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Behold the 1977 Nissan AD-2, a design study for the ultimate luxury sedan. “AD” stood for Advanced Design. It still had fender mirrors, but they were integrated into the bodywork of the front wings. Distinctive features included a wraparound rear window and ultra-thin pillars. Since it was a design study, the underpinnings were rather conventional. The rear suspension was a four-link solid axle setup cribbed from the Nissan Laurel. Power came from the fuel-injected L28 straight-six popular in other Nissan products. Source: Nostalgic Concept: 1977 Nissan AD-2 | Japanese Nostalgic Car. https://japanesenostalgiccar.com/nostalgic-concept-1977-nissan-ad-2/ Images: Concept Car Central; Mario Buonocunto Concept Cars Page

The increasing popularity of four-wheel-drive vehicles prompts new looks at ways to serve the growing market. AMC's first downsized Jeep was the 1977 Concept Jeep II. In line with the downsizing trend in passenger cars, American Motors designers came up with this scaled-down concept of the Jeep CJ-5, which preserves the ruggedness and fun-to-drive character of the CJ series. Compared with its full-size brother, the Jeep Renegade II is almost two feet shorter in overall length and nine inches lower with the top up. The wheelbase is 76 inches compared with the CJ-5's 84 inches. Seating dimensions are comparable, front and rear. A blue Levi's convertible top and rear tire mount cover complement the Alpine White body. While the company has no present plans to produce the miniaturized Jeep, it demonstrates American Motors' continuing exploration of new ways to reduce vehicle size while maintaining usable interior space. Fuel economy concerns and the industry's embryonic "downsizing" movement prompted the Jeep II of 1977, one of several "Concept" vehicles AMC displayed late in that decade. Its press description was disarmingly honest: Concept Jeep II demonstrates Jeep Corporation's exploration of new ways to reduce vehicle size while maintaining usable interior room. This scaled-down version of the CJ-5 preserves the ruggedness and fun-to-drive character of the popular CJ series. "In contrast to the current-production CJ-5, the Jeep II is two feet shorter and nine inches lower, and the wheelbase, at 76 inches, is eight inches shorter." With less weight, a lower center of gravity, and more angular front end and fender styling, the Jeep II represented a return to the nimble efficiency and no-nonsense character of the wartime original. Unfortunately, faltering AMC wouldn't have the money to rethink the basic Jeep CJ in earnest for another three years. While the impetus likely came from "Energy Crisis II" of 1979-1980, Renault's means were unquestionably provided, which bought a controlling interest in AMC at about that time and sold Jeep CJs in Europe. The development effort leading to the new Wrangler didn't get underway until about 1981. Although Concept Jeep II may have influenced its early phases, the notion of simply shrinking the Jeep CJ was soon discarded, and the program was ultimately coordinated with the development of the XJ-series Cherokee/Wagoneer compact wagons that arrived in 1984. Source: Jeep Corporation, Public Relations Department; auto.howstuffworks.com Images: auto.howstuffworks.com; www.offroaders.com

If you had to hazard a guess as to what it was based on, the chances are that you’d never guess it was the Jaguar XJ-S and borrowed heavily from the style of Bertone’s Ferrari-based 308GT Rainbow from the previous year. As a result, the Ascot packed a 5.3-liter V12. There was hatchback practicality, and an interior swathed in suede that looked nothing like the Jaguar offering. It was presented at the 1977 Turin Motor Show. Source: The brilliant car designs of Marcello Gandini | Autocar. https://www.autocar.co.uk/slideshow/brilliant-car-designs-marcello-gandini Images: Bertone; Concept Car Central

The Ford Megastar was designed by Paul Breuer and built by Ghia of Turin. The 1977 Ford Megastar by Ghia was a Granada-based saloon (sedan), though you would never guess so from its amazing glass-house molding (the front doors were 80 percent glass). Ford displayed the first Megastar prototype at the 1978 Chicago Auto Show and Geneva Auto Show, fitted with a 3-liter V6. A second model called Megastar II was released one year after. Source: https://www.carrozzieri-italiani.com/ Images: Ford; Concept Car Central; Barry Bapper's Photostream

Swiss craftsmanship and American engineering combine - again - to create the Felber Excellence, a car that you'd have to have been both rich and motivated to buy when new. The Excellence was based closely on the Pontiac Firebird Trans Am. It was most identifiable by its vertical front end with twin round and twin rectangular headlamps, which flanked a crest-shaped radiator grille. The rear end lost the wraparound window of the Pontiac and gained a set of Fiat 850 tail lights. The company also produced a Spider version, which looked better. As with Felber's cars, specifications were down to the customer's requirements. Twelve examples were made in total, most of which were coupes, but as well as the Spider, there were also one-off notchback and hatchback versions. Impossible to find today - and some would say that's no bad thing. Four variations were built. There was a Pontiac Firebird-based Felber Excellence in which 12 were produced. Then, there were one-offs with the Excellence Coupe, Spider, and Fastback Coupe. Engine & performance: Position: front Type: V8 Capacity: 6555 cc Power: 225 hp @ 4000 rpm Torque: 432 Nm @ 2800 rpm Drive: RWD Top speed: 190 km/h Dimensions: Length: 5000 mm Width: 1860 mm Height: 1250 mm Wheelbase: 2750 mm Weight: 1750 kg Source: classics.honestjohn.co.uk Images: fastestlaps.com; www.autotitre.com Pictured Above: The Felber Excellence Coupe (1977). Pictured Above: The Felber Excellence Fastback Coupe (1977). Pictured Above: The Felber Excellence Coupe (1977). Pictured Above: The Felber Excellence Spider (1978) and Coupe (1977). Pictured Above: The Felber Excellence Spider being presented at the 1978 Geneva Motor Show.

Information on the 1977 Colani GT70 Sportscar Prototype is scarce. If anything is known, please comment below. Images: Colani Design

The 1977 LeBaron Turbine was the product of nearly 25 years of Chrysler research on gas turbine engines. But ultimately, the program reached a dead end. As we’ve tried to show here at Mac’s Motor City Garage, Chrysler’s fabulous 1963 Turbine Ghia was no one-shot wonder. The corporation’s ambitious research program on gas turbines had begun nearly a decade earlier with the first-generation CR1 engine of 1954, which produced 100 shaft horsepower but unfortunately suffered some drivability issues, including significant turbine lag and no provision for engine braking. (See our feature on the 1955 Plymouth turbine car here.) From there, steady improvements produced the fourth-generation A831 engine used in the now-famous Turbine Ghia (55 cars built, nine in existence, three still running). The fourth-gen engine weighed just 401 lbs, produced 130 hp and 425 lb-ft of torque, and could run on virtually any liquid hydrocarbon fuel from kerosene to tequila. When the Turbine Ghia’s public demonstration period ended, the development program continued as the engineering team worked through the classic issues with gas turbines in passenger cars, including high fuel consumption and excessive exhaust emissions, particularly oxides of nitrogen (NOx). In 1972, the U.S. Department of Energy, actively looking for alternatives to gasoline and internal combustion engines, stepped up with funding and some technical participation to support the effort. The lucrative contract included the production of 14 test engines and several running prototype vehicles. In its seventh design generation, the turbine was capable of up to 123 hp in an emissions-compliant tune. To showcase the DoE program, Chrysler dropped the gen-7 turbine into the car shown here, an extensively restyled 1977 LeBaron coupe. Based on the company’s M-body platform, the LeBaron concept featured a 112.7-inch wheelbase, a curb weight of 3884 lbs, and coupled the gas turbine to a three-speed automatic Torqueflite transmission. It’s worth mentioning that elements of the LeBaron Turbine Concept’s front-end styling would later be seen on the production 1981 Imperial. There was even serious consideration at that point of putting the turbine into limited production, but the Chrysler Corporation Loan Guarantee Act of 1979, more famously known as the Chrysler bailout, put an end to those plans. The government bailout committee, led by the Secretary of the Treasury, determined that the turbine car was too risky and expensive for a company in Chrysler’s precarious economic condition. While the LeBaron concept represents the swan song of the Chrysler turbine program, it’s fair to say it wasn’t the very last turbine car produced by the automaker. Chrysler also built a turbine-powered 1981 Dodge Mirada below. Years after the program ended, a Chrysler turbine enthusiast tracked down and located the LeBaron and Mirada prototypes parked at a DoE facility at a nuclear power plant in Ohio. Today both cars reside safe and sound in the extensive historic vehicle collection of Stellantis, the car company formerly known as Chrysler. Quote from Mel Surbook (1/24/2022) When I was hired at the Chrysler Proving ground I was replacing a guy that worked in the turbine group. He said all you hear about “why” the program was dropped is BS. He said the real reason was due to the “lag” in the throttle response. The company could see many lawsuits that would be filed from this and did not need either the expense nor the negative publicity that would result from it. He said that this characteristic had been improved a lot but not eliminated. (he was in the engine group). Source: https://www.macsmotorcitygarage.com/ Images: VintageWeb; Dean's garage

In 1977, AMC introduced its "Concept 80" line of experimental vehicles, including the AM Van, Grand Touring, Concept I, Concept II, and Jeep II. Along with this lineup, they renamed the Amitron to be the Electron. In 1967, AMC originally showed an electric car, the Amitron, a three-passenger vehicle powered by Lithium-Nickel batteries. To save weight and provide more hauling room, the seats were inflatable. Source: ginormus.blogspot.com Images: www.shorey.net; aldenjewell's photostream

Also featured as part of the AMC Concept 80 Show were the Concept I (left) and Concept II. both of which appeared to be evolutions of the brand’s Pacer. Boasting generous glass areas and crisper styling, the Concept I and Concept II cars shown alongside the Grand Touring presented as more modern. They also appeared to be a long way from production ready. As for the AM Van, anyone who hasn’t seriously considered how cool that van would be with a 401 crammed under the hood isn’t a true son of Kenosha. Source: Forgotten Concept: AMC Concept Grand Touring | The Daily .... https://blog.consumerguide.com/amc-concept-grand-touring/ Images: www.shorey.net

Also featured as part of the AMC Concept 80 Show were the Concept I (left) and Concept II. both of which appeared to be evolutions of the brand’s Pacer. Boasting generous glass areas and crisper styling, the Concept I and Concept II cars shown alongside the Grand Touring presented as more modern. They also appeared to be a long way from production ready. As for the AM Van, anyone who hasn’t seriously considered how cool that van would be with a 401 crammed under the hood isn’t a true son of Kenosha. Source: Forgotten Concept: AMC Concept Grand Touring | The Daily .... https://blog.consumerguide.com/amc-concept-grand-touring/ Images: www.shorey.net; aldenjewell's photostream

Much like the Ghia, AMC’s AM Van is a very 1970s concept based on an existing car platform that never moved past the concept stage. As the 1980s approached and the internet continued not to exist, American Motors’ public relations people needed a PR gimmick. Their best idea was a nationwide tour of concept vehicles designed to remind the buying public of AMC’s strong suit: small cars that were domestically built, economical, and designed specifically for American’s driving style. AMC created seven different design concepts specifically for this “Concept 80” tour. At each stop on tour, the public was asked to vote for their favorite design. The AM Van was the most appealing concept to American consumers by a wide margin, receiving 31 percent of the votes. The next most popular model was the Grand Touring concept (receiving 24 percent), a sporty two-door hatchback with a profile similar to the later Concord. The AM Van was designed by AMC’s most famous (and favorite) designer, Richard Teague. That’s perhaps obvious when considering the concept’s styling, which looks like the result of a Pacer taking a large dose of steroids. I like it. Like many AMC models, the AM Van was to have four-wheel drive, and the badges indicate a turbo as well. Perhaps AMC’s common 4.2-liter straight-six fit under the sloping front end. Since it’s just a concept, there’s no real interior to speak of and no mechanical bits inside. Still, it’s not hard to imagine bolting on any number of things — leave your powertrain ideas for us in the comments. Despite consumer popularity, the AM Van was not to be. Budgeting constraints led the company to shelve the idea, with AMC instead revamping (and renaming) the Hornet and Gremlin as the Concord and Spirit, respectively. Source: Rare Rides: The AMC AM Van From 1977 - A Concept That .... https://www.thetruthaboutcars.com/2017/10/rare-rides-a-one-off-amc-concept/ Images: aldenjewell's photostream

The 1978 Opel Kadett City Design Study was a prototype wide-body version of the hatchback GM T-car. Source & Images: carsthatnevermadeitetc

The Ogle Triplex Glassback 10-20 was a concept car commissioned by Triplex in 1977 and followed on from the previous year’s Triplex Ten Twenty Special, as designed by Chris Humberstone. The Princess-based Glassback was a very different beast, though – as it looked much more like a production-reality car, sharing a decent of its external styling with the car it was based upon. There were some big names involved with creating the 10-20 Glassback, not least Carl Olsen of Ogle Design, who revised the front- and rear-ends of the progressive-looking Princess to create this appealingly-styled (and stickered) shooting brake conversion. Although the Triplex 10-20 Glassback was a created as a publicity vehicle for the car-glass manufacturer’s latest XXX-branded safety glazing, it was something of a styling tour de force in its own right, while conveniently putting right one of the Princess’s wrongs by adding a fifth door and making it look super-modern by ditching the chrome bumpers. Some of the car’s features were remarkably prescient – the bold graphics shouted the 1980s, not ’70s. As well as the generously-glazed rear end, the Glassback featured a sunroof fashioned from 2.3mm safety glass (the rest was 3.0mm) – the thinnest ever achieved, according to Triplex. At the same time, the Triplex Hyviz-coated glass also incorporated a built-in aerial and a demisting mesh element. The front and rear bumpers were made from impact-absorbing polycarbonate that was integrally designed with the car in the manner of mainstream cars a decade hence. Had the 10-20 Glassback been designed by one of the Italian Carrozzeria, it would probably be hailed as an all-time great. Today, the 10-20 Glassback is just a footnote in BL history, but it deserves wider recognition for its optimistic and forward-looking design. At the time, it not only served to promote Triplex’s safety glass, but it reminded us all that that the Princess deserved a hatchback rear end, more vibrant colors, and to lose its fussy and outdated chrome detailing (drip rails, bumpers, etc.) in favor of a more modern aesthetic. Source: Triplex 10-20 Glassback - AROnline. https://www.aronline.co.uk/concepts-and-prototypes/triplex-10-20-glassback/ \ Images: oldconceptcars; https://www.aronline.co.uk/

The Vauxhall Equus was one two-door concept car first presented by Vauxhall in 1978. The name “Equus” is Latin for “Horse.” It was the last concept car from Vauxhall for twenty-five years until August 2003, when the VX Lightning was unveiled as part of the centerpiece to the company’s centenary celebrations. The Equus was based on the chassis of the Panther Lima, which itself was based on the mechanicals of the Vauxhall Magnum. Panther built the prototype. The Equus was styled by one small team that Wayne Cherry led along with his chief designer John Taylor. The design brief emphasized the use of parts by Vauxhall whenever possible. Work started in October 1977, and the car was unveiled at the Birmingham NEC Motor Show in April 1978. It featured an angular wedge design with Vauxhall’s signature “droop snoot” front end, initially made popular by the Vauxhall Firenza. Features: Engine: 2.3 L (2,279 cc) OHC Vauxhall I4 Source: Vauxhall Equus - Wikiwand. https://www.wikiwand.com/en/Vauxhall_Equus Images: GM

Presenting the Windhound of 1978. The full-size SUV world of the late Seventies was very different than it is today, even though you’ll recognize all the names present. Trucks like the Toyota Land Cruiser, Mercedes-Benz G-Wagen, the Range Rover, and the International Harvester Scout were just that: Trucks. Their ornamentation was minimal, most of the time, they were seen with only two doors, and sometimes a rear seat was optional. There wasn’t wood or leather, but one could find vinyl seating surfaces and minimal soundproofing. There was one exception to this rule, the luxurious Jeep Grand Wagoneer. But a few visionaries at the time saw the potential for more luxurious off-road SUVs. We’ve covered one of the earliest examples of such a luxury truck previously: The Monteverdi Safari that went on sale in Switzerland in 1977. Based on the IH Scout II, the Safari beat Sbarro to the punch by just one year. The basis of the Windhound was the aforementioned G-Wagen, not a bad place to start. Sbarro designed an entirely different body up top using the G's chassis. The Windhound took things a step further than the clip swapping completed on the Safari with its original design. Windhound was available with either two or four doors and sort of looked like an Eighties Toyota 4Runner. Four-door Windhounds were identified by their two rectangular headlamps, while two doors used quad circular lamps. A distinctive feature was the wrap-around roof spoiler above the rear hatch. This was supplemented in one example by exhaust pipes that ran up over the roof rails. All examples featured an interior full of wood and leather trim and an unusual tailgate design with dual lower porthole windows. The Windhound was Sbarro’s second original design, as he’d spent the earlier part of the decade building replica cars (usually BMWs). His first original design was from 1974 and was a mid-engine Maserati-like sports car called the Stash, with an interior done by Pierre Cardin. We’ll cover that one later. The Windhound was designed to be more powerful than other SUVs on offer and, as such, used the 6.8-liter V8 from the 450SEL 6.9 as its primary motivation. The V8 was good for 282 horses and 410 lb-ft of torque, very impressive during the smog-choked Seventies. Typically the transmission paired to it was a three-speed automatic. Typically is used above and applies to the 6.9 engine because the Windhound was a built-to-order truck. Though its chassis remained G-Wagen, the truck on top was powered by different engines per customer preference. Six examples used the Mercedes 6.9 engine, while two used BMW power. A further five used Jeep engines. Finally, one used the 2.8 inline-six from a 280GE. After a run of 14 cars, the Windhound disappeared off the world’s radar, and Sbarro moved on to other creations. Mainstream luxury SUVs would catch up about a decade later. Engine & performance: Type: Mercedes-Benz, V8 Capacity: 6900 cc Power: 217 hp Drive: 6WD Top speed: 200 kg Dimensions: Weight: 2000 kg Source: Rare Rides: The 1978 Sbarro Windhound, a Luxury SUV of 6.9 .... https://www.thetruthaboutcars.com/2021/10/rare-rides-the-1978-sbarro-windhound-a-luxury-suv-of-6-9-litres/ Images: Sbarro; Peter Vann

The Pininfarina CNR won the Compasso d’Oro Award 1979 for its Ideal Aerodynamic Shape, the outcome of a theoretical, experimental research project promoted by the National Research Italian Council. The outstanding drag coefficient (CD=0.20) allowed Pininfarina to reduce fuel consumption substantially. It was presented at the 1978 Turin Motor Show. Dimensions: Length: 4320 mm Width: 1675 mm Height: 1335 mm Wheelbase: 2555 mm Source: Pininfarina Images: pininfarina spa.

In a unique project with the magazine Quattroruote, Michelotti designed the Every 4R in 1978. This car could be converted from a town car to a country car to a sea car by simply mixing and matching removable panels. It is said that Michelotti conceived and applied solutions to design problems much earlier than other famous car designers. Expected to see production in the summer of 1978, the Every 4R remained at the prototype stage. Based on the chassis of the Fiat 127, the Every 4R incorporated removable/attachable panels, allowing the car to be changed into a beach car with no doors or roof, a country version with a roof and fabric doors and a fabric rear hatch, or a standard city version with all metal components. Source: Iain Woolley - Triumph Spitfire Resource Site; Concept Car Central Images: Concept Car Central Pictured Above: 1978 Michelotti Every 4R - Country Version Pictured Above: 1978 Michelotti Every 4R - City Version

Ford Motor Company’s world-famous Ghia Studio of Turin, Italy, designed the Mercury XM concept car. The one-of-a-kind prototype’s unique feature was a rumble seat-mounted beneath the rear decklid. The car became a four-passenger vehicle by raising the rear hatch window and flipping back the decklid. It had a wheelbase of 94 inches, an overall length of 13 feet, four inches, and a height of four feet. While most concept cars looked forward to the future, Mercury went backward in time with the bright yellow XM, a two-door concept that re-introduced the rumble seat, an open-air design from the 1930s. Though a two-seat vehicle, the rear hatch could lift upward into the deck, and a rumble seat would emerge, transforming the car into a four-passenger car, with the rear occupants receiving fresh air. It was displayed at the 1979 Chicago Auto Show. Source: www.chicagoautoshow.com; Concept Car Central Images: Concept Car Central; Lincoln-Mercury Public Relations Photograph via www.carsandracingstuff.com

The C-111 design study from 1977 is the basis for a record-breaker that wins nine absolute world records one year later with a five-cylinder turbo diesel under the hood. The sparsely modified C 111-II in Nardo spurred the developers on to new heights. This time, they did not create a design study for a road-going sports car but a thoroughbred racing car for the sole purpose of establishing speed records: the C 111-III. The new car was built in 1977; it was narrower than the first C 111 had a longer wheelbase and perfect aerodynamic properties, thanks to complete streamlining and rear airfoils. In 1978, the C 111-III lined up at the start in Nardo. Once again, a diesel engine growled under the silver-painted plastic bodywork. While this engine had been derived from a production unit, it had been tuned to develop 230 hp and gave the streamlined car a top speed well over 300 km/h. Mercedes-Benz established nine absolute world records with this Silver Arrow in the late 1970s. The career of the diesel engine is unstoppable. Mercedes-Benz sets nine new records with the C111-III: 100 kilometers at 316.484 km/h 100 miles at 319.835 km/h 500 kilometers at 321.860 km/h 500 miles at 320.788 km/h 1000 kilometers at 318.308 km/h 1000 miles at 319.091 km/h 1 hour at 321.843 km/h 6 hours at 317.796 km/h 12 hours at 314.463 km/h Source: www.finecars.cc; www.ultimatecarpage.com; DaimlerChrysler Images: Concept Car Central; www.finecars.cc; ROGERIOMACHADO's photostream

The Lancia Megagamma is a small, almost one-box, concept MPV, designed by Italdesign and introduced at the 1978 Turin Motor Show. In retrospect, the Megagamma was more influential on later designs than it was itself successful, becoming the "conceptual birth mother of the MPV/minivan movement." Featuring high seating h-points measured both off the vehicle floor and the pavement and a 0.34 coefficient of drag, the Megagamma used a front-engined, front-wheel-drive layout based on the Lancia Gamma platform with a Lancia SOHC 2.5 liter flat-4 engine and Bosch L-Jetronic fuel injection. Italdesign showed an enduring commitment to exploring one-box designs, having preceded the Megagamma with the 1976 Alfa Romeo New York Taxi concept and followed the Megagamma with the 1982 Capsula, 2000 Maserati Buron, and 2010 Proton Emas. The Megagamma itself presaged many attributes of the modern MPVs — notably a roomy but compact, flexible cabin with a flat floor not unlike such notable antecedents as the Volkswagen Type 2 (1950) and the DKW Schnellaster (1949-1962) and such notable succeeding mini/compact MPV's as the Nissan Prairie (1981), Fiat 500L (2011) and Mitsubishi Chariot (1983) — as well as a wide array of similarly-sized and larger MPV's including the Renault Espace, Honda Shuttle and Chrysler Minivans. At the time of its debut, Lancia's parent company, Fiat, viewed the concept as too risky and did not reach production. However, the tall, box-like styling language of the concept would appear again in Giugiaro's later supermini designs for Fiat in the form of the Panda (1980) and Uno (1983). Source: CloudFormed API. https://api.cfd/wiki/Lancia_Megagamma Images: ItalDesign, Cars From Italy