most notable here is the DeTomaso Pantera, whose design is said to be a direct descendant of the Isuzu MX1600. Source: www.retroscenemag.com Images: www.tom-tjaarda.net; www.2000gt.net

The number one car was built for an American client who asked Iso for something unique. With Bertone Piero, Rivolta and his wife (Lele) designed this show car. Because Iso needed a new production model and seeing how the press and the public received the car, they decided to take it into production. The car's exterior remained the same, but the interior was redesigned. In 1969 the Iso Lele was shown to the public, and production started. Some fragments from a 1969 article published in the Italian magazine "Style Auto." "The construction of a special custom car for a private owner is nowadays something exceptional because such one-off models involve prohibitive costs that usually discourage even the keenest wealthy buyers." "The realization of this coupé -on Iso GT frame with 5.3 Corvette engine- was made possible by the concomitant occurrence of particular circumstances: the customer's desire to possess a unique specimen and the intention of the builder to exhibit a novel car on the US market, for evident publicity reasons." "This car exhibits well-proportioned masses, especially in the lateral view." "On the whole, the car does not offer sensational technical break- troughs. And this is exactly the wish of the customer who was eager to retain the overall comfort, silentness, and peculiar features of the Iso Rivolta." The Lele was a very elegant automobile. It was large, fast, comfortable, and expensive but didn't draw crowds like other Italian supercars. A car you bought if you wanted something different than a Mercedes, Jaguar, or even Maserati. Source: home.tiscali.nl/isorivolta Images: Bertone; avtoclassika.com

The Italia IMX was built for the 1969 Turin Automobile Show. It was a modified Italia, which conformed to Italian requirements, with a few features added, such as a rear movable airfoil. This coupé version of the Ford-V8 engined Italia, which remained a one-off. RWD (rear-wheel drive), manual 4-speed gearbox Gasoline (petrol) engine with displacement: 5766 cm3 / 351.9 cui, advertised power: 231 kW / 310 hp / 314 PS ( SAE gross ), torque: 522 Nm / 385 lb-ft, more data: 1969 Intermeccanica Italia IMX (man. 4) Horsepower/Torque Curve Characteristic dimensions: outside length: 4650 mm / 183.1 in, width: 1830 mm / 72 in, wheelbase: 2400 mm / 94.5 in Reference weights: base curb weight: 1250 kg / 2756 lbs Top speed: 265 km/h (165 mph) (declared by factory); Accelerations: 0- 60 mph 5.7 s; 0- 100 km/h 5.9 s Images: Stile Auto; mycarquest.com; www.italiareproductions.com

Pictured Above: 1969 GM XP-511, XP-512H, XP-512E, XP-512G In 1969, General Motors experimented with “urban cars” to increase gas mileage. This is proof that GM planned to get in front of the potential OPEC oil control problems and the predicted energy shortages. The world was told that the world’s oil reserves were running on empty, and we would be out of the resource by 2020. General Motors invited press members to the GM Technical Center in Warren, Michigan, to show them several future mobility concepts it had developed. The GM XP 512 series was a three-car lineup of tiny two-person city cars intended for use in congested areas or short trips to the store. There was also a GM XP 511 concept. While GM presented electric, gasoline (GM XP-512G), and hybrid (GM XP-512H) versions of the 512, the most impressive variant was the electric one (GM XP-512E). With an 84-volt Delco-Remy lead-acid battery and DC Delco-Remy electric motor, the little city car had a range of 58 miles when traveling at a consistent pace of 25 miles per hour. It could be charged up at a 115-volt household outlet, which would take about 7 hours to fill the battery. According to the GM Heritage Center, the car has a wheelbase of just 52 inches, an overall length of 86.3 inches, and a width of 56 inches. It tipped the scales at 1,250 pounds, heavy considering its size but not bad for a vehicle with a 1960s lead-acid battery onboard. The hybrid GM XP 512 was also rather innovative for the time and was one of the world’s first-ever gasoline-electric hybrid vehicles. It used a tiny 200cc engine, a DC electric motor, and a 72-volt lead-acids that could operate in both pure electric or hybrid mode and, like the EV, could be recharged using a standard 115-volt outlet. The vehicle boasted an estimated electric range of 5.2 miles at a sustained speed of 30 mph, while the content in hybrid mode was 150 miles using just three gallons of gas. The top speed in hybrid mode was also 35 miles per hour, making it faster than the EV. The GM 512 is the red car in the demonstration video below, while the hybrid is the blue car. The two roofless cars (like the one pictured below) are the gas version, which used a two-cylinder engine, variable-ratio v-belt transmission, and four-gallon fuel tank, giving it a top speed of 45 mph and a range of about 280 miles. While the GM XP 512 didn’t catch on at GM in the late 1960s, the car turned out to be a relatively accurate depiction of the future of mobility. GM’s Chinese joint venture partner, SAIC Wuling, has seen immediate success selling its Baojun E-Series of electric city cars, essentially modern-day versions of the electric GM XP 512. The Smart brand was built on the same idea, as well, and while it hasn’t caught on in North America, Smart sales are still strong in other markets. According to Daimler, the brand sold 130,000 vehicles in 40 markets worldwide in 2018. Toyota is also working on a city car similar to the Baojun E-Series, which will be sold in Japan. The GM XP 512 currently sits in the GM Heritage Center. Check out the video embedded below to see all three versions of the car in action, and click here for some additional photos of the electric version in the collection. Lastly, one of GM’s urban vehicle program jewels was the two-seat XP-511 commuter car. Engineers came up with a side-by-side two-seater with three-wheels, looking to shrink down the size of personal vehicles for travel around the city or to and from the suburbs and office. The XP-511’s low center of gravity made it a fun and stable car to drive, especially on curvy roads. According to GM engineers, two-different steering designs were tried in the vehicle. The first was a handlebar setup with a 2:1 ratio; the other; was the traditional steering wheel system with a 9:1 ratio. The three-wheel setup was a conventional tricycle design with a tiny wheel up front and two rear wheels. Despite the effort, saving fuel was not in fashion at the time, so GM never took the design to production. Sources: gmauthority; chevyhardcore Images: GM; U.S. National Archives; www.foundmichigan.org Pictured Above: 1969 GM XP-512E - Electric Pictured Above: 1969 GM XP-512G - Gasoline Pictured Above: 1969 GM XP-512H - One of the world's first hybrids Pictured Above: 1969 GM XP 511 Commuter Car Concept

In 1969, General Motors invited press members to the GM Technical Center in Warren, Michigan, to show them several future mobility concepts it had developed. The GM XP 512 series was a three-car lineup of tiny two-person city cars intended for use in congested areas or short trips to the store. While GM presented electric, gasoline (GM XP-512G), and hybrid (GM XP-512H) versions of the 512, the most impressive variant was the electric one (GM XP-512E). With an 84-volt Delco-Remy lead-acid battery and DC Delco-Remy electric motor, the little city car had a range of 58 miles when traveling at a consistent pace of 25 miles per hour. It could be charged up at a 115-volt household outlet, which would take about 7 hours to fill the battery. According to the GM Heritage Center, the car has a wheelbase of just 52 inches, an overall length of 86.3 inches, and a width of 56 inches. It tipped the scales at 1,250 pounds, heavy considering its size but not bad for a vehicle with a 1960s lead-acid battery onboard. In total, there were three variants: GM XP-512H - One of the world's first hybrids GM XP-512G - Gasoline GM XP-512E - Electric The hybrid GM XP 512 was also rather innovative for the time and was one of the world’s first-ever gasoline-electric hybrid vehicles. It used a tiny 200cc engine, a DC electric motor, and a 72-volt lead-acids that could operate in both pure electric or hybrid mode and, like the EV, could be recharged using a standard 115-volt outlet. The vehicle boasted an estimated electric range of 5.2 miles at a sustained speed of 30 mph, while the content in hybrid mode was 150 miles using just three gallons of gas. The top speed in hybrid mode was also 35 miles per hour, making it faster than the EV. The GM 512 is the red car in the demonstration video below, while the hybrid is the blue car. The two roofless cars (like the one pictured below) are the gas version, which used a two-cylinder engine, variable-ratio v-belt transmission, and four-gallon fuel tank, giving it a top speed of 45 mph and a range of about 280 miles. While the GM XP 512 didn’t catch on at GM in the late 1960s, the car turned out to be a relatively accurate depiction of the future of mobility. GM’s Chinese joint venture partner, SAIC Wuling, has seen immediate success selling its Baojun E-Series of electric city cars, essentially modern-day versions of the electric GM XP 512. The Smart brand was built on the same idea, as well, and while it hasn’t caught on in North America, Smart sales are still strong in other markets. According to Daimler, the brand sold 130,000 vehicles in 40 markets worldwide in 2018. Toyota is also working on a city car similar to the Baojun E-Series, which will be sold in Japan. The GM XP 512 currently sits in the GM Heritage Center. Check out the video embedded below to see all three versions of the car in action, and click here for some additional photos of the electric version in the collection. Source: gmauthority Images: GM; U.S. National Archives; www.foundmichigan.org Pictured Above: 1969 GM XP-512E - Electric Pictured Above: 1969 GM XP-512G - Gasoline Pictured Above: 1969 GM XP-512H - One of the world's first hybrids Pictured Above: 1969 GM XP-511, XP-512H, XP-512E, XP-512G

In 1969, General Motors experimented with “urban cars” to increase gas mileage. This is proof that GM planned to get in front of the potential OPEC oil control problems and the predicted energy shortages. The world was told that the world’s oil reserves were running on empty, and we would be out of the resource by 2020. We now know that the oilfields in North America, Russia, Saudi Arabia, and the Middle East are massive. The barely tapped reserves in South America, Africa, and the Arctic are not billions of barrels’ worth but several trillion. We can stop holding our breath about running out of oil, but it was a fun time and spawned some interesting vehicle solutions to combat the perceived shortages. One of GM’s urban vehicle program jewels was the two-seat XP-511 commuter car. Engineers came up with a side-by-side two-seater with three-wheels, looking to shrink down the size of personal vehicles for travel around the city or to and from the suburbs and office. The XP-511’s low center of gravity made it a fun and stable car to drive, especially on curvy roads. According to GM engineers, two-different steering designs were tried in the vehicle. The first was a handlebar setup with a 2:1 ratio; the other; was the traditional steering wheel system with a 9:1 ratio. The three-wheel setup was a conventional tricycle design with a tiny wheel up front and two rear wheels. Despite the effort, saving fuel was not in fashion at the time, so GM never took the design to production. Famous for his design work on GM’s Corvettes, Larry Shinoda was tasked with designing this strange vehicle. Shinoda’s work is identifiable here. Photo from www.carstyling.ru. XP-511 Specs: Overall length: 149.0 inches Wheelbase: 86 inches Overall width: 63 inches Height: 40 inches Ground clearance 4.5 inches Weight: 1,300 pounds CG: 13.5 inches Engine: Four-cylinder Opel Layout: Rear engine/rear whereas-wheel Displacement: 66 cubic inches Horsepower: 67hp @ 6,000 rpm Transmission: Three-speed automatic 0-60 Acceleration: 16 seconds Top Speed: 80 mph MPG: 30-35 (city) Source: chevyhardcore Images: pboursin.club.fr

For the second time in many years, Ford released another spectacular show car for the 1969 season. The Thunderbird Saturn II was similar in overall appearance to the 1968 Thunderbird Saturn but had a completely restyled front end, rear end, and interior. The Saturn II was painted in a pearlescent Gold metal flake paint, striking bright gold with a high level of metallic particles embedded within the pigment. The high back bucket seats of the 1968 version were replaced by new ones with a more traditional look and were upholstered in metallic gold leather. The front fender vents were eliminated, new wheels appeared, and white sidewall tires replaced the red band tires. Stock 1969 Thunderbird front turn indicator/parking lamp assemblies appeared in the center of the vertically divided grille. The Saturn II hood was 4 inches longer than the hood on a stock 1969 Thunderbird, and the roof panel was 2 inches lower. Onboard, special electronic equipment ensured that personal luxury passengers of the future had everything necessary at their disposal—including two-way communications, radar, and a computerized trip monitor. Stock accessories were also included, most notably the Rear Lamp Outage Monitor [image link opens in new window], which used fiber optic tubes to transmit light from the tail lamp bulbs to a monitor mounted on the rear package tray. The driver could view the monitor from the rearview mirror and check the rear lamp operation. Ford usually designed its show cars to gauge public reaction as they toured the country at local auto shows. If a design were especially popular, it would often appear within a couple of years on a production model. The fastback roofline of the Thunderbird Saturn and Saturn II was quite popular and showed up in a somewhat modified form on the 1970 and 1971 Thunderbird production models. Source: automotivemileposts.com Images: Ford Motor Company; www.conceptcars.it

Super Cobra is a show car version of the 1969 Fairlane's "going thing" in performance, the Cobra. It features a unique two-part grille, a tall, wide shaker air scoop, and a louvered backlight. The airscoop is a modification of the Cobra's air scoop, allowing cool, above-the-hood air to rush directly into the air cleaner, giving a power boost from the engine. The Super Cobra is powered by Ford's 335-horsepower, 428 cubic-inch-displacement Cobra Jet Ram Air engine, a popular option in the hot new car. Source: Public Relations, Ford Division Images: Ford Motor Company; www.chicagoautoshow.com

Ranchero Scrambler, a show car version of Ford Division's Ranchero pickup, features a high, through-the-hood "shaker" air sсoop. These extended roof panels create a tunnel-back effect and a unique tailgate with a built-in spoiler and full-width taillights. A novel extra with this Scrambler is a set of "his" and "her" mini motorbikes mounted in the pickup box. It was displayed at the 1969 Chicago Auto Show and remained a one-off. Source: Ford Division 3/6/68 Images: Ford Motor Company

A targa version of Lombardi’s Grand Prix was displayed at the Turin Motor Show. Despite the Grand Prix's success (AKA Abarth Scorpione), only 2 Monzas were built. Images: ruoteclassiche.quattroruote.it Source: carsthatnevermadeitetc.tumblr