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This concept was based on the Ford Escort and designed by Ghia. A few pre-production EXPs were built just for conceptual design and advertisement. These extremely rare EXPs included many features available in every EXP or LN7. They were all painted in vibrant colors with black painted across the entire car under the door bumper lines and had a round silver badge where Ford's blue oval would find itself in 1982. These models were distinguished from production models by dual vents towards the front of the hood instead of the vents later seen on the front bumper clips, an absence of bumper strips on the doors, and rear taillights that were completely red where production EXPs had black around the reverse lights. An SS package and bubble back hatches like the LN7, and second-generation EXPs were optional, with black paint around the door windows as seen on second-generation EXPs, aluminum oval-spoke wheels, and "1.6 L" badges on the front fenders. At least ten were built in Canada and featured in a rare catalog featuring only those cars. No sightings have been recorded since. The first production EXP and LN7 rolled off the line on February 16, 1981. The EXP was driven off the line by then Ontario Premier Bill Davis. Ford expected to build and sell 200,000 EXPs and 70,000 LN7s in the 1982 model year, but only half that number were produced. Source: Ford EXP - Wikipedia. https://en.wikipedia.org/wiki/Ford_EXP\ Images: Ford

This concept was based on the Ford Escort. A few pre-production EXPs were built just for conceptual design and advertisement. These extremely rare EXPs included many features available in every EXP or LN7. They were all painted in vibrant colors with black painted across the entire car under the door bumper lines and had a round silver badge where Ford's blue oval would find itself in 1982. These models were distinguished from production models by dual vents towards the front of the hood instead of the vents later seen on the front bumper clips, an absence of bumper strips on the doors, and rear taillights that were completely red where production EXPs had black around the reverse lights. An SS package and bubble back hatches like the LN7, and second-generation EXPs were optional, with black paint around the door windows as seen on second-generation EXPs, aluminum oval-spoke wheels, and "1.6 L" badges on the front fenders. At least ten were built in Canada and featured in a rare catalog featuring only those cars. No sightings have been recorded since. The first production EXP and LN7 rolled off the line on February 16, 1981. The EXP was driven off the line by then Ontario Premier Bill Davis. Ford expected to build and sell 200,000 EXPs and 70,000 LN7s in the 1982 model year, but only half that number were produced. Source: Ford EXP - Wikipedia. https://en.wikipedia.org/wiki/Ford_EXP\ Images: Ford

The Cockpit was one of Ford Motor Company’s concept cars of the late 1980s and 1990s – is projected to achieve fuel economy better than 75 miles per gallon in city driving. The three-wheeled car, which seats two persons in tandem, was so named because it resembles the Cockpit of a fighter plane. The hinged canopy lifts hydraulically. The car is powered by a 12-horsepower, 200cc, single-cylinder engine mounted inside the rear wheel. It is 119 inches long, 56 inches wide, 48 inches high, and weighs 770 pounds – about one-third the weight of today’s Ford Escort. The Cockpit is a featured attraction in Ford Division’s 1982 auto show exhibit. It was presented at the 1981 Geneva Motor Show. Source: Ford Division, Public Relations Department Images: Ford Motor Company;

Based on the American Ford Escort, the Avant Garde was built to study aerodynamics and drag coefficency. The underbody was smooth, the windshield slanted 67 degrees, and twin-engine cooling ducts were placed between the front bumper and hood. In contrast, the headlights and front signal indicators were partially covered by electronically-operated flaps. The rear window, equipped with an aerofoil, could be opened. The interior was lined in hand-finished leather and suede. The electronic instruments were recessed to avoid reflections while the controls for the signal indicators, horn, and wipers were situated directly behind the steering wheel. The radio could be removed for increased interior security, and a carpet blind could be drawn over the interior. The door panels featured removable suede shoulder compartments built into the armrests. It was presented at the 1981 Geneva Motor Show. Engine & performance: Position: front Type: Ford Escort XR3, 4-cylinder Capacity: 1597 cc Power: 95 hp @ 6000 rpm Torque: 132 Nm @ 4000 rpm Top speed: 190 km/h Dimensions: Length: 3950 mm Width: 1620 mm Height: 1260 mm Wheelbase: 2395 mm Source: Concept Car Central; allcarindex Images: Ghia; Concept Car Central

The ultimate in small-car packaging is the Aerovan, designed to be either a station wagon or a small van. Built on an Escort platform, it can accommodate up to seven passengers. The Aerovan's "fast front" silhouette provides highly efficient aerodynamics characteristics and good driver viability. The Aerovan is built on a 94-inch wheelbase, has an overall height of 63 inches, an overall width of 65 inches, and an overall length of 157 inches. Source: Ford Aerovan | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Ford_Aerovan; Ford Press Release Images: Ford Motor Company

The Fiat VSS prototype was based on the Fiat Ritmo and resulted from the collaboration between Fiat, the I.D.E.A. Institute, and Renzo Piano’s team. The structure was a steel spaceframe, and the body (with plastic panels) had no load-bearing capacity. Still, this choice was made for the first time to reduce the vehicle weight and obtain high flexibility in terms of external shape, production, and assembly. In the original concept, the nine external panels had to be produced separately (as complete “subsystems”) and then assembled in a final production line. After twenty years, these issues became primary importance for the whole Automobile Industry. Today this philosophy of production is being investigated by many Car Manufacturers. It was presented at the 1981 Turin Motor Show. Source: 1981 Fiat VSS (I.DE.A) - Ateliers. https://www.carstyling.ru/de/car/1981_fiat_vss/ Images: www.idea.institute.it; Mario Buonocunto Concept Cars Page

The 1981 Felber Roberta was a Lancia Delta-based vehicle. It was presented at the 1981 Geneva Motor Show. The WH Felber Automobiles SA (Felber ) was a Swiss automobile manufacturer. The company, based in Morges near Lausanne on Lake Geneva, was founded in the 1960s by the Swiss businessman Willy Felber. Initially, Felber successfully operated an agency for expensive automobile brands such as Rolls-Royce and Ferrari under "Haute Performance Morges." In 1974, at the customer's request, Felber presented his first self-constructed car, a classic-style roadster based on a Ferrari coupé. A series of other vehicles followed by 1984, with the focus of activities increasingly shifting. In addition to individual in-house designs, from the mid-1970s onwards, Felber was largely concerned with offering visually modified versions of various mass-produced vehicles. The vehicles were upgraded with largely unchanged bodywork, especially in the interior. Exceptions were the Excellence and Oasis models, which were also significantly modified externally. During this time, Felber competed primarily with the Basel- based company Monteverdi. While Peter Monteverdi was able to realize a kind of series production, Felber limited himself to producing unique items on behalf of customers or small series. In 1984, the production of vehicles by WH Felber Automobiles SA ended. The reason was the stricter regulations on type approval in Switzerland and Europe, which made it difficult for small manufacturers such as Felber and Monteverdi to distribute individual models. The WH Felber Automobiles SA was finally liquidated and deleted from the commercial register in April 1991st Willy Felber died in December 2002. In the period that followed, Felber dealt with the sale and service of imported brands and the restoration of third-party and own vehicles. Source: Felber Automobiles. https://second.wiki/wiki/felber_automobiles Images: www.lancialifestyle.pl

Having made a brilliant career, John Zachary DeLorean quarreled with the leadership of General Motors and, in 1973, leaving everything, resigned as vice president of the concern. The following year, he begins to create a car where he will try to invest all his ideas that were not implemented in previous posts. DeLorean wants to build a vehicle that is "as safe as possible, reliable, comfortable, great to drive and, finally, simply beautiful." In 1978, prototypes were ready. The body design of the two-seater mid-engined coupe was developed by Giorgetto Giugiaro from ItalDesign and fully corresponded to the automotive fashion trends of those years. The highlight was the gullwing-style doors that open upwards. The car, the project Bill Collins created, was equipped with a V6 engine co-produced by Peugeot, Renault, and Volvo with a volume of 2.8 liters and a capacity of 130 horsepower. Intended almost exclusively for the American market, DMC 12 must be economical. Still, in the meantime, immediately recognizable, for this reason, the bodywork is in brushed steel non-painted, and seagull wind opening only seen before on Mercedes 300SL in 1954. The same abbreviation chosen for this car suggests the sale's price, established at $12.000 (an amount that will be significantly increased). A few details remind the Medici I and the Hyundai Pony, two prototypes John Z. DeLorean noticed at Italdesign stand at Turin Motor Show in 1974. Those details pushed him to choose Giugiaro to design his new car. When Back to the Future (Robert Zemeckis, 1985) came out in American cinemas in 1985, bringing to the DMC 12 eternal glory, the production of the car stopped because of the financial crisis that the DeLorean, in the meanwhile, moved to Northern Ireland, after only 8700 patterns. Seth MacFarlane's American Dad! Dedicated an entire episode to the DMC12: episode 16, season 4 DeLorean Story-an. Steve discovers Stan has secretly been building his dream car for the last six years, but it is missing one vital part: the gull-wing passenger door. Quotations from Back to the Future aren't missing. Steve locates the missing part via Craiglist, and he and his dad set out for Albuquerque. Source: www.italdesign.it Images: ItalDesign; Andre LE ROUX; www.conceptcars.it www.carculture.com Pictured Above: 1976 DeLorean Safety Vehicle Prototype (ItalDesign) Pictured Above: 1976 DeLorean Safety Vehicle Prototype (ItalDesign) Pictured Above: 1981-1983 DeLorean DMC 12 (ItalDesign) Pictured Above: A gold-plated 1981 De Lorean offered for sale by American Express for Christmas 1980. Only two were built.

The Colani 2CV Experimental III had original ball wheels on the front axle to facilitate maneuvering in all directions. Source and Images: Colani Design

Exposition “Futurama” of the 50 years of Luigi Colani 2 cv Conception Luigi Colani, research in aerodynamic body shape was inspired by "aquatic dragons". The Colani 2CV Experimental II had a drag coefficient of Cx=0.19. Source: bubblemania.fr Images: Colani Design

Fuel economy world record set by the Colani 2CV (based on the French Citroën 2CV, 1.7 liters for 100 km with the original 2CV engine and chassis. In 1981, Colani released a car with record efficiency: Colani 2CV consumed only 1.7 liters of fuel per 100 kilometers! An outstanding budget was not required: the standard chassis of the Citroen 2CV small car was taken as the basis, and a standard gasoline engine was located under the prototype's hood. Improvements were reduced to creating the original wing-type body and replacing standard tires with Goodyear tires with low rolling resistance. Source: motor.ru Images: Colani Design

The Citroën Xenia was a concept car built in 1981 by Coggiola. The fashion in the early eighties was for motor manufacturers to display scale models of concept cars rather than vehicles that could be driven, and Citroën was no exception. Trevor Fiore was responsible for the "break monocorps" Xenia. Fiore envisaged it as a GT for the year 2000; the concept was not developed any further. Throughout the eighties, Citroën turned down the idea of a single volume car, notwithstanding the success enjoyed by the Renault Espace. Indeed, PSA turned down the idea when Matra first showed them the idea, based on a BX platform. The four-passenger Xenia was designed for the American market. The Xenia was also safely-designed with clean lines and loads of glass, with a straight body line set over the car's 168-inch length and 40-inch height. At the rear, the taillights were placed very low on the rear bumper, under the large glass hatch incorporating the car's name in large letters. The windshield was extended down onto the cowl line for increased visibility. Also continuing this theme were side windows continuing downward. Solar battery cells at the windshield base produced energy for the entertainment system and comfort features when the car wasn't running. All four pear-shaped seats were divided by a central transmission tunnel. All instruments were only visible to the driver due to curved control panels behind the steering wheel and concealed the information from all passengers. Radio and ventilation controls were placed on the central transmission tunnel between the two front seas. The flat dashboard allowed items to be placed neatly. The steering wheel also sat in front of various square buttons in a telephone-like arrangement, controlling the car's entertainment center and vital functions. Rear occupants used the entertainment center, which included a video game system at the end of the transmission tunnel, an intercom, and a telephone. Source: Citroën Xenia | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Citro%C3%ABn_Xenia Images: Concept Car Central; Mario Buonocunto Concept Cars Page

When the well-known Swiss car magazine "Automobil Revue" celebrated its 75th anniversary in 1980, Sergio Pininfarina, who had a very good relationship with the publishers, decided to make a special birthday present. He thought of a concept car that was a fully functional and driveable Coupé. When he wandered the 1980 Geneva Auto Show and saw the newly introduced Audi Quattro, he knew that this car should yield the base for his car. Luckily, Audi was quite happy to help and provided a complete (not counting the missing body ;) Urquattro in the summer of 1980. Audi always had an eye on the project during the conversion, but everything worked out fine. Pininfarina built a completely new body on top of the unchanged Quattro base. The body was tested in the wind tunnel and had a cD of 0,45. Despite being some 30 cm shorter than the Quattro, the Quartz, as this show car was called, had some room in the rear and even a trunk/boot. Air intake is between the headlights in the body "groove." The outlet is behind the front fenders, also in the groove. Instead of the headlights of the drawings, small 75mm DE lights were used, a novum for the time. Using Carbonfiber and sandwich construction, the Quartz was 90kg lighter than the Quattro. Although the dashboard was thoroughly redesigned, the interior shows a modern design and is fully functional, as all the Quattro gauges were taken over. A special gag is the exhaust tip! The Quartz was engineered to full drivability and later was purchased by Audi. It was presented at the 1981 Geneva Motor Show. When in 1986, the "Automobil Revue" went testing the performance, they got a top speed of 217km/h (136mph) and a 0 to 62mph time of 7.1s. Engine & performance: Type: Audi Quattro, Turbo Capacity: 2144 cc Power: 200 hp @ 5500 rpm Torque: 285 Nm @ 3500 rpm Drive: 4WD Top speed: 217 km/h Dimensions: Length: 4135 mm Width: 1765 mm Height: 1265 mm Wheelbase: 2525 mm Weight: 1315 kg Source: www.audistory.24max.de Images: Pininfarina; Audi; www.audi4ever.at, www.audistory.24max.de

One of the first concept cars ever from Audi was the fuel efficiency car "Auto 2000," which already had many styling and construction elements of the Audi 100 Type44. Source: www.audistory.24max.de Images: www.audistory.24max.de

This one-of-one custom AMX, based on the Spirit, featured a turbocharged & fuel-injected inline 6, producing 450 HP. The AMX Turbo made its debut as the official pace car for the Milwaukee 150 on June 7th, 1981. This exclusive, one-of-a-kind AMX Turbo appeared throughout the US in 1981 as one of the five official pace cars for this 14 race series. This AMX Turbo was the pace car built for AMC and later personally owned by AMC Vice President of Design Richard Teague. PPG Industries funded all five 1981 pace cars to help create one pace car for each major American car company to develop a concept vehicle based on existing production models of that time. Autodynamics or Troy, Michigan, completed the transformation. Based on the Spirit, this custom fiberglass-bodied AMX featured wider fenders, a one-off front, rear facia, large spoiler, and wrap-around rear glass. Under the louvered hood sat a 258 cu-in inline 6, producing 450 HP using a turbocharger setup by Turbo-Systems Inc., making 18 psi of boost and Porsche fuel injection. It featured a unique ram air induction system designed into the rear quarter panel. It rides on 16″ Gotti 75Ba wheels wrapped in Goodyear Eagle GT tires. This card measures 164 inches long and 72 inches wide, with a wheelbase of 96 inches. Privately owned in Florida, the AMC AMX went up for auction on eBay in 2013 but did not meet reserve, despite the bids reaching $34.5k. It was re-listed but received fewer bids the second time around. It had only 4,069 miles at that time. 2021 Update: The car has been again listed for sale for $69,988. The odometer now shows 5,286miles. Source: Custom 1981 AMC Spirit AMX Turbo Pace Car | eBay Find .... https://www.reddit.com/r/amc/comments/26jjif/custom_1981_amc_spirit_amx_turbo_pace_car_ebay/ Images: ppgpacecars.com

The 3000ME (or ME3000), as it was called, utilized a 138 horsepower 3-liter Ford V6, transversely mounted in an independently sprung chassis. Production did not begin, however, until 1979, when the early Seventies design was becoming dated. It could have been much different had AC adopted the styling proposed by Ford's Turin, Italy-based Ghia Operations in the AC Ghia concept offered here. This sleek concept is tight, spare, compact, and purposeful. Its gracefully rounded wedge-shaped profile is timely without going over the top, flowing smoothly from the integrated front air dam to the rear deck spoiler. The windshield seems to grow almost seamlessly from the nose while buttresses continue the roofline to the deck lid behind the vertical rear window. A practical proposal, Ghia's AC concept appears to utilize the 3000 ME platform with no visible functional changes. The AC Ghia concept is amazingly compact, less than 121/2 feet long, only 3 feet 10 inches high, and under 5 feet wide, yet it has a comfortable interior upholstered and trimmed in black cloth. Configured in the right-hand drive for the UK market where the 3000 ME was sold, the AC Ghia concept has 2-piece alloy wheels with 225/50VR-15 Pirelli P7 tires, definitely the hot ticket for performance cars 1982. The rear wheels have a deep offset which accentuates the AC Ghia's powerful stance. Driving lights are integrated into the front air dam. The traditional curved AC emblem adorns the wheel center caps and the center of the leather-rimmed 3-spoke steering wheel. The windows in the AC Ghia concept are plexiglass, and the original paint is sound but shows its age. The rear deck and engine cover are scratched. However, the interior appears to be in good original condition. The body is constructed in metal, and the AC Ghia concept's fit, finish, and function demonstrates the artistry of the craftsmen at Ghia. AC owed much of its success in the Fifties to the timeless Italian styling of its barchetta-style Ace. It is not hard to imagine that the AC Ghia concept might have contributed to success for the 3000 ME platform thirty years later. This is a tight, sculptured form that still, after another twenty years, looks timely among today's crop of small mid-engined sports cars. Source: 1981 AC ME3000 (Ghia). https://www.acownersclub.co.uk/forum/index.php?topic=990.0 Images: Concept Car Central; 7car.tw; community.webshots.com/user/paulnh1

Heuliez traveled to the 1982 Paris Motor Show to display a convertible version of the Renault Fuego Turbo. The car was the latest in a long line of Heuliez-built concepts that showcase the studio's know-how in manufacturing bespoke versions of existing vehicles. Building the Fuego Turbo Convertible was considerably more difficult than merely chopping off the roof and sanding the rough edges. The car was fully intended to enter regular production. The car was primarily designed with the United States market in mind. After the conversion process was done and fitted with U.S.-specific parts such as headlights, bumpers, and side marker lamps, it was shipped to the AMC factory in Kenosha, Wisconsin. The Fuego Turbo Convertible was undeniably positioned higher up on the market than its coupe counterpart. The plastic trim that ran down both sides was painted white to blend in and create a crisp, clean look, and it was fitted with premium-looking alloy wheels. After a brief stint in Kenosha, the ragtop was shipped back to France in time for the press days of the 1982 Paris Motor Show. The upmarket treatment continued inside with a power-operated soft top controlled by a switch on the center console and tan leather upholstery on the seats, the door panels, the dashboard, the center console, and the steering wheel. Upholstery and carpet aside, the interior was standard Fuego Turbo fare. Heuliez did not make any modifications under the Fuego's hood, meaning the model was powered by the same 107-horsepower turbocharged 1.6-liter four-cylinder found in the bay of its fixed-roof counterpart. The turbo-four made 25 ponies less than its European-spec counterpart, but both were linked to a five-speed manual transmission that spun the front wheels. The Fuego Turbo Convertible was well-received when it debuted in Paris. Renault briefly considered sub-contracting the manufacturing process to Heuliez and adding the car to its catalog as a regular-production model. Those plans were short-lived as Fuego's disappointing sales figures convinced Renault to can the project and allocate its resources to more lucrative projects. The Fuego was sent back to Heuliez's headquarters in Cerizay, France, and stored in a heated warehouse next to an armada of other prototypes that met similar fates. These included a Simca VF2-based Talbot Wind, a Citroën M35, a compact commercial van based on the Simca 1100, and a stunning Simca 1501 coupe. In 2012, Heuliez decided to auction off 41 unique prototypes from its private collection as a last-ditch effort to avoid filing for bankruptcy after spending over a decade in dire financial straits. The Fuego Turbo Convertible was offered with no reserve at an auction on July 7th, 2012, during the popular Le Mans Classic event. According to the listing, the topless Fuego was sold without a title, but it was billed as a running and driving car that had recently undergone exhaust and fuel delivery work. The alloy wheels mounted on the car when it bowed in Paris three decades earlier were long gone replaced by standard Renault 9/11-sourced steel wheels (not pictured). The auction's organizers expected the Fuego to sell for anywhere between €15,000 and €25,000, but it found a new home for €10,722, including all fees and taxes. The new owner's identity was not disclosed, but the car is believed to reside in a private collection. Source: A look at the Heuliez-built Renault Fuego Turbo .... https://ranwhenparked.net/2013/12/26/a-look-at-the-heuliez-built-renault-fuego-turbo-convertible/ Images: oldconceptcars

The Lamborghini LMA002 (Lamborghini Mimran Anteriore 002; Lamborghini, Mimran, front-engined 002 was a prototype offroad vehicle designed and built by Lamborghini while the then 26-year-old Patrick Mimran headed the company. It was a follow-up to the LM001 and was first presented at the 1982 Geneva Auto Show. Finally, seeing the problems with their initial designs (the Cheetah and the LM001), Lamborghini decided to move the engine to the front. This required a redesign of the entire chassis. This was also the first time the V12 engine from the Countach was used in an offroad vehicle, producing 332 bhp (248 kW; 337 PS) and 314 lb-ft (426 N⋅m) of torque, significantly more power than its predecessors. The redesign used a tubular steel spaceframe and increased the overall weight by about 500 kg to 2,600 kg (5,732 lb). Moving the engine also freed up a large amount of space in the rear, which allowed for enough room to fit six more passengers, for a total of 11 occupants. The increased weight required a suspension redesign and the addition of power steering. Five-speed transmission with a hydraulic clutch was used. Also, the four-wheel-drive capabilities could be turned off for the first time, allowing the vehicle to become only rear-wheel-drive when desired. The front differential provided a maximum lock of 25 percent, while the rear and center ones could lock up to 75 percent. The center differential could also be fully locked mechanically for the severest off-roading. The body panels were all very straight and flat to facilitate the addition of armor plating, and the entire roof and doors could be removed. At the time, it was reported that the LMA had won a competition for a Saudi military contract for between 500 and 1000 cars, with Lamborghini increasing its staffing levels by thirty percent in anticipation. This order did not materialize, and only the single LMA002 would be produced. However, after many alterations and adjustments, the design entered series production as the LM002. Source: Lamborghini LMA002 - Wikipedia. https://en.wikipedia.org/wiki/Lamborghini_LMA002 Images: oldconceptcars

The Volkswagen Student is a concept car built in 1982. Aptly named the Student was Volkswagen's second attempt at a sub Golf budget city car. Powered by the Polo's 1.1-liter engine and drivetrain, this little car was shown off to the press, but the idea was never realized. The car was first unveiled at the 1983 Frankfurt Motor Show. Source: Volkswagen Student | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Volkswagen_Student Images: Mario Buonocunto Concept Cars Page; www.volkswagen-classic.de

The Super Twelve was unveiled at the 1982 Geneva Motor Show. Until then, Franco Sbarro was best known for his BMW 328 replica and some very original vehicles: the Stash Coupé, the all-wheel-drive WindHound, and WindHawk. All Sbarro's cars were big. In stark contrast, the Super Twelve is a supermini, the smallest supercar made in the eighties. Twelve cylinders were developing 240 BHP in 3.1 meters of polyester weighing-in at 800 kg—a concentrated sports machine. The Super Twelve is roughly the same size as the Austin Mini except for its width. At 1.75 m, a shameless 35 cm wider than the Mini! The geometric front blends into a bulbous rear resulting in an aggressive stance reinforced by Andréini's paintwork. The large lateral air intakes, seen two years later on Ferrari's Testarossa, indicate a mid-engined machine. The car rolls on Gotti alloys (15 in front, 16 in rear) and with Pirelli P7 rubber. The grille is typical eighties Sbarro design. The body-colored tail lights are integrated into the smooth rear shape, broken by four exhausts and an aluminum skid plate punctuated by ten large holes. The passenger compartment is upholstered in beige leather with a large center console separating two Recaro seats and harnesses. A luxury audio system is built into the roof, and there is an onboard computer within reach of the passenger. The rear window pane or hatch has no frame like the Citroën AX. Once opened, the leather engine cover can be removed, revealing a 12 cylinder in-line transverse-mounted motor. This unusual power plant comprises two six-cylinder 1300 cc Kawasaki motorcycle engines. Each retains its own five speed gearbox and a special linkage system allows the boxes to be operated synchronously with a single gear lever. Each engine drives only one wheel and is connected to the other engine by v-belts, which minimizes engine speed variations. The car can be run on one engine in case of mechanical difficulties. There is 240 BHP on tap for this 800 kg vehicle. This gives weight to power ratio of just 3.3 kg/BHP (4.3 kg/BHP for its contemporary, the Lamborghini Countach LP500!). The acceleration is excellent, 0 to 62 mph in 5 s. but has been achieved at the expense of top speed, which is nevertheless 125 mph. Sbarro only built one Super Twelve. Its special engine makes it a ferocious car and a handful to drive. That's why Sbarro built another version with a more conventional engine. It was called the Super Eight and was introduced at the 1984 Geneva Motor Show. Features: engine: 12 cylinder in-line (two Kawasaki 6 cylinder) configuration: transverse mid-engined displacement: 2600 cc power: 240 - 250 BHP @ 8000 rpm transmission: rear-wheel drive (chain) gearbox: 2 manual 5-speed (1 per engine) weight: 800 kg brakes: 4 discs dimensions: length 3,15 m ; width 1,75 m ; height 1,30 m ; wheelbase 2,20 m tires: 195/50 x 15 front ; 235/50 x 16 rear top speed: 125 mph ( 200 km/h) 0-62 mph: 5,0 seconds Source: Sbarro Super Twelve, 1981. http://sbarro.phcalvet.fr/voitures/SuperTwelve/supertwelvegb.html Images: Espera Sbarro