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Pennington Collision began in the garage of Jerry Pennington, a determined man who had a passion for cars. He started by fixing primarily corvettes and custom work but later introduced the show car line and custom vehicles. In 1968, he opened the doors to Pennington Collision to make his work more professionally known. In 1972, Jerry took his custom car, "The Scorpion," to Detroit's Auto Rama. There he won the Ridler Award for his outstanding imagination and vision. The Scorpion went on to win the International Championship for 1971 & 1972. In 1973, he built the Devilfish, winning the Ridler Award. Jerry was the first person to win this award for two consecutive years. In 1973, Jerry built a car for John Long of Atlanta, Georgia. His latest custom creation was called "The Atlanta Phoenix," which became the 1973 & 1974 International Champion. In 1979, he tried one last time for the Ridler Award at Detroit's Auto Rama, in which he took second place. This made Jerry the only builder to win three ICAS top awards. ICAS named Jerry Pennington "Builder of the Decade" from 1970 to 1980. He has also built a custom Corvette for "The Magician" television show. In 1982 Jerry's son, Ed, began managing the family business. Since Jerry's passing in 1990, Ed continues to run the legacy of Pennington Collision with the help of his family. Source/Image: Pennington Collision. http://www.penningtoncollision.com/history2.htm Pictured Above: The custom Corvette built for the television show "The Magician."

Pennington Collision began in the garage of Jerry Pennington, a determined man who had a passion for cars. He started by fixing primarily corvettes and custom work but later introduced the show car line and custom vehicles. In 1968, he opened the doors to Pennington Collision to make his work more professionally known. In 1972, Jerry took his custom car, "The Scorpion," to Detroit's Auto Rama. There he won the Ridler Award for his outstanding imagination and vision. The Scorpion went on to win the International Championship for 1971 & 1972. In 1973, he built the Devilfish, winning the Ridler Award. Jerry was the first person to win this award for two consecutive years. In 1973, Jerry built a car for John Long of Atlanta, Georgia. His latest custom creation was called "The Atlanta Phoenix," which became the 1973 & 1974 International Champion. In 1979, he tried one last time for the Ridler Award at Detroit's Auto Rama, in which he took second place. This made Jerry the only builder to win three ICAS top awards. ICAS named Jerry Pennington "Builder of the Decade" from 1970 to 1980. He has also built a custom Corvette for "The Magician" television show. In 1982 Jerry's son, Ed, began managing the family business. Since Jerry's passing in 1990, Ed continues to run the legacy of Pennington Collision with the help of his family. Source/Image: Pennington Collision. http://www.penningtoncollision.com/history2.htm Pictured Above: The 1973 Ridler award winning "Devilfish."

Performance and luxury are combined in the Pinto Sportiva, a Ford Division show car that features a removable roof panel, integrated roll bar, and a fully instrumented interior. The exterior color is silver pearlescent, and the interior features silver leather trim throughout. Sporty wheels, chrome tailpipes, and racing mirrors give Sportiva its performance appearance. Source: Ford Press Release Images: Ford

It was a unique Fiat built for guilty, sporty pleasure, with a mid-engine and rear-wheel-drive system fired up the car-enthusiasts imagination. At the beginning of the '70s, only a few supersport had the engines mounted between the seats and the rear wheels. It was just like a concept car built on an assembly line for those times. But Fiat considered that if that recipe worked for them, it would work well for a mass-market vehicle, such as the X1/9. Bertone designed the wedged-shaped vehicle as a targa with a removable top. It kept the safety arch behind the cabin, over the flat rear end of the car. For the European market, the bumpers were made out of rubber. They were wrapped around nicely around the front and the back. For the U.S.-market version, the carmaker had to install bigger bumpers with chromed-metallic parts built on top of thicker rubber parts to comply with the safety regulations, but that spoiled the roadster's image. Inside, there was room for two passengers, and it was suitable for average-height people but was considered small for the taller ones. That's why Bertone modified the vehicles' floorpans and introduced a version with more legroom after 1982. The two bucket seats were fitted as standard and covered with man-made leather, named leatherette. Under the hood, Fiat X1/9 featured a 1.3-liter engine carried over from the Fiat 128 paired to a 4-speed manual gearbox. It was a fuel-efficient engine but could hardly make the car get to 105 mph (170 kph). In 1979, Fiat introduced a new, 1.5-liter engine paired to a 5-speed manual that could propel the little nimble roadster to 112 mph (180 kph). Not a big improvement, but still, it was better thanks to that 5-speed transmission. Source: FIAT X1/9 specs & photos - 1972, 1973 ... - autoevolution. https://www.autoevolution.com/cars/fiat-x19-1972.html Images: Fiat; Carrozzeria Bertone s.p.a. Pictured Above: Fiat X1/9 (Bertone), 1972–1978

Fiat X1/23 City Car, developed almost three decades ago, is a classic example of an electric city car. It is a two-seat passenger electric vehicle with a maximum speed of 75 km/h and a range of 70 km at a constant 50 km/h speed. It features front-wheel drive, a 13.5 horsepower DC motor with separate excitation, and a transistorized solid-state controller with regeneration braking. This car's curb weight is 820 kg, of which 166 kg is taken by Yardney nickel-zinc batteries, which have a maximum capacity of 1.75 times that of conventional lead-acid batteries. Source: www.conceptcars.it Images: Mario Buonocunto Concept Cars Page; www.shorey.net

Again a star's name in Michelotti's firmament! First presented at the 1971 Turin Auto Show and proposed to the Geneva '72 visitors with slight changes to the tail lights (now flush with the body and no more recessed), is in time the last custom body prototype signed by the Turinese coachbuilder. This 2 + 2 "Berlinetta" is built around Fiat 132 chassis, leaving its underbody and mechanics unchanged, and therefore the wheelbase, while the wider wheels slightly augment the treads. The suspension run has been reduced by 4 cm, but the only major change was replacing the gas tank with a greater-capacity one (75 L) located above the rear axle in a safer place. In the meantime, the shortening by 33 cm of the rear overhang has entailed the relocation of thи spare wheel from horizontal to vertical position across the tail. However, this further reduces the space available for luggage transportation, compensated for by the possibility of obtaining an additional loading piane surface by lowering the rear squab. Worth noting is the arrangement of the instrument panel, gathering all controls within driver's reach; together with the quality of materials and upholstery layout, it provides the interior trimming of the Flares with the styling distinction lacking on the production sedan. Source: www.conceptcars.it; Concept Car Central Images: www.conceptcars.it; Concept Car Central

This was a 2-seat city car runaround concept powered by a dc electric motor. It weighed 820kg, of which 166kg were the NiZn batteries. Performance was a claimed top speed of 75km/h, a 0-50km/h time of 12 seconds, and a range of 75km at a constant 50km/h or 50km with urban use. The electric motor was mounted at the front and was a dc unit with 10kW nominal power and 18kW peak power. Regenerative braking was used to charge the 105V battery pack. Source: www.carsfromitaly.net Images: Mario Buonocunto Concept Cars Page; www.photogaleria.pl

For each model released by Fiat, Moretti produced their unique versions. For the Fiat 128, similar offspring to the 127 were built, there being four-seat coupes (both fixed roof and targa variants) and a two-seat version, while the Fiat 132 was used as the basis for two styles of 4-seat coupe. Safety is the paramount factor in this Moretti coupe. It is based on the Fiat 132 launched this year. A flexible protective element is used as a 'wrap-around' throughout the body. Source: www.carsfromitaly.net Images: www.forum-auto.com; ruoteclassiche.quattroruote.it

During the ’60s and ’70s, along with sporty versions for Lancia and Alfa Romeo, Zagato carried out the study of bodies for the Fiat 850 Coupè Zagato presented at the Turin Motor Show in 1964, Fiat 125 GT Zagato Coupe of 1967 and the Fiat 132 Coupé Aster Zagato of 1972. Two examples were built at Zagato in Milano - a green car for the Turin Auto Salon 1972 and the Geneva Motor Show 1973, an orange vehicle - both cars are different in many details. Editor's Note: These two prototypes are featured in the first Story Cars magazine. The current owner sent us exclusive photos and information to be featured. Get your digital or printed copy to learn more! Images: Zagato

The 1972 Fiat 127 "Holiday" was Lombardi's reimagining of the beach buggy concept that was very popular in the early seventies. The front-mounted engine and front-wheel drive made it possible to accommodate four people in the cabin with greater convenience than on the buggies that were built based on the VW Beetle. Source/Images: carsthatnevermadeitetc.tumblr

Car: Moretti 127 Coupé 5 Posti, 1972-76 Designer: Dany Brawand Moretti used the Fiat 127 for three principal variants, a coupe, the Midimaxi, and the 'Paguro,' a commercial vehicle available as a van, a pick-up, or a van with windows. The coupe was a five-seater, two-door weighing 735kg (dry) which used the 47bhp 903cc engine to reach a top speed of 145km/h. Standard fitment included 'sport' seats ("with adjustable headrests meeting US legislation"), carpet for the whole floor, roll bar built into the roof, dual-circuit brakes, and a non-reflective dashboard. Optional extras included seatbelts, metallic paint, alloy wheels, electric windows, an alarm, and other items. Source: www.carsfromitaly.net Images: www.moretti-cars.net

1972-1976 Ferrari 365 GT4 2+2 Prototipo by Pininfarina The Ferrari 365 line of cars is quite possibly the most confusingly named series of products since the advent of mass manufacturing. There was the 365 GTB/4, the 365 GT 2+2, the 365 GT4 BB, the 365 GTC, the 365 GTC/4, the 356 California, and finally, the 365 GT4 2+2. And, each of those is an almost completely different car. But the 365 GT4 2+2 was especially different in that it was so big, even compared to other 2+2 Ferrari models, and nearly sedan-like in its proportions. It was introduced in 1972 as a replacement for the short-lived 365 GTC/4. The 365 GT4 2+2 would evolve into the 400, then the 400i, and finally the 412 while retaining the same basic overall design. Some controversial decisions would be made by Ferrari when it came to this car in its later stages, but the 365 has the distinction of being made before all of that happened, and saying that you like the 365 doesn't need to be qualified. The 365 is still an unusual car for a Ferrari, though, almost more of a luxury car than a 2+2 grand tourer. The 365 GT4 2+2 was styled by Leonardo Fioravanti of Pininfarina, the same man who had designed the Daytona, and there are a lot of similarities in the two designs. The 365 GTC/4 that the GT4 replaced was even more similar, but there was some downside to adding a back seat to a design that was never meant to have one. The seats weren't very big, and the slope of the fastback roof meant that headroom was a sort of cruel joke. The GT4 was built using the same chassis, but the wheelbase was stretched by 7.9 inches (and overall length by 10.3 inches) to allow more room for the back seat. The roof was redesigned as well, obviously for the sake of headroom. The resulting "three-box" design was surprisingly understated, and opinions tend to be divided. In the days before Ferrari had any V-8 models, the company made the bulk of its profits off of bigger 2+2 grand tourers. So with the 365, Ferrari gave the public the closest thing to a daily driver the company ever produced. The big spacious interior could seat four, and air conditioning came standard. Ferrari also went back to offering a full leather interior as standard, after briefly offering the 365 GTC/4 with a partial cloth plaid interior. Many people will tell you that plaid interiors are underrated, I might even be one of them, but you can see the argument against cloth seats in a Ferrari. The many Ferrari models with the 365 name used a version of the Colombo V-12 engine with the same 4.4-liter displacement. This is, in fact, all that the 365 nomenclature meant, that the engine displaced 365cc per cylinder. Not all versions of the 365 engine were the same, but the GT4 2+2 got its engine from the GTC/4 completely unchanged. The "/4" in the older car's name meant that the engine was a quad-cam, and this remains true on the GT4 2+2, even though it was dropped from the name. Unlike later versions of the car, the 365 was offered only with a manual transmission. The engine made the same 340 horsepower as it did before and continued to make 340 horsepower when it was enlarged for the 400. The figure dipped for the 400i and its pollution controls, but the 412 saw power rise back to 340 horsepower. Apparently, that was exactly the right amount. But, it is often misattributed as the starting point of Ferrari automatics by virtue of looking almost the same as the 400. Pictured Above: Ferrari 365 GT4 2+2 Prototipo (Pininfarina), 1972 Pictured Above: Ferrari 365 GT4 2+2 (Pininfarina), 1972-76 1976-1979 Ferrari 400 by Pininfarina A replacement for the 365 GT4 2+2 came by 1976 by the name of the Ferrari 400. As with the model it replaces, the name refers to the swept volume of a single cylinder. To visually differentiate the 400 from the 365 GT4, the first comes with a body-colored chin spoiler, five-bolt fixed rims, paired circular stoplights, and the deletion of the emblem from the radiator grille. The interior got more sumptuous, with better seat upholstery, different stitching, patterns, and slightly changed switchgear. The underpinnings of the 400 are almost identical to the 365 GT4 2+2. The car was available in two forms: the 400 Automatic, which was also the first Ferrari with an automatic transmission (Borg-Warner 3-speed automatic), and the 400 GT, coming with a 5-speed manual box. A total of 502 units were built - 355 automatics and 147 manuals. No US versions were made. Pictured Above: 1976-1979 Ferrari 400 by Pininfarina 1979-1985 Ferrari 400i by Pininfarina As emission regulation got stricter, in 1979, the Ferrari 400 got an updated engine. Instead of the six carburetors, the V12 received a Bosch K-Jetronic fuel injection system. This meant a greater improvement regarding emissions, but it took power down from 340 HP to 310 HP. The only visible difference between the 400 and the 400i was exactly the "i" badge on the tail. Later models came with different camshaft profiles and exhaust headers, gaining 5 HP. Interior changes were also made towards the end of the 400i's lifespan, with different upholstery, door panels, and electronic switchgear. Minor exterior changes were also done. The model retained the standard 5-speed manual (400i GT) and the optional 3-speed automatic gearbox (400i Automatic). A total of 1,305 units were made. Pictured Above: 1979-1985 Ferrari 400i by Pininfarina 1985-1989 Ferrari 412 by Pininfarina More improvements came in 1985 when the Ferrari 400i became the 412, coming with more style and power. Design-wise, the Ferrari 412 got a raised rear deck to allow for more luggage space, body-colored bumpers, a black chin spoiler, a black rear valence incorporating the fog lamps and exhausts, and new flat-faced five-spoke rims. The engine got bored 1 mm to increase the displacement to 5 liters, so every cylinder should be exactly 412 cc, and name the model accordingly. The 5-speed manual and 3-speed automatic gearboxes have been carried over, but the GT and Automatic badges denoting them were dropped. 576 units were made, with production stopping in 1989, followed by three years without a direct replacement. Pictured Above: 1985-1989 Ferrari 412 by Pininfarina Source: www.topspeed.com; www.autoevolution.com Images: Pininfarina

More improvements came in 1985 when the Ferrari 400i became the 412, coming with more style and power. Design-wise, the Ferrari 412 got a raised rear deck to allow for more luggage space, body-colored bumpers, a black chin spoiler, a black rear valence incorporating the fog lamps and exhausts, and new flat-faced five-spoke rims. The engine got bored 1 mm to increase the displacement to 5 liters, so every cylinder should be exactly 412 cc, and name the model accordingly. The 5-speed manual and 3-speed automatic gearboxes have been carried over, but the GT and Automatic badges denoting them were dropped. 576 units were made, with production stopping in 1989, followed by three years without a direct replacement. Source: www.topspeed.com; www.autoevolution.com Images: Pininfarina

As emission regulation got stricter, in 1979, the Ferrari 400 got an updated engine. Instead of the six carburetors, the V12 received a Bosch K-Jetronic fuel injection system. This meant a greater improvement regarding emissions, but it took power down from 340 HP to 310 HP. The only visible difference between the 400 and the 400i was exactly the "i" badge on the tail. Later models came with different camshaft profiles and exhaust headers, gaining 5 HP. Interior changes were also made towards the end of the 400i's lifespan, with different upholstery, door panels, and electronic switchgear. Minor exterior changes were also done. The model retained the standard 5-speed manual (400i GT) and the optional 3-speed automatic gearbox (400i Automatic). A total of 1,305 units were made. Source: www.topspeed.com; www.autoevolution.com Images: Pininfarina

A replacement for the 365 GT4 2+2 came by 1976 by the name of the Ferrari 400. As with the model it replaces, the name refers to the swept volume of a single cylinder. To visually differentiate the 400 from the 365 GT4, the first comes with a body-colored chin spoiler, five-bolt fixed rims, paired circular stoplights, and the deletion of the emblem from the radiator grille. The interior got more sumptuous, with better seat upholstery, different stitching, patterns, and slightly changed switchgear. The underpinnings of the 400 are almost identical to the 365 GT4 2+2. The car was available in two forms: the 400 Automatic, which was also the first Ferrari with an automatic transmission (Borg-Warner 3-speed automatic), and the 400 GT, coming with a 5-speed manual box. A total of 502 units were built - 355 automatics and 147 manuals. No US versions were made. Source: www.topspeed.com; www.autoevolution.com Images: Pininfarina Pictured Above: 1976-1979 Ferrari 400 by Pininfarina

The Ferrari 365 line of cars is quite possibly the most confusingly named series of products since the advent of mass manufacturing. There was the 365 GTB/4, the 365 GT 2+2, the 365 GT4 BB, the 365 GTC, the 365 GTC/4, the 356 California, and finally, the 365 GT4 2+2. And, each of those is an almost completely different car. But the 365 GT4 2+2 was especially different in that it was so big, even compared to other 2+2 Ferrari models, and nearly sedan-like in its proportions. It was introduced in 1972 as a replacement for the short-lived 365 GTC/4. The 365 GT4 2+2 would evolve into the 400, then the 400i, and finally the 412 while retaining the same basic overall design. Some controversial decisions would be made by Ferrari when it came to this car in its later stages, but the 365 has the distinction of being made before all of that happened, and saying that you like the 365 doesn't need to be qualified. The 365 is still an unusual car for a Ferrari, though, almost more of a luxury car than a 2+2 grand tourer. The 365 GT4 2+2 was styled by Leonardo Fioravanti of Pininfarina, the same man who had designed the Daytona, and there are a lot of similarities in the two designs. The 365 GTC/4 that the GT4 replaced was even more similar, but there was some downside to adding a back seat to a design that was never meant to have one. The seats weren't very big, and the slope of the fastback roof meant that headroom was a sort of cruel joke. The GT4 was built using the same chassis, but the wheelbase was stretched by 7.9 inches (and overall length by 10.3 inches) to allow more room for the back seat. The roof was redesigned as well, obviously for the sake of headroom. The resulting "three-box" design was surprisingly understated, and opinions tend to be divided. In the days before Ferrari had any V-8 models, the company made the bulk of its profits off of bigger 2+2 grand tourers. So with the 365, Ferrari gave the public the closest thing to a daily driver the company ever produced. The big spacious interior could seat four, and air conditioning came standard. Ferrari also went back to offering a full leather interior as standard, after briefly offering the 365 GTC/4 with a partial cloth plaid interior. Many people will tell you that plaid interiors are underrated, I might even be one of them, but you can see the argument against cloth seats in a Ferrari. The many Ferrari models with the 365 name used a version of the Colombo V-12 engine with the same 4.4-liter displacement. This is, in fact, all that the 365 nomenclature meant, that the engine displaced 365cc per cylinder. Not all versions of the 365 engine were the same, but the GT4 2+2 got its engine from the GTC/4 completely unchanged. The "/4" in the older car's name meant that the engine was a quad-cam, and this remains true on the GT4 2+2, even though it was dropped from the name. Unlike later versions of the car, the 365 was offered only with a manual transmission. The engine made the same 340 horsepower as it did before and continued to make 340 horsepower when it was enlarged for the 400. The figure dipped for the 400i and its pollution controls, but the 412 saw power rise back to 340 horsepower. Apparently, that was exactly the right amount. But, it is often misattributed as the starting point of Ferrari automatics by virtue of looking almost the same as the 400. Source: www.topspeed.com; www.autoevolution.com Images: Pininfarina Pictured Above: Ferrari 365 GT4 2+2 Prototipo (Pininfarina), 1972 Pictured Above: Ferrari 365 GT4 2+2 (Pininfarina), 1972-76

The Longchamp debuted at the Turin Motor Show in 1972 and was the final product of the De Tomaso / Ghia / Ford collaboration. It was the first 2+2 gran Turismo luxury sports coupe, Alejandro's reply to his European competitors. The Longchamp was produced on a slightly shortened Deauville chassis, and its styling came from Tom Tjaarda. At this time, Tjaarda had already provided designs for the Pantera and Deauville, and the Ghia Marica inspired the styling of this particular car. The Longchamp shared virtually the same chassis as the Deauville and its steering, suspension, and braking systems. Similar to the Deauville, over the lifespan, there were two variants of the Longchamp produced; a series 1 and series 2. The production of series 1 commenced in 1973 and was only offered with a three-speed Ford automatic transmission (approximately 17 cars made that featured a ZF 5-speed manual transmission). In 1980 at the Turin Motor show, De Tomaso presented a new variant of the Longchamp, the GTSE. The GTSE was, in essence, a Longchamp that featured the signature Pantera GT5 campagnolo wheels, flared wheel arches, and the suspension was slightly revised. There was also a convertible 'Spyder' concept at the show, produced by coach-builder Carrozerria Pavesi from Milan. Throughout its production run, there were approximately 410 Longchamps produced. The breakdown was 394 coupes and 16 convertibles. Source: Longchamp – De Tomaso Automobili. https://detomaso-automobili.com/longchamp/ Images: www.productioncars.com; oldcarmanualproject.com; www.supercars.net; www.pistonheads.com

A small electric engine powered this Daihatsu microcar concept. In this tiny ride, you could expect a top speed of 20 km/h. Engine & performance: Position: rear Type: electric, 6-piece battery, 34V, 130Ah Power: 3.9 kW @ 1200 rpm Top speed: 20 km/h Range: 30 km Source: allcarindex Images: Daihatsu

The Eifelland Type 21 of 1972 was one of the strangest-looking cars ever to compete in Formula 1. The project was funded by the German Eifelland caravan company, at the behest of its boss Günther Henerici, a racing enthusiast. Eifelland had previously sponsored the promising German driver Rolf Stommelen in junior formulae and had decided to enter Formula 1 with their driver. Type 21 was a March 721 chassis number four. All resemblance to the factory Marches was lost when Eifelland designer Luigi Colani penned the extraordinary bodywork for the new car. Colani was an unusual designer, believing that every surface should be curved. The new car merited a brief mention in the February 1972 issue of Motor Sport magazine, where Denis Jenkinson wrote; “The Eifelland caravan firm of Germany are continuing to support Stommelen and have a new March that will be thinly disguised to look like something else, though not a caravan, I hope.” It certainly didn’t look like a caravan, and neither did it look like anything else on the grid. Type 21 featured a sweeping one-piece rear wing, a curious cockpit with an airbox integrated into its front, and a single rear-view mirror mounted on a large stalk in front of the driver. Source: formula-1.suite101.com Images: Colani Design; www.f1rejects.com

At the Geneva Motor Show, Bertone presented an unusual body built on a production platform from the front-wheel drive Citroën GS (four-cylinder 1015 cc air-cooled boxer engine, bore and stroke 74x59 mm, 55.5 hp at 6500 rpm) with hydro-pneumatic suspension and braking systems exclusive to the French manufacturer. On GS mechanics, Bertone designed a sports car called the Camargue, with a 2+2 body in which a long sloping rear window appeared separate from a kind of roll-bar, which also helped make the whole body more rigid. The front end had a small radiator grill under the bumper bars, while the flanks were given the considerable sloping of the ample wraparound windscreen with heavily inclined pillars. The Camargue retained the Citroën GS saloon’s 4115 mm length. Its width went from the original car’s 1608 to 1680 mm - also due to a 60 mm increase in the tracks - while the height was reduced by 200 mm from that of the standard production car to 1150 mm. Source: www.bertone.it Images: Carrozzeria Bertone s.p.a.; www.citroenet.org.uk; Concept Car Central