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The Sonic was the brainchild of the alloy wheel manufacturer, Wolfrace. The company wanted to create an eye-catching concept car to showcase its new range of Sonic alloys. You might recognize the ‘pepper pot’ style used in the Ford Fiesta XR2, Capri 2.8 Injection, and MG Metro 1300. It approached famed hot-rodder Nick Butler‘s Auto Imagination to come up with the car – and boy, did he create something rather special. Butler’s background was in engineering, having trained at Hawker Siddeley at Kingston and Dunsfold. He cut his teeth on the incredible Harrier Jump Jets and Hawk aeroplanes, working on stress analysis and flight testing. In 1976 he left to follow his passion for special cars, setting up Auto Imagination. His closest brush with series production was the 1980s Gold Cirrus – a latter-day Rover V8-powered AC 3000ME. But with decent handling. The Wolfrace Sonic was an amazing car. The two-seater was certainly blessed with plenty of potential performance, powered by a pair of Rover V8s, controlled by a clever drive-by-wire system. Underneath the Batmobile-style looks, there was a spaceframe chassis with rear-wheel drive through a Jaguar rear axle and differential. But for most people, the main talking point was the six-wheel configuration similar to the 1977 Panther 6. It made regular appearances on the motor show circuit for a couple of years before disappearing out of view. It was the last time it was seen in 2010 when the original car (two were eventually built) went up for sale for a cool million quid. Engine & performance: Type: two Rover V8 engines Capacity: 2 x 3528cc Power: 321 hp @ 5500 rpm Torque: 400 Nm @ 2500 rpm Top speed: 258 km/h 0-100 km/h: 7 s Dimensions: Length: 5194 mm Width: 1981 mm Height: 838 mm and 1194 mm at the top of the spoiler Wheelbase: 2540 mm and 1702 mm Weight: 1500 kg Source: classic.honestjohn.co.uk Images: Wolfrace

Group 3 spec. competition Betas used 1890cc engines with 175bhp. Group 4 iterations used 16 valve heads and pushed out over 200bhp. Either of these uprated motors would have made the HFZ a tantalizing proposition. However, underneath the HFZ’s cut-away rear valance, the presence of a pea-shooter exhaust suggested it probably had an off-the-shelf power unit. Cosmetically, Zagato turned an already good-looking car into what could have been the most handsome small Coupe from a mainstream manufacturer. Lightweight, fully integrated fiberglass additions included new single-piece bumpers with wraparound spoilers, brawny wheel arch extensions, and deep side skirts. A twin pylon wing was mounted on the boot lid to replace the standard rubber rear spoiler. Front lighting was standard. The rear fog lights were deleted from the tail fascia. Zagato painted the HFZ a two-tone red over black livery. Matching black discs covered the wider than standard 14-inch diameter wheels. The HFZ’s interior appeared standard. Seats were grey fabric with orange and brown check pattern centers. Hard-wearing soft-touch black plastic was used for the dash, center console, and door caps. Grey fabric was also used to upholster each lower side panel. Electric front windows were fitted as standard. Unfortunately, the HFZ never made it beyond the concept stage and, after the 1981 prototype, no further examples were built. Source: Supercar Nostalgia Imagest: Lancia - https://www.lancia.com

Here’s another interesting Saab concept conceived and created by designer Leif Mellberg (the designer of Saab EV1 prototype, Saab 900 Speedster, Saab Mayo, and Saab Gullwing) – six-wheeler Saab 906 Turbo – Biggest Saab Ever Built. This is his project in 1984, and as a basis, served classic 1981 Saab 900 GLS. Basic Saan 900 was extended 60 cm, and Saab 906 measured a total of 530 cm. Additionally, Saab is in some places laterally extended, with 18 cm at its widest point. It looked incredibly long in profile. Saab 906 had a full variety of gadgets, such as video, stereo system with 16 speakers, fridge/freezer/heating cabinets, Police radios, radar detectors, Cruise Computer, alarm, etc. – Probably, at the time, most well-equipped car in Sweden. The car did not serve as a transport vehicle like Leif originally planned and became a rolling advertisement for his company Mellbergs Custom. Unfortunately, the car was fifteen years ago ended up at the junkyard in Varberg. Source & Images: Saab 906 Turbo – Biggest Saab Ever Built - SAAB Planet. https://www.saabplanet.com/saab-906-turbo-biggest-saab-ever-built/

The 1981 Zagato Chicane was a design study with enclosed rear wheels. It was displayed at the Turin Motor Show. Images: Concept Car Central

The Volkswagen Auto 2000 is a concept car first shown by Volkswagen in 1981. It was part of a German government-sponsored program to develop cars for the year 2000. Volkswagen's prototype was joined by Audi, Mercedes-Benz, and the University Working Group HAG (Hochschularbeitsgemeinschaft). As with the other Auto 2000 concepts, Volkswagen's car focused on fuel economy through efficient engines and streamlining, and many of its features were to end up in series production. The Auto 2000 project was begun in January 1978 by the West German Federal Ministry for Research and Technology. They put forth 110 million Deutsche Mark for a program to develop the "car for the year 2000," with strict limitations on fuel consumption and weight. The four resulting projects were all presented at the 1981 Frankfurt Auto Show. BMW and Porsche were also initially part of the Auto 2000 project, but they did not reach the second stage (concept car). The three-door hatchback used the chassis of the Volkswagen Golf Mk1 and was of a particular design, with a tall kammback rear end and a front without a traditional grille. Wind resistance was Cd=0.25. Smaller details such as the integrated drip rails (which also hid a welding seam) quickly made their way onto the Golf Mk2. Volkswagen had considered using the Auto 2000's front design on the new Golf, but in the end, they decided on a more conventional front for what has long been their most important product. Instead, the Auto 2000 front end wound up on the Passat B3 in 1988. To save weight, the car used several parts made from composite materials, including a plastic rear axle. The car had a few different engines as it underwent continuous development for a period: the first engine was a 1.2-liter, three-cylinder turbodiesel with 53 PS (39 kW). A supercharged version of the same developed 60 PS (44 kW); both these engines were fitted with Volkswagen's 4+E manual transmission, a five-speed 'box with a very long fifth gear to maximize economy. A 75 PS (55 kW) 1.05-liter supercharged petrol four was also used, coupled to a four-speed automatic with a freewheel function. The Auto 2000 was one of the first to feature Volkswagen's Stop-Start technology, allowing the car to save considerable gasoline in city driving. A flywheel was used to help start the motor again quickly. This was another feature to find its way into production cars, first in some of Volkswagen's own "Formel E" models and later spreading into a large share of all cars sold in Europe. Source: Volkswagen Auto 2000 - Wikipedia. https://en.wikipedia.org/wiki/Volkswagen_Auto_2000 Images: www.volkswagen-automuseum.de; Volkswagen AG

The Toyota SV-2 was a Celica-based sporty vehicle concept. With its bouffant hairstyles, tight spandex miniskirts, and large, Dallas-inspired shoulder pads, the Eighties was a decade to forget for many reasons. The concept cars were great, though – designed with bold, futuristic aesthetics and loaded with new-fangled electronic technology. Toyota kicked off the decade in muscular fashion with the 1981 Toyota SV-2, an unusual concept since it was based upon a recently released production model instead of pre-dating a production version. The Toyota in question was the second-generation Celica XX (better known outside Japan as the Celica Supra) released in July 1981, three to four months before the Toyota SV-2 concept was displayed to as many as 1.1 million visitors who attended the 12-day long Tokyo Motor Show. As with the earlier SV-1 and later SV-3, the concept’s moniker stood for ‘sporty vehicle’ and was entirely appropriate for the SV-2 utilized the Celica Supra’s front-engined, rear-wheel-drive chassis configuration and retained its 2.8-liter 5M-GEU straight-six engine. In its styling, the SV-2 departed from reality and crossed over into concept territory. The concept featured a one-off removable targa top roof, and its two-tone exterior was pure Eighties in its color palette: spotless white above a distinctive shade of maroon. This same high-contrast theme was continued inside, with white velour seats in the front, maroon-colored rear seats, and trim panels combining the two tones throughout the cabin. In addition, even the SV-2’s hard surfaces like the dashboard, steering wheel, and gear knob were covered in a maroon flock, a dramatic look that isn’t easily forgotten once seen. Even so, in the early Eighties, the SV-2 concept’s bold look represented more than just a fashionable, contemporary color scheme. Instead, it served to focus the public’s attention on an ambitious future for Toyota after the hard years of the ’70s oil crisis and the resulting economic difficulties, even if that did include wall-to-wall maroon flock. Source: Andrew Biddle - blog.toyota.co.uk Images: Concept Car Central; www.celicasupra.com

The Toyota F120 was a concept car from 1981 for the V10 series Camry Liftback/Vista. The F120 represented the transition from rear-wheel to front-wheel drive for their mid-size range offerings. It was presented at the 1981 Tokyo Motor Show. Engine & performance: Type: 4-cylinder, SOHC Dimensions: Wheelbase: 2600 mm Source: Toyota F120 | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Toyota_F120 Images: Concept Car Central

The Toyota EX-11 was an experimental car featuring advanced electronics. Shown at the 1981 Tokyo Motor Show. The EX-11 demonstrated advanced electronics such as electronic engine and drivetrain management, color monitors, and fiber optic wiring based on the prototype Soarer. Source: Stepho’s Toyota Site Image: oldconceptcars

The Eve (Economy Vehicle Elements) was a study in fuel economy, following an agreement with the French Government's Energy Saving Agency. Ample cargo and occupant space and comfort, safety, aerodynamics, and performance were the main ideas of the Eve. Electronics and computers controlled the engine and transmission to create optimum engine throttle openings and transmission-gear ratio. The instrumentation behind the steering wheel consisted of two graphs showing the power and fuel consumption curves. The Ere could top 104 miles per hour. It was a prototype based on the R18. The first phase of its program was to concentrate on better aerodynamics and advanced electronics to control engine and transmission. The power pack and final drive are left as standard initially. Having an all-up weight comparable with that of the R18TL, it had a lower-drag body shape to give a drag coefficient of 0.239 - 43 percent better than the average European car. Good performance was achieved with a smaller engine, the EVE version of the 18 having a 5TL engine of 1,100cc. Source: 1981 Renault Eve - Concepts - carstyling.ru. https://www.carstyling.ru/en/car/1981_renault_eve/ Images: Renault; Concept Car Central

Heuliez stylists created the car in 1981 to participate in a competition to develop the successor to the famous Alpine A 310. In the photos are a mockup version and a more functional version. It is unclear where this one-off ended up. Source: Renault Images: Andre LE ROUX Website

The research vehicle TECH 1 was a further development that created a buzz at the IAA in 1981. The engineering study demonstrates Opel’s pioneering role in the field of aerodynamics: the experimental vehicle achieves a drag coefficient of 0.235, setting a world record. In terms of functionality and features, this four-door vehicle comprehensively and in usable form documented the automobile development of the future. Less fuel consumption, high economic efficiency, versatility, and practical utility: those were the goals that the Opel designers and engineers set for TECH 1. Because the laws of physics cannot be ignored, aerodynamics will always remain a key factor in maximizing fuel economy. TECH 1 exemplifies excellent aerodynamics, preventing turbulences and ensuring greater efficiency in fuel consumption. With a front fascia and a flowing silhouette that inspired the first Omega generation that premiered five years later in 1986, the TECH 1 set an aerodynamic benchmark with a drag coefficient of 0.235. Its exterior shape was designed in a wind tunnel with the help of computers. The all-around glazing runs flush with the car body. The glass even covers the roof pillars, avoiding an air vortex on the sides. Its interior was just as ground-breaking: electronic digital instruments and touch keys controlled all functions except the brakes, gas, and clutch. Thanks to an advanced cooling and ventilation system and seating comfort and roominess, a distinct comfort awaits the driver and the passengers inside. Source: www.opel.com Images: GM

Nissan March debuted at the 1981 Tokyo Motor Show with the rather inauspicious name of NX.018. The car was a salvo into the hotly-contested compact hatchback segment against the Honda City and Subaru Justy. It was designed by Giorgetto Giugiaro. Nissan opened up the naming of the car to the public, and for some reason, the public chose to call it the March. Source: japanesenostalgiccar.com Images: Nissan

The "Auto 2000" research car represents a movement towards an economical, low-emission future. The V8 petrol engine featured cylinder shut-off and bi-turbo diesel engine power. Leading the way forward for aerodynamics. Despite its complicated wording, the project title nevertheless succeeded in firing the imagination: "Demonstration of automotive engineering research results in the form of integrated overall concepts for passenger car test models." This was how the Federal Ministry for Research and Technology worded the call to German car manufacturers in 1980 to devise proposals for the passenger cars of the future. The primary objective was a reduction in fuel consumption: the target limit was 9.5 liters per 100 kilometers for cars with a curb weight of between 1250 and 1700 kilograms and 11 liters per 100 kilometers for curb weights up to 2150 kilograms. The cars also had to accommodate at least four persons and carry a payload of over 400 kilograms, all without comprising in any way on performance, comfort, or range. Clear improvements were also expected in terms of service life, ease of repair, safety, and environmental compatibility compared to series-production cars of that time. Manufacturers had until spring 1981 to prepare road-worthy prototypes of their visions for the future, which would then be unveiled to the public in September of the same year. The Federal Ministry for Research funded this ambitious project to the tune of around 110 million Deutschmarks, a figure which was then matched by the German automotive industry. Economy, preservation of resources, reduction of emissions – all challenges to mainly test the skills of drive system researchers. Mercedes-Benz soon had two new engine concepts ready to try out in the new "Auto 2000" research car. Despite being built around quite different technologies, the two powerplants still had one thing in common: their rated output of 110 kW/150 hp, which was deemed to be adequate at the time given the lightweight, streamlined body with its Cd value of just 0.28. The petrol engine designed for the research car was derived from a standard V8 powerplant with a displacement of 3.8 liters. What made the modified engine so special was its fuel consumption, which was significantly lower at partial throttle. The key to achieving this was an automatic cylinder shut-off system that temporarily shut down four of the eight combustion chambers whenever the extra power was surplus to requirements. The fact is that four cylinders operating at full load consume less fuel than twice as many cylinders operating at partial load, resulting in the fuel consumption figure for the Euromix driving cycle (urban, 90 km/h and 120 km/h) being reduced to just 9.3 liters per 100 kilometers. Source: 1981 Mercedes-Benz Auto2000 - Концепты. https://www.carstyling.ru/cars.1981_Mercedes-Benz_Auto2000.html Images: DaimlerChrysler

A futuristic 4-seat coupe based on the 323. To be seen is the steering wheel replaced by a rectangular belt. Bertone designed it with Marc Deschamps as Chief Designer. For many years now, Bertone has been on excellent terms with Toyo Kogyo, better known by its trading name Mazda. In 1981 the Japanese manufacturer commissioned an unseen sight prototype, with the only condition being built around Mazda mechanics. Bertone deconstructed the Mazda 323 and rebuilt it with modern proportions and ample window surfaces. The MX-81 is an elegant, sporty four-seater coupé. The proportions were designed keeping the dimensions of the mechanics in mind, an entirely new procedure for a prototype. Every detail blends in with the rest in the resulting single, integrated structure. The design is very refined, featuring minimal lines without unnecessary decoration and a great amount of light, accentuated by the original ratio of wing height to a greenhouse. The rear windscreen acquires particular importance, with its large, light glazing resulting from much design work. The interiors of the MX-81 show the results of previous Bertone experience with instrumentation. To create more space, the steering wheel has been eliminated. A system with a circular belt is in its place, which gives the obvious advantage of occupying less space and therefore increasing driving comfort. In the following years, testifying the successful partnership with Bertone, Mazda took much inspiration from the MX-81 prototype for its mass-produced models. Source: 1981 Mazda MX-81 Aria (Bertone) - Studios. https://www.carstyling.ru/en/car/1981_mazda_mx_81_aria/ Images: Carrozzeria Bertone s.p.a., Mazda

The Lola Ultimo powered by a Chevrolet V8 mid-engine was ordered by a Canadian and was belatedly shown on the Geneve Auto Salon in 1981. On a Lola chassis with a 620-horsepower 8,200cc Chevrolet Corvette engine, Mchelotti’s aerodynamic Lola prototype featured an ample glass area providing excellent visibility, aside from the thick B-pillar. The passenger area was in a steel structure with aluminum plugging. The front and rear ends were made of a single resin strengthened with fiberglass. Source: 1981 Lola Ultimo (Michelotti) - Ateliers. https://www.carstyling.ru/de/car/1981_lola_ultimo/ Images: Concept Car Central; www.ultimatecarpage.com

The 1981 Lada X-1 Concept (predecessor to the 1982 Lada X-2 Concept) represents a remarkable and enigmatic chapter in the world of automotive design. Developed by VAZ, the parent company of Lada, this prototype minivan was envisioned as a groundbreaking innovation, although it never progressed beyond the layout stage. The X-1's design featured a distinctive drop-shaped body with an aerodynamic aesthetic that anticipated its time. Often mistaken for the Okhta due to their similar body shapes, the X-1 stood out for its unique vision. Despite its promising appearance, the X-1 was overshadowed by its more technologically advanced counterpart, the NAMI-Okhta. Inside, the X-1 exhibited an inventive approach with its transformative interior. The seven-seater layout incorporated movable seats, swiveling tables, and a versatile third row – a concept that foreshadowed the future of minivan designs. While the X-1's legacy is shrouded in mystery and limited to a handful of photographs and its creation year, it remains a testament to the innovative spirit of its time, leaving an indelible mark on the world of automotive design. View the Story Cars Archive of Soviet Concept Cars & Prototypes Source: Lada X-1 - Wikipedia. https://en.wikipedia.org/wiki/Lada_X-1 Images: AVTOVAZ; "HIGH THOUGHT FLAME" Book Three - Scientific and Technical Center AVTOVAZ - PAGES OF HISTORY (1986 - 2006); www.forumauto.com

The GM Aero-X is a concept car that was made in 1981. One of the more notable features of the Aero-X was the absence of exterior moldings and flushed glass all around the car. This study in aerodynamics represented the latest example of a fuel-efficient car, designed without sacrificing aesthetics or comfort. The hood sloped down in a steady curve and used a unique cooling air inlet under the nose. The wheel covers were flush with the wheels, mounted in line with the body sides to give the car a "slippery" configuration. The rear of the body was specifically shaped to let air flow smoothly over it. The car underbody from the air inlet rearward to the axle was carefully shaped. A pair of progressive widening wedge forms began under the nose and reached their maximum width at the front of each wheel opening. This ensured that the air not used for engine cooling was deflected efficiently under the fiberglass car. Aerodynamic tests showed that the wheelhouse space usually required wheel movements in bumps and turns contributed to the overall drag coefficient. Each wheel opening incorporated a unique flexible spacer in the Aero-X, which smoothed the airflow along the entire body side and permitted all the required wheel motions. Engine & performance: Type: Chevrolet Citation, 4-cylinder Capacity: 2471 cc Power: 85 hp @ 4000 rpm Torque: 170 Nm @ 2400 rpm Drive: FWD Dimensions: Length: 4500 mm Height: 1300 mm Wheelbase: 2665 mm Source: GM Aero-X | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/GM_Aero-X Images: Concept Car Central

The two-passenger Super Gnat is proof that small, fuel-efficient cars don't have to look like boxes. Despite its compact 148-inch length and overall height of 48 inches, it has plenty of room inside for six-footers. In response to the OPEC oil embargo in the mid-1970s, there had been a push for automobile manufacturers to produce smaller, more fuel-efficient vehicles. In the short time following, Ford had studied a two-seater commuter car called the "Super Gnat," which was to have a three-cylinder engine with a short wheelbase. Along with this, Ford also produced a Mustang RSX, a smaller, two-seat derivative of the Mustang. Source: 1981 Ford Super Gnat (Ghia) - Concepts. https://www.carstyling.ru/en/car/1981_ford_super_gnat/ Images: Ford Motor Company

For Ghia, the possibilities for a city-coupe continued to beckon at the start of the 1980s. The result of this inspiration was the Ghia Shuttler of 1981. Based on a Fiesta platform, Shuttler was just 196 centimeters long. This two-door city-coupe was finished in metallic anthracite with bold orange accent stripes. Inside, a plush grey and brown cloth interior carried through the orange accent stripes from the vehicle’s exterior. The wedge-shaped body shape by Ghia displayed a sporty demeanor and featured an advanced feature for the time – flush-mounted side glass – plus faired-in enclosures for the side mirrors. Rear air vents were placed to connect Shuttler’s tail lamps and its side accent stripe. Source: 1981 Ford Shuttler (Ghia) - Studios. https://www.carstyling.ru/en/car/1981_ford_shuttler/ Images: Ford Motor Company; Concept Car Central

Back in 1981, when the development of the Ford Sierra (project Toni) was reaching the latter stages of its development, management felt the need to soften the buying public. So, the design team produced a more extreme version designed to continue the Ford Probe line of concepts that started in 1979 and rolled it out at the Frankfurt motor show in September 1981 – a year before the production Sierra was due for launch. The styling, penned by Patrick Le Quement, was as avant-garde as its predecessor, the Cortina’s, was conservative. Ford’s European concept car output had certainly gained some flair during the 1970s. The company had taken control of the Italian carrozzerie Ghia, and from that point on, it proved a successful kick-start to its styling output. Ghia’s creations for Ford (such as the Coins, Megastar, and Action) were nothing if not bold – and this smart new design language filtered into the company’s production output. The Probe III was greeted warmly by the press, but Cortina buyers who knew this was a taster of their car’s replacement were less than keen. Many were openly hostile. Alexei Sayle sneered, ‘…it’s just a poxy hatchback,’ in the BBC’s Arena programme celebrating the life and times of the Cortina. His was the voice of many. The Probe itself, despite the controversy, was a beautifully detailed concept. It featured overtly aerodynamic features, including Citroenesque enclosed rear wheels, smooth underbody detailing, flush glazing, and integrated door mirrors (which would appear on the production 1988 Probe coupe no less). The car’s cd was 0.25, which was a world away from the production Sierra’s 0.34 – but it was a figure that in 1981 was close to miraculous for a five-door hatchback that could conceivably be used in the real world. And even today, its influence can be seen. It would be presented at the 1981 Frankfurt Motor Show. Every Ford Probe Concept: 1979 Ford Probe I Concept by Ghia 1980 Ford Probe II Concept by Ghia 1981 Ford Probe III Concept by Ghia 1982 Ford Probe IV Concept by Ghia 1985 Ford Probe V Concept by Ghia Source: Concepts and prototypes : Ford Probe III - AROnline. https://www.aronline.co.uk/cars/ford/sierra/concepts-and-prototypes-ford-probe-iii/ Images: Concept Car Central; www.fahrzeugbilder.de