Search Results

The De Tomaso Zonda was designed by Tom Tjaarda of Ghia and first shown to the public at the Geneva motor show in 1971. The Zonda featured a front-engined Ford Cleveland 5,563cc V8 with 350bhp, and the car was built on a shortened De Tomaso Deauville chassis. The Zonda was conceived as a GT car to compliment the De Tomaso Pantera and sold alongside it in the Lincoln-Mercury showrooms in the US. However, Ford didn’t think there was a market for the car, so it was never put into production. The De Tomaso Zonda was later repainted red by Ford. Source: Lotusespritturbo.com Images: www.qv500.com; www.tom-tjaarda.net

By the time the De Tomaso Pantera was introduced in 1971, De Tomaso Automobili was already taking steps to flesh out its model line. The design house "Ghia" was selected to design and provide body construction for two new cars, the Deauville 4-door sedan, and the Longchamp 2-door coupe. The Deauville was designed to deliver high-performance luxury transportation for four. Tom Tjaarda was chosen as the lead stylist for both. Tjaarda developed a flowing-yet-muscular design, handsome from any angle, and retained the inverted trapezoidal grill concept first seen on the Mangusta. The chassis, a full monocoque unit, employed fully independent suspension, the rear system featuring inboard disc brakes, and dual coil-over-shock absorber units. Twin fuel tanks and twin fuel pumps were fitted with a dash-mounted switch and gauge so the driver could select which tank was being employed. The first Deauvilles were built in 1972. For power, the Deauville relied on the same 5.7 liter (351 cu. in.) Ford Cleveland V-8, as employed by the Pantera, rated at 300 horsepower (DIN) and mounted in front for this application. Backing the engine was a Ford 3-speed automatic transmission; no manual transmission was offered. The Deauville is noted not only for its on-road performance but its interior comfort. The comfortable yet supportive seats could be had in various leather and leather/cloth combinations, and the dash and door panels were wood-trimmed. Full instrumentation, factory air-conditioning, power window lifts, power steering, and a tilt steering wheel were all standard. The center console extended into the rear of the passenger compartment, providing heat and air to the rear occupants. Approximately 240 were constructed, making it the second-rarest production De Tomaso (next to the Vallelunga) and the only 4-door sedan built to date by the company. Source: www.uniquecarsandparts.com.au Images: Ghia; De Tomaso

In 1971 at the Turin motor show, De Tomaso unveiled this prototype built by Ghia named 1600 Spider, powered by a Ford engine and completely similar to the Fiat X1/9 designed by Bertone. It is perhaps thanks to this hoax that the story of X1/9 began, probably to demonstrate that the small De Tomaso company could pull out models like Fiat in a few months and not in a few years amid a thousand hesitations. The fact is that this setback to Fiat set in motion a mechanism that allowed Bertone to finalize and definitively present the X1/9 project. De Tomaso did not have any productive ambitions towards that 170 hp prototype, drawn in a hurry by the good Tom Tjaarda, at the request of Alexandro himself, after seeing some models that for years wandered between Fiat and Bertone. What would the project of this magnificent two-seater have been without this affront? Maybe he would forever be buried in the dust in some Bertone warehouse, but history gave birth to it, and we all enjoy it. Source: https://classiccars.fandom.com/wiki/De_Tomaso_1600_Spider; https://www.carrozzieri-italiani.com/listing/de-tomaso-1600-spider/ Images: www.qv500.com; www.tom-tjaarda.net

It was an electric concept car that was the first of a series of BCX concepts, though it never made it beyond the prototype stage. The BCX was displayed during the 18th Tokyo Motor Show on October 29, 1971 in Tokyo, Japan. Engine & performance: Type: electric, 100 Ah, 72V Power: 5.3 kW @ 4250 rpm Top speed: 80 km/h Range: 60 km Dimensions: Length: 3100 mm Width: 1400 mm Height: 1250 mm Weight: 600 kg Source: Daihatsu Images: findrarecar.co.cc; blog.goo.ne.jp

Directly derived from the Sport racing vehicle, in 1968, Alfa Romeo marketed the 33 Stradale with the magnificent body designed by Franco Scaglione. However, the prestige of the mechanics would soon attract other designers, in a time when “dream cars” with futuristic and bold lines were the main focus of Motor Shows all around the world. Pininfarina interpreted the Alfa chassis one last time after Bertone’s Carabo, Pininfarina’s P33 Roadsters and 33/2 Coupé Speciale, and Italdesign’s Iguana Brussels, in 1971, with the 33 Spider, which was later baptized “Cuneo” in Alfa Romeo. For this prototype, Paolo Martin used the chassis that had already given rise to the P33 Roadster, whose coachwork was completely dismantled and replaced by a perfect wedge shape, with tense and edgy lines, where the wide, inclined windshield and the simple roll bar that also supports the cover of the exhaust tips, really stand out. Engine: Rear, vertical, longitudinal, 8 90° V-shaped cylinders, cylinder block and heads in light-alloy, double overhead camshaft with chain control Cylinder capacity: cc 1995 (mm 78x52,2) Maximum power: 230 hp at 8800 rpm Maximum speed: Km/h 195 Vehicles produced: 1 Source: 33 Spider “Cuneo” - 1971. https://www.museoalfaromeo.com/en-us/MostreTemporanee/Pages/SpiderCuneo.aspx Images: Pininfarina; Concept Car Central; scanzen.tumblr.com

A prototype based on Alfasud mechanics and platform, with only one limitation imposed by Alfa Romeo: it is a dream car with no chance of future production. After the boundary imposed from Alfasud project, Caimano represents the chance to free creativity. It is based on the Alfasud platform, produced in 1971; only the wheelbase is lightly shorted. The inclined pillar allows an extended driving position to set up a more incisive bodywork. The car's entry is the dome that includes roof, doors, and front hoods, hinged at the cowl height. Since this car has no real doors on the sides, two little windows have been created to allow normal operations like pay toll and increase internal ventilation at low speed. The back roll-bar is also a spoiler that can be regulated in four different positions through specific controls placed inside the car. Interiors are dominated by small basin seats and by a cylindrical dashboard: visualizations are permitted by the rotation of two graded cylinders that, rotating, aim the horizontal reference line. It's the opposite of what normally happens, where the scale is fixed, and the pointer moves. The Caimano has a 1300 cc engine and 86 hp. Source: www.italdesign.it Images: ItalDesign

BMW developed its first electric car based on the 1602 model. The BMW 1602 Elektro-Antrieb was first unveiled at the 1972 Olympic Games in Munich, Germany; two examples were used to shuttle VIPs and support cars in various long-distance events like the marathon. The 1602 Elektro-Antrieb used one 32 kW (43 hp) electric motor, front-mounted driving the rear axle. It has a claimed top speed of 100 km/h (62 mph) and acceleration of 0 to 30 mph (0 to 48 km/h) in 8.0 seconds. The 1602 Elektro is unique because it has a front-engine, rear-wheel-drive layout. The battery has a total capacity of 12.6 kWh electric vehicle battery. These batteries can be charged or replaced with a freshly charged pack. The battery pack weighed 350 kg (772 lb). Source: BMW 1602 Elektro-Antrieb - Wikipedia. https://en.wikipedia.org/wiki/BMW_1602_Elektro-Antrieb Images: OldConceptCars

The Alfa Romeo Junior Z GT 2000 Periscopica is a prototype developed by the research department of Alfa Romeo in 1972. It features a Zagato body designed by Ercole Spada. Its structure was as strange as innovative. The front part has a stiff monocoque frame while the rear is tubular to allow the engine to be mounted: a 4-cylinder in-line 1962 CC, mounted in a central transverse position. Curious is the fact that the series production model of the Junior Zagato was built on the Giulia chassis, while this was built on an Alfetta chassis. Source/Images: carrozzieri-italiani.com

The Opel GT Diesel Rekordwagen record car was built in 1972. It featured a 4 Cylinder Diesel engine with 2068 ccm, 95 hp, and max 197 kph. It was presented at the IAA in 2007. Source: Wikipedia Images: OldConceptCars

Zagato was founded in 1919, and it worked with some of the world's most prestigious car makers to produce some of the most beautiful (or visually challenging) vehicles ever created. But by 1972, Zagato was in big trouble, with bankruptcy looming thanks to a complete lack of commissions. Carmakers had been taking design work in-house, so Elio and Gianni Zagato needed to try something radical if the company founded by their father more than half a century previously wasn't to become a footnote in motoring history. And radical is exactly what we got because at the 1972 Geneva Salon, Zagato took the wraps off the Zele, a tiny two-seater plastic-bodied electric car. It was at the opposite end of the spectrum from what Zagato was used to selling, but the Zele seemed to make perfect sense. With global fuel prices rising thanks to the energy crisis getting underway, ditching an internal combustion engine in favor of an electric motor seemed like the obvious solution. An electric city car for commuters, the Zagato Zele was cheap to buy and run, and it was able to make the most of the urban environment. The Zele was just under two meters (77 inches) long, which meant it was three feet shorter than a Mini, although that was a car that wasn't restricted to just two occupants or a very limited range. Made of two plastic moldings joined down the center, which ensured that it was corrosion-proof, the Zele's lightweight was good news, but the most it could manage with its quartet of 24-volt batteries was just 43 miles on one charge. The top speed was also very poor, just 25mph being available from the rear-mounted 1000-watt Marelli electric motor, which drove the rear wheels via a three-speed transmission. To help cut production costs, the Zele used as many Fiat Group parts as possible; the platform was from the Fiat 500, while the Fiat 124 donated its steering column, and the rear light clusters were borrowed from the Lancia Stratos. Although the Zele made its debut in 1972, the production car wouldn't sell until 1974, with 225 sold in 1975. Most of these were badged as Elcars and sold in America, but Bristol imported them into Britain, where tiny numbers were sold at £1994 apiece; there was even a golf-cart derivative. While that first car was known as the Zele 1000 (or Zagato Elettrica 1000W), a Zele 2000 was available by 1975, promising an extra 10 mph and a 50-mile range thanks to a bigger battery pack. The Zele's compact dimensions, low running costs, and simplicity made it quite a hit in Europe, where it sold strongly throughout the 1970s; in fact, the Zele was so popular that it went out of production in 1991, around 3000 examples had been sold. This figure includes sales of the Nuova Zele launched in 1981, a bigger, more conventionally styled city car that offered more cabin space. While the British and American markets didn't take to the Zele, the Europeans did, and it's thanks to them that Zagato survived to come up with more great (and not so great) designs in the 1990s and beyond. Source: The story of the Zagato Zele electric city car on Below .... https://www.below-the-radar.com/zagato-zele/ Images: Zagato

The Volvo VESC, the Volvo Experimental Safety Car, was a concept car made by Volvo to showcase several innovative passenger safety features. It was unveiled in 1972 at the Geneva Motor Show. In the late 1960s, Volvo had a first project focusing on passenger safety called P1560, which resulted in a few different prototype models being made. The project was canceled in 1971, partly because of uncertainties about future safety rules - especially in the United States. The following project was oriented to US car companies' contemporary Experimental Safety Vehicle (ESV) projects. The plan called for ten prototypes, as a number had already been built into a new car model that would complement the 140 Series and become a replacement for Volvo 164. Using a V8 engine would be significantly larger than previous Volvo models. This project was also canceled, but a lot of the design and the already finished prototypes were used for the VESC project. The 5,520 mm (217 in) long car was designed for surviving a frontal collision at 80 km/h (50 mph): The front bumper area was made particularly long; in the case of a collision, the engine would be forced down under the cabin floor by a suitably shaped and reinforced firewall; a spring would pull the steering column into the dashboard (this has since become standard, but in those times it was still common for the driver to be injured getting caught between the wheel and the seat); at the back of the front seats were large cushions to protect rear-seat passengers. For resilience against a side collision, the car had strong reinforcements and crumple zones in the doors. The headrests were folded into the seats and folded upwards. VESC would cope with a roof before reaching 2.4 m height without pushing more than 75 mm. Other features of the Volvo VESC were anti-lock brakes, back-up warning signal, integrated roll cage, three-point seatbelts which pulled tight during a crash, front and rear airbags, headlamp washers and wipers, automatic ride-height control, center-mounted fuel tank, automatic fuel shutoff mechanism, warning lights in the doors and an early rear-view camera provided by Mitsubishi Electric that used a 6.5-mm Cosmicar lens mounted between the rear taillights sending footage to a television screen in the cabin. Much of the car - especially the front - heavily influenced the upcoming 200 series, launched in 1974. A Volvo VESC is on display at the Volvo Museum in Gothenburg. Source: Volvo VESC - Wikipedia. https://en.wikipedia.org/wiki/Volvo_VESC Images: Volvo Car Corporation.

The design was reworked in a more sporty key on the BMW Pickster in 1998. The plastic bodywork was barchetta-style, while the light sidelines give the vehicle a linear look. A three-cylinder Suzuki motorcycle engine, was mounted along the left side, leaving room on the right for the radiator. Source: 1972 Suzuki Go (Bertone) - Studios. https://www.carstyling.ru/en/car/1972_suzuki_go/ Images: Bertone

The 1972 Alpine A310 Special by Coggiola was Carrozzeria Coggiola’s proposal for a new generation Alpine sports coupé. It was presented at the 1972 Paris Motor Show. The body was slightly larger than the standard Renault Alpine, on which the car was based. Built specially for Renault, the A 310 Special was 172 inches long and 69 inches wide. The wheelbase was extended to accommodate four passengers, but Renault rejected the concept. Source: Concept Car Central Images: Coggiola; ellesquatre.free.fr; www.zwischengas.com

Heuliez unveiled at the 1972 Paris Motor Show, under the designer Yves Dubernard's claw, a one-box vehicle based on the Peugeot 204. It was a Taxi project, very compact in shape (length 365 cm), which did not exceed the prototype stage. The concept was far ahead of its time. The 504 taxis still had a bright future ahead of them. The H4 was a precursor to our MPVs of today. Source: http://www.conceptcars-peugeot.com/ Images: Andre LE ROUX Site

The Maserati Khamsin was introduced as a prototype in autumn 1972 at the Turin Motor Show, only a few weeks after the launch of the Merak. Intended as a replacement for the Ghibli, Maserati’s Khamsin coupé. At the height of the “wedge shape” design era, the Khamsin was Turin design house Bertone’s first official commission for Maserati. The production model was shown at the following Geneva motor show in March 1973. The design’s clean lines were characterized by a waistline rising gently from the pointed nose to the truncated tail. They were enhanced by innovative details such as the taillights “floating” in a rear transparent panel (unfortunately, they had to be modified on the US version to comply with Federal legislation). The wind lending its name to the new 2+2 coupé was a hot North-African desert gale blowing in Egypt and Libya. The self-supporting body rested on an unchanged 2.55-meter wheelbase. However, the rear suspension was entirely new with oscillating trapeziums and differential units mounted in a sub-frame, effectively reducing noise and vibration. The variable steering assistance was shared with the Citroën SM, as were other high-pressure hydraulic applications: brakes, clutch, pop-up headlights, and driver seat adjustment. The spare wheel was fitted behind a trap door underneath the front bumper. By the time Khamsin deliveries started in 1974, both the Ghibli and Mexico had been phased out. It remained in production until 1982, with the 4.9-liter dry-sump V8 from the Ghibli SS as the sole engine choice. German magazine Motor Revue achieved 272.2 kph (170 mph) before the unit was detuned from 320 hp to 280 hp in 1979, after which the top speed stood at 250 kph (156mph). A subtle restyle added a small three-slot grille at the front in 1977. One of the 435 cars assembled was delivered to Luciano Benetton in 1981. Source: www.maserati.us Images: Maserati; www.maserati-alfieri.co.uk

Developed over the chassis of the Maserati Bora, it is an extreme dream car, irrational, able to reach a top speed of close to 300 kph, thanks to its powerful 8 cylinders engine and 310 hp. First presented as an epowood model at the 1972 Turin Motor Show, it became a one-off and was exhibited five months later at the Geneva Show of 1973. The recess on the hood of the Iguana, the front end and belt-line shape of the Tapiro, the whole of the Caimano are the inspirations of the Boomerang. The wedge shape underlines extreme performances guaranteed by the powerful engine and taut lines taken to the extreme. Drawn almost exclusively with a roller rather than with curves, it is more a sculpture than a car. The windshield rises in an excessive rake: 13º, 2 degrees less than that of the Manta. Glass manufacturers were to consider it heresy as, in their opinion, it would cause significant visibility problems. Giugiaro would have to await the production of the Lotus Esprit (1975) to offer material proof that he was not a heretic but simply a realistic innovator. The interior saw radical choices, as well. Only the rim is visible on the steering wheel, a circular instrument panel with the speedometer/rev counter unit occupying the upper half lodge in the middle. During this period, the automobile industry began to deal with safety questions. For the Boomerang, Italdesign developed a divided steering column connected by a chain, a complex idea technically speaking but fundamental in keeping the column from moving backward in the event of a frontal collision. The large, central steering wheel disc was also conceived to create a space for an airbag. The Boomerang's wheel rims deserve mention: looking like sculptures, they are undeniably the best of all those made by Giugiaro. Source: www.italdesign.it Images: ItalDesign; Mario Buonocunto; www.shorey.net; Lotusespritturbo.com

The Lotus Esprit was conceived in an era of optimism when car manufacturers commissioned radical, futuristic concept cars. The Lotus Esprit concept car was first displayed at the Turin Motor Show in 1972, designed by Giugiaro from Ital Design. Work began on the car in mid-1971 and was completed before the end of the year as a full-size mock-up. A second more advanced car, based on the Europa chassis, followed in 1972. It was initially dubbed as special-bodied Europa, as it was built on a lengthened, widened version of the Europa’s steel backbone chassis, with a longer wheelbase. The response from the public at the Turin Motor show was positive, so Colin Chapman decided to put the car into production. The final design for the M70 was completed in the latter half of 1973. Many details of the Europa-based prototype remained in the final Lotus Esprit production car. Source: 1970s Supercars - Lotus Esprit M70 Concept Car. https://www.lotusespritturbo.com/Lotus_Esprit_M70_Concept_Car.htm Images: ItalDesign; Lotusespritturbo.com

The Lombardi FL1 was designed by Francis Lombardi and displayed at the Turin Motorshow in 1972. It was a mid-engined concept car and offered two engine specs; Lancia 2000 IE or a Ford 3 liter V6. The car was compact, measuring 4214mm long by 1700mm wide and 1135mm high. It was also lightweight at 800kg. It could reach a claimed 125mph in 2 liter guise and 140mph with the larger V6 engine. The car was designed for a small production run of 150 - 200 cars per year. The Lombardi Fl-1 never saw production. Source: www.lotusespritturbo.com Images: ruoteclassiche.quattroruote.it

Piero Rivolta took over the Iso Company after his father passed away in 1966. One of the first things he did was introduce a new version of the Grifo and a whole new car, the Iso S4. After Iso closed in 1974, he went to America and formed the Rivolta Group. He surprised the automotive press with the Grifo 90 in 1992, but it remained a one-off. Today the Rivolta Group is busy in many areas, yachts & boats, design in cooperation with Zagato Italy, architecture & project developing, etc., and the Isigo microcar. When will we see the new Iso sportscar? Many are talking about it, and some even claim to have seen a glimpse of it. In the late sixties and early seventies, mid-engined sports cars were hype, and Piero Rivolta decided that Iso should build one too. It would be called the Iso Varedo after its place of birth. It was a good light car with a fiberglass body (75% fiberglass and 25% polyester). They used this material because it was cheaper and lighter than steel or aluminum. It was a car for those who asked for speed, handling, and stunning looks. This was not a sporty coupé. This was a beast, an image-builder. Inside it was simple and basic, like a racecar. The car was not intended to replace the Grifo like some thought but to generate publicity for Iso and their other products. It was designed by Ercole Spada (Zagato) and Piero Rivolta, and even today, it looks up to date. Power came from Ford, the 5.7 ltr. Ford 351 Cleveland engine with 325 hp combined with a 5-speed from ZF. With a weight of around 1000kg, it is a spectacular car to drive, let down only by the heavy clutch and impossible gear change: First: up-left, Second: right-down, and 3/4/5 are where they should not be and where you don’t expect them to be. Iso only completed one Varedo, and that is a real shame. In 1973 Piero Rivolta sold the company to Dr. Ivo Pera, which was the end for Varedo. He didn’t want a new model and left the car in the corner of the factory where Piero Rivolta found it later, damaged and in pieces after Iso had to close its doors in December 1974 due to the oil crisis. He bought the car and had it restored to its present perfect condition. It can be seen at the Iso Museum in Sarasota, FL, USA. Source: Caesar Alvarez - www.topspeed.com Images: www.lotusespritturbo.com; Zwischengas Archiv

The 1972 General Motors ESV (Experimental Safety Vehicle) was a safety concept car. The ESV had a 124-inch wheelbase, 219-inch overall length, and 56-inch height. The vehicle was built to specifications supplied by the U.S. Department of Transportation as a public service for the contract price of one dollar. Safety features included a beefed-up front bumper and substantial door beams for side-impact collisions. Other enhancements consisted of large B-pillars that provided rollover protection and allowed for an A-pillarless windshield that increased outward visibility. Inside, huge padded structures for front- and rear-seat passengers safeguarded unbelted occupants at speeds up to 30 mph. Airbags offered additional protection at speeds above 30 mph. Source: www.chicagoautoshow.com; www.caranddriver.com Images: GM; www.chicagoautoshow.com