Search Results

The 4-seat Fiat 126-based City was intended for use in urban areas. With two large sliding doors and flexible bumpers, the body was smaller than the original 126, with a 66-inch wheelbase, a 110-inch length, and a 54-inch width. The doors slid along rails which continued onto the doors themselves as a decorative stripe. Source: Concept Car Central Images: www.conceptcars.it

Ferrari claims that its new 458 Spider is the first mid-engined sports car with a retractable hard-top, but this isn't entirely true: the 1976 Bertone-styled Ferrari Rainbow concept car employed the same layout and a similar folding roof set up – 35 years ago... Unlike its modern counterpart, the Rainbow's roof required manual work to remove, fold, and stow in the back. The angular proportions of the car no doubt lean heavily on the fact that the Rainbow was never proposed as a precursor to a mass-production model. This gave legendary styling house Bertone – and its head designer Marcello Gandini – the freedom to experiment with the Ferrari ethos and design language, the wedge profile and dramatic 90-degree lines having never before been seen on a car bearing the Prancing Horse badge. Classic Concepts: 1976 Ferrari RainbowClassic Concepts: 1976 Ferrari Rainbow Classic Concepts: 1976 Ferrari Rainbow Ironically, the car might have made a good case for production had it been released half a decade later. When it was first shown in 1976, the public's eyes were only just adjusting to the controversial shapes of the Gandini-designed Lamborghini Countach and Ferrari 308 GT4 (on which the Rainbow was based), after becoming accustomed to the swooping lines of the Miura and 246 'Dino' of previous years. But the 1980s saw angular surfacing applied throughout the automotive design industry, meaning that a wedge-shaped Ferrari could have made sense. What did make sense was the folding roof: a one-piece targa-style cover which rotated 90 degrees before being snugly stored between the passenger compartment and mid-rear-mounted 3.0-liter V8. Though manually operated, the mechanism can be considered a basic interpretation of the now-perfected two-piece ensemble used 35 years later in the 458 Spider. A commendable achievement given that even from its conception, the fate of the Rainbow lay on the cutting-room floor of automotive history. Source: Classic Concepts: 1976 Ferrari Rainbow | Classic Driver .... https://www.classicdriver.com/en/article/cars/classic-concepts-1976-ferrari-rainbow Images: Carrozzeria Bertone s.p.a.; Concept Car Central; www.classicdriver.com; www.ferraridatabase.com

During the 1970s, a couple of interesting 365 GTC/4's were constructed on already completed chassis by the Swiss coachwork company Felber, who worked on Michelotti designs. The first, built upon chassis 16017, was best described as a Ferrari version of the Fiat 850 Shellette beach car. It was very interesting with its wicker seats, it had both doors removed and a cut-down sill, the roof was replaced by a flimsy canvas top, which made anything other than sunny motoring quite impossible. The second GTC/4 converted by Felber to a Michelotti design was completed as a Shooting Brake and featured several fundamental differences to the series production Pininfarina coupe. Indeed, whereas the Beach Car had retained many prominent Pininfarina details, the Shooting Break was, particularly from the windscreen back, all Michelotti. Despite a reshaped cabin, extended roofline, re-profiled rear end, overall, a more angular, more seventies feel than the Pininfarina production version. The Shooting Brake was an extremely impressive-looking motorcar. It caused a good deal of interest when shown for the first time at 1977's Geneva Salon. Source: carstyling Images: www.alfistas.es

The second stab at a modern Duesenberg was this 1970s Duesenberg concept car. It was based on a Cadillac sedan and dated from 1976. The second and less ambitious Duesenberg revival attempt started in 1976 and was led by Harlan and Kenneth Duesenberg, grand nephews of original company founders Fred and Augie Duesenberg. It culminated in the 1980 Duesenberg. After forming a new Duesenberg Brothers Company, the pair hired Robert Peterson of Chicago's famed Lehmann-Peterson limousine works to engineer another "modern Duesenberg." The result appeared three years later as little more than a customized Cadillac. Power came from a stock 425-cubic-inch fuel-injected V-8 with 195 horsepower. The chassis was Cadillac's, too, though with a unique 133-inch wheelbase halfway between that of the then-current DeVille sedan and Fleetwood limousine. Though its intent was laudable, this car was a very pale reminder of the renowned 1930s Model J. At least price kept with Duesenberg tradition: an astronomical $100,000. But styling was boxy, slab-sided, heavy-handed yet bland. In front, for example, were stacked quad headlamps outboard of hidden driving lights astride a squat square grille that could have come off a late-1970s Lincoln. The capper was a garish "bow-tie" front bumper that looked like a bushy mustache. Harlan and Kenneth planned to build their Duesenberg one order at a time, selling directly from a small plant in the Chicago suburb of Mundelein (the intended location was later changed to Evanston, Illinois). But, as happened with the first revival attempt in the 1960s, funds ran out after a single prototype was built. That car survives today, as does the Model D of the 1960s. Ironically, the 1980 Duesenberg was partly motivated by the brothers' desire to make up for the stillborn 1966 revival that produced the Model D, thus restoring luster to the family name. Perhaps some future member of the clan will finally succeed in producing a modern Duesenberg with the spirit and excellence of the great Model J. Source: auto.howstuffworks.com Images: www.shorey.net; aldenjewell's Photostream

The Colani L'Aiglon was a concept car built by Colani in 1976. It was Colani's first roadster with a retro design. It used the front axle from a Rolls-Royce Silver Cloud and the V8 engine (including the camshaft) from an Opel Diplomat. A Rolls Royce radiator and Opel GT roof were applied, and in 1976 a white example was shown at the Geneva Motor Show. The car looks a lot like a flattened and lengthened Auburn Boat-tail Speedster with the exhaust pipes coming out of the side on the engine bay and large flared wheel arches. A luxurious interior helped to compliment the wild looks of the car. Source: Colani L’Aiglon | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Colani_L%E2%80%99Aiglon Images: Colani Design; Raimond Ray Strauß

The Chevrolet Aerovette was a concept car created by Chevrolet, beginning life as Experimental Project 882 (XP-882) in the late 1960s. It had a mid-engine configuration using a transverse mounting of its V8 engine. Zora Arkus-Duntov's engineers originally built two XP-882 prototypes during 1969, but John DeLorean, Chevrolet's general manager, canceled the program believing it to be impractical and costly. However, when Ford announced plans to sell the DeTomaso Pantera through Lincoln-Mercury dealers, DeLorean ordered that one XP-882 prototype be cleaned up for display at the 1970 New York Auto Show. In 1972, DeLorean authorized further work on the XP-882 chassis and gave it a new project code, XP-895. A near-identical body in an aluminum alloy that resembled the XP-895 was constructed and became the "Reynolds Aluminum Car." Two Chevrolet Vega 2-rotor engines were joined together as a 4-rotor, 420 hp (313 kW) engine, which was used to power XP-895. The XP-895 was first shown in late 1973. Another Corvette concept, XP-897GT, also appeared in 1973, which used a 2-rotor engine. However, with the energy crisis of the time, GM scrapped its rotary development work and all plans for a Wankel-powered car. The XP-897GT 2-rotor Concept was sold to Tom Falconer and fitted with a Mazda 13B rotary engine in 1997. In 1976, the 4-rotor engine was replaced by a 400 cu in (6,600 cc) Chevrolet V8, and the concept car was named Aerovette and approved for production in 1980. The Aerovette featured double folding gullwing doors. The production car would use a 350 cu in (5,700 cc) V8 and be priced between $15,000-$18,000. However, after chief supporters Duntov, Bill Mitchell, and Ed Cole had retired from General Motors, David R. McLellan decided that a front/mid-engine car would be more economical to build and better performance and canceled the Aerovette program entirely. Modern imported rear mid-engine cars had poor sales in the United States compared to the front-engined Datsun 240Z, which ultimately determined the Aerovette's fate, further contributing to the termination of production plans. Source: wikipedia Images: General Motors; deansgarage.com; www.jameshaefner.com

The BMW Asso di Quadri concept was penned by Giugiaro at the request of coachbuilder Karman. Based on a BMW 320 (e21), it featured a realistic silhouette that was loosely inspired by both the Volkswagen Scirocco and the 2002 Touring. The Asso di Quadri was designed to join the BMW lineup as a regular production car. Still, the Munich-based automaker turned down the project because it was busily trying to move up a notch on the market and fight head-to-head against Mercedes-Benz. In retrospect, a full-production coupe inspired by the Asso di Quadri could have loosely previewed the E36 and E46 Compact models sold in the 1990s and early 2000s. Features: Body architecture: 2+2-seat Overall dimensions (mm): length 4325, width 1650, height 1240 Wheelbase, front, and rear track: 2653, 1396, 1409 Front and rear overhang: 972, 700 Engine position and drive: front longitudinal engine, rear-drive Engine: BMW 320 4 cylinder inline, 1990 cc/cm3, 109 HP at 6000 rpm Source: ranwhenparked.net; www.ultimatecarpage.com Images: ItalDesign; Karma

After BMW’s takeover of Glas in the late 60s, the latter’s subcontracted exterior designer, Pietro Frua, saw an opportunity to establish a lucrative new relationship. As a result, he spent the next decade trying to lure BMW towards his styling services via a series of concept cars. Earlier in the 1960s, Turin-born Frua had been tasked with styling an entirely new range for Glas, a small Bavaria-based manufacturer that had made the leap from scooters and microcars to mid-range saloons and sports cars. In 1968, BMW completed the takeover of its smaller neighbor – but it was for reasons to do with engineering patents and factory space, rather than a fondness for the marque’s styling. Undeterred, Frua set about creating several BMW-based concept cars in the hope of design contracts for large-scale production runs from the Bavarian big fish. One of his final attempts came in 1976, in the 528 GT Coupé. Taking a standard E12 saloon, Frua created a coupé body that bore all the trademark BMW cues yet had a distinctly Italian flavor. Its resemblance to the Bertone-styled Alfa Romeo Montreal was obvious; there was a hint of Lancia in there, too. Ultimately, Frua’s vision never came to fruition, and BMW decided to go it alone with its in-house design team. However, some historians argue that his influence lived vicariously through the marque’s subsequent offerings. Source: Frua’s BMW 528 GT Coupé could have been Bavaria’s Montreal .... https://www.classicdriver.com/en/article/cars/fruas-bmw-528-gt-coupe-could-have-been-bavarias-montreal Images: www.pietro-frua.de

The Alfa Romeo New York Taxi is a concept car designed by Italdesign sometime in 1976 at the invitation of the New York Museum of Modern Art. The concept was designed under the Museum of Modern Art guidelines to produce one cleaner, more efficient taxi. It featured a wheelbase of 158 in. (4,000 mm) and could seat five. It also featured its own flat floor space to store wheelchairs storage under the seats and sliding doors on both sides, one of the first cars to have them. It is based on the front-wheel-drive running gear of the van of the Alfa Romeo F12, including the 1.3-liter petrol engine and an independent suspension in both the front and rear. Some of the design principles explored with the New York Taxi were expanded upon with the Lancia Megagamma, which was one less boxy, more streamlined prototype that gave form to the modern multi-purpose vehicle (MPV). Source: Alfa Romeo New York Taxi - Wikipedia. https://en.wikipedia.org/wiki/Alfa_Romeo_New_York_Taxi Images: ItalDesign; Cars From Italy

In the world of obscure one-offs, we'd argue few are as interesting as the Alfa Romeo Navajo. The Bertone-designed, spaceship-inspired supercar debuted in 1976 at the Geneva Motor Show. It was the last of a handful of concept cars built on the bones of the iconic 33 Stradale by various Italian design firms. A list includes other oddballs with equally odd names like the Carabo, Iguana, and Cuneo. Production of the Alfa Romeo 33 Stradale ended in 1969. The rare sports car – of which just 18 were made – ended an era of one of Alfa Romeo's most signature design languages. Noticeably different-looking (though still iconic in their own right) vehicles like the GTV and Montreal arrived in the 1970s, shedding the svelte profile of the 33 Stradale and others for a more angular look. But long after production of the 33 Stradale ended, Nuccio Bertone got its hands on the chassis (specifically chassis no. 750.33.11) and took the styling in a strange new direction. One of six one-offs – including the Carabo, Iguana, Cuneo, and others designed by Bertone, Giugiaro, and Pininfarina – the Navajo concept sported a never-before-seen look inspired by the future rather than Alfa's iconic past. Extending the 33 Stradale's base and using fiberglass for the body almost exclusively, Bertone debuted the 33 Navajo concepts at the Geneva Motor Show. A 2.0-liter V8 producing 230 horsepower sat behind the driver. And inside, a reworked cabin assured more room to fit two passengers. Of course, the angular edges, pop-up headlights, and orange accents, complete with appropriate Bertone branding on the embedded wing, gave the Navajo a futuristic look unlike any other. Even the other 33 Stradale concepts before it looked tame by comparison. Unfortunately, like many concept cars of the day, Bertone built just one example of the 33 Navajo. Reports suggest it has a price tag of around $3 million when new, but it's unclear if the one-off even sold or Bertone ever intended to sell it. Nevertheless, the Alfa Romeo 33 Navajo by Bertone was an interesting look at what could have been. Debut: 1976 Geneva Motor Show Engine: 2.0-Liter V8 Specs: 230 Horsepower Source: 1976 Alfa Romeo 33 Navajo By Bertone: Supercar Sunday. https://www.motor1.com/features/393554/alfa-romeo-navajo-bertone-supercar-sunday/ Images: Bertone Archivio Storico; Alfa Romeo Automobilismo Storico, Centro Documentazione (Arese, Milano)

The Lamborghini Cheetah was an off-road prototype built in 1977 by the Italian carmaker Lamborghini. The Lamborghini Cheetah was Lamborghini's first attempt at an off-road vehicle. It was built on contract from Mobility Technology International (MTI), which was contracted by the US military to design and build a new all-terrain vehicle. The basis of the design came from MTI and was largely a copy of FMC's XR311 prototype developed for the military in 1970. This resulted in legal action from FMC against MTI and Lamborghini in 1977 when the Cheetah was presented at the Geneva Motor Show. The XR311 and Cheetah could be considered progenitors of the current Humvee. The Cheetah was built in San Jose, California. After initial construction, the prototype was sent to Sant'Agata so Lamborghini could put on the finishing touches. They decided to go with a large, waterproofed 180 bhp 5.9L Chrysler engine, rear-mounted, with a 3-speed automatic transmission. The body was fiberglass, and inside there was enough room for four fully equipped soldiers and the driver. The engine mounting in the rear gave the Cheetah very poor handling characteristics, and the engine choice was not powerful enough to be adequate for the heavy vehicle (2,042 kg (4,502 lb)), resulting in overall poor performance. The US military never tested the only finished prototype, only demonstrated by its designer, Rodney Pharis. It was later sold to Teledyne Continental Motors by MTI and still exists today. In the end, the military contract was awarded to AM General and their similar-looking Humvee. The failure of the Cheetah project, along with Lamborghini financial problems, led to the cancellation of a contract from BMW to develop their M1 sports car. Lamborghini eventually developed the Lamborghini LM002 — a similar design, but with a 12-cylinder engine from the Lamborghini Countach mounted in the front. Source: Lamborghini Cheetah - Wikipedia. https://en.wikipedia.org/wiki/Lamborghini_Cheetah Images: oldconceptcars

For 1977, the Toronado would be entering the first of its final two years in the second-generation style with downsizing to an all-new body planned for 1979. GM had a significant supply of E-body shells and was looking for a way to sell them off at a pace more rapid than could be assumed from the historical sales rate from prior years. For 1977, therefore, Olds partnered with the American Sunroof Company (ASC) to develop a new feature in automotive T-tops. The idea is to give the feel of riding in a convertible but with a bit more structure and probably somewhat less wind around you. Plus, the styling is cool. The idea that Oldsmobile and ASC had was to create a powered T-top, where the roof panels, rather than being removed manually, would disappear into the roof at the press of a button. It would include the wrap-around rear window as well. Thus was born the concept of the Toronado XSR. The 1977 Olds brochure features the XSR prominently, even though Olds wasn’t yet able to produce the XSR to desired standards at the start of the model year. It was hoped that the XSR would increase interest and thus spur sales of the Toronado and help deplete the inventory of body shells. Despite the hype and the brochure, the XSR was never produced. According to the book “Setting the Pace – Oldsmobile’s First 100 Years,” by Helen Earley and James Walkinshaw and published to coincide with Oldsmobile’s 1997 Centennial, only one XSR was built. Later documentation appears to support the idea that more than one, perhaps three or four, were built. Anything more than the prototype was supposed to have been destroyed, but that did not happen. On March 14, 1977, Olds announced to its dealers that the XSR was canceled for 1977. The reason given in the memo is “Oldsmobile has experienced technical difficulties in achieving the quality that we desire in producing the XSR.” Whatever that means. It suggests that the automated mechanism could not be made reliable. Other sources say that the problem was more financial in that Olds couldn’t bring the cost of the XSR option down to the point where it could be expected to sell at a decent rate. The memo says that Olds “anticipates” introducing the XSR for 1978, but it never happened. I’ve never heard why, but I’ll guess that it again had to do with money. When, as originally planned, the XSR was to be offered over two years, enough vehicles with that option could be expected to be sold to allow Olds to recoup its investment. But with only one year of sales available, 1978, perhaps Olds felt it could never sell enough to recover its costs. Whatever the reason, the XSR died on the vine. Too bad. It would have been cool. Source: The Ill-Fated Toronado XSR | The 1977/1978 Oldsmobile .... https://77-78toronadotribute.com/the-ill-fated-toronado-xsr/ Images: https://oldconceptcars.com/

The Panther 6 was a British six-wheel convertible produced by Panther in 1977. The car is powered by a mid-mounted 8.2 L (500 cu in) Cadillac V8 engine with twin turbochargers paired to a three-speed automatic transmission. Only two cars were made (one in white, one in black), both of which still exist. One is in Saudi Arabia, and the other was shown at the 2008 NEC Classic Car Show by the Panther Car Club and the 2015 Concorso d'Eleganza Villa d'Este by Albert Fellner. The six-wheel configuration was inspired by the Tyrrell P34 racing car. The layout consists of one pair of larger rear wheels with Pirelli 265/50VR16 tires and two pairs of smaller steerable front wheels with Pirelli 205/40VR13 tires. The specification included a detachable hardtop and convertible soft top, electronic instruments, air conditioning, an automatic fire extinguisher, electric seats and windows, a telephone, and a dashboard-mounted television set. Claims for the top speed of this vehicle suggested it was capable of over 200 mph (322 km/h). Source: wikipedia ImagesL oldconceptcars

Volvo developed its experimental taxi for a competition announced by the Museum of Modern Art and several other organizations responsible for public transport and taxi services in New York for a purpose-built taxi suitable for operation in a major city. The Volvo vehicle was powered by an in-line, six-cylinder, 70-hp diesel engine driving the front wheels. In 1976, the Museum of Modern Art and several other organizations responsible for public transport, including taxis, announced a competition in New York to create a most suitable taxi for operating conditions in this metropolis. Introduced the following year by Volvo, the front-wheel-drive compact (440 cm long) that became known as the "New York Taxi" was powered by a 70 hp six-cylinder diesel engine. With. Three people could fit in the back seat. A descending safety arc was used, similar to those used on various attractions to protect them. Another person could sit in a jump seat next to the driver, although this part of the cabin was intended to accommodate luggage, like in London taxis. A sliding door made it easy to roll a wheelchair into the cabin. Source: Sergey Pribytkov - www.carseller.ru (translated from Russian); Volvo Images: Volvo

The Volvo EC (“Volvo Electric Car”) was a concept car, which Volvo built sometime in 1977. It was only a two-seater, but with good cargo space. It was only 2.68 meters (105.5 in) in length and had a top speed of 70 km/h (43 mph). It never entered production, perhaps because it needed ten hours of charging for two hours of driving. Source: wikipedia Images: Volvo

This prototype was a development of a successor to the Beetle for VW, positioned between Polo and Golf. This strange frog-like car was the maestro's freestyle search, during which he wanted to create the successor to the Volkswagen Beetle. The result was an impressive hatchback, which fell between the Golf and Polo in its dimensions. Volkswagen was not interested in this car, shown in 1977. Source: www.colani.de; motor.ru Images: Colani Design

Toyota presented the latest results of its technological R&D. In its passenger car booth, the company displayed the F110 luxury sedan at the center. The vehicle featured a unique 2-box silhouette with an ultra-short nose, a long cabin, and asymmetric doors, including sliding doors. These novel mechanisms and the unusual body-color drew visitors' attention. The bizarre 1977 Toyota F110 was unveiled at that year's Tokyo Motor Show, depicting what a luxury sedan would look like in the coming decade. The idea was to maximize cabin space given dimensions defined by Japanese vehicle tax codes. As you may have noticed, the F110 is asymmetrical, with one long sliding door on the driver's side and a conventional door plus a sliding rear door on the passenger side (with no B-pillar). Source: www.toyota-global.com; japanesenostalgiccar.com Images: Concept Car Central; Mario Buonocunto Concept Cars Page

The 1977 Toyota Cal-1 was a pick-up concept previewing the first-generation Celica Supra, designed at Calty, Toyota’s California design studio. The rear decking opened into a pair of rear rumble seats with the rear window flipping up to create a wind deflector for the rear passengers. It was presented at the 22nd Tokyo Motor Show and then at the 1978 Chicago Auto Show. Source: carsthatnevermadeitetc Images: www.chicagoautoshow.com; Stepho’s Toyota Site; motor.ru

This is the Nissan GR-2 Concept car that was shown at the 1977 Tokyo Motor Show. If anything else is known, please comment below. Images: Nissan

The 1977 Nissan EV Guide Concept would predecessor the EV Guide Type II. Like the 1985 Nissan EV Guide II, this concept would incorporate an open-air cab and lightweight build. A stark difference would be the long hood on the Guide I versus the short-nosed 1985 Guide II. Additionally, both concepts incorporate rails to protect back seat passengers. Both concepts would be presented at the Tokyo Motor Show during their respective years. Sources & Images: Nissan