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The Ghia Brezza concept is a shining example of the talents of Ghia's artisans and the practicality with which they and Ghia's designers approach their work. Unlike its contemporary Ghia Barchetta, Ghia Brezza is a mid-engined concept created from front-engined components. It was the cover feature of the July 1982 Road & Track magazine article written by Doug Nye. Nye quotes Ghia Managing Director Filippo Sapino extensively, and it's fitting to let Sapino; also Brezza's designer, speak for himself: - "We had made the AC Ghia to explore solutions to the mid-engine coupe arrangement with Ford power. But that was not a real Ford. We took two [Escort] EXPs, chopped one-off at three-quarter length, just ahead of the back axle, and the other just behind the front wheels, forward of the front bulkhead. We fitted the short engine front-end unit at the back of the three-quarter-length chassis pad [and] removed the engine from the three-quarter length chassis. In that way, we created a driveable car, though it was not properly engineered." The Ghia Brezza concept's body is gently rounded with a low and smoothly sloping nose that takes advantage of the engine's relocation behind the seats to penetrate the air with as little disruption as possible. Headlights retract, and the marker lights are flush with the body corners. The nose flows smoothly into a steeply raked windshield. Side windows are nearly flush with the door frames to smooth airflow over the Ghia Brezza concept's sides. The rocker panels curve under, then flow down to rear-wheel skirts, which nearly fully enclose the wheels. The radiator is in the front, with an under-car vent for air after it passes through the radiator. A belly pan partially covers the chassis itself to smooth airflow. One of the Ghia Brezza concept's distinctive features are the two rows of gills, a larger set in the rear fender just behind the wheels, which provide fresh, cool air to the engine, and a smaller set located above them in the C-pillar. The roofline extends to the tail via a pair of buttresses, each containing a quarter window for the driver's visibility. The rear window is nearly vertical between the buttresses, and the engine cover is flat. Ghia's craftsmen make some of the prettiest vents in the business. Ghia extrapolated an impressive drag coefficient of .30 from 3/s-scale model wind tunnel testing. In his book "Ghia," David Burgess-Wise recounts his experience testing Ghia Brezza in Turin before its announcement at the Turin Motor Show. Stopping to take some photos, Ghia Brezza immediately distracted a crown of Torinese boys from their football game. Their comment? "Oh, bella! Che bella machina!" As offered, Ghia Brezza has no engine or transmission. Its overall condition is fair, especially considering its age. The exterior paint is generally good but has some not unexpected chips and scratches. There are some paint fisheyes on the nose, and the left headlight cover doesn't retract flush with the bodywork. The interior is presentable, but again beginning to show its age a little, the bright red cloth-covered Ghia designed adjustable seats are very comfortable. Ghia Brezza rides on cast alloy wheels with 195 60R 14 Goodyear Eagle GT tires. Very few concepts are significant enough to become cover stories in American enthusiast magazines, even fewer attain the standards of Road& Track. Ghia Brezza is highly significant for the recognition which it received. The creativity of its design and the caliber of its bodywork, interior, and finish set it even further apart. www.scottgrundfor.com Images: Ford; Concept Car Central; Mario Buonocunto Concept Cars Page; www.carculture.com; www.scottgrundfor.com

Debuting at the 1982 Detroit Auto Show and continuing its tour in Chicago, the Ford Alternative Fuel Vehicle was a highly aerodynamic two-door concept designed by Ghia-or whatever was left of Ghia after being reduced to a trim level after Ford took over the company in 1970. The AFV was powered by a highly modified version of the European Ford Escort's 1.6-liter four-cylinder engine. It could run on natural gas, methane, ethanol, alcohol, and conventional gasoline. A later development even promised to add diesel to acceptable fuels. Yet it's not like Ford was about to put anything like that into production, according to a passage from the academic textbook Progress in Biomass Conversion, published when the AFV concept was new: Ford Motor Co. plays a leading role in developing alternative fuel vehicles for maximum operational flexibility. The AFV concept car introduced at the Detroit Auto Show in January 1982 has been designed to operate on compressed natural gas, with provisions for conversion to liquified propane, alcohol, or diesel fuel. The current Ford engineering and marketing thrust is toward alternative single fuel vehicles, rather than multi-fuel vehicles, because of the performance and operational compromise associated with instantaneous multi-fuel capability. Source: This 1982 Ford Concept Is The Perfect Car For the Zombie .... https://news.yahoo.com/1982-ford-concept-perfect-car-172437849.html Images: Ford; Alden Jewell Collection

Extensive aerodynamic engineering went into this concept, and they topped it off with gullwing doors. This car was used as a pace car for the 1981 & 1982 PPG Indy Car World Series. The car was originally painted silver and red but was later changed to silver and blue. The aerodynamic work included a new slanted front end with flush headlight covers, a lower air dam, a wider body, rear wing, and flush-mounted windows. The interior is cleanly detailed to a racing trim featuring competition harnesses over Recaro seats, aircraft-style VDO gauges, black anodized aluminum door panels, an onboard fire system, and a full roll cage. Power is supplied by a blueprinted turbo-charged version of the 2.2, and the suspension is reworked with wider track front and rear, special sway bars, springs, shocks, improved braking, and three-piece wheels. With just 1118 miles, it was purchased from the Harrah Collection by a private party. It’s now in the Klairmont Kollection in Chicago, Il. Source: Chrysler, Plymouth, and Dodge Pace Cars | Allpar Forums. https://www.allpar.com/threads/chrysler-plymouth-and-dodge-pace-cars.237483/ Images: Dodge

Angular shaping remained a strong design theme in the Citroën BX which was manufactured from 1982 until 1993. It was designed by Marcello Gandini, best known for the Lamborghini Countach. Partly inspired by the Volvo Tundra; designed by fellow Citroën contributor Flaminio Bertoni, Gandini's bold lines on this large hatchback proved that, like Bertoni's Traction Avant from the 1930s, family cars needn't be boring. Source: 1982 Citroen BX (Bertone) - Milestones. https://www.carstyling.ru/en/car/1982_citroen_bx/ Images: CITROEN

The Stealth front-wheel drive concept car was a sneak peek at Chrysler’s long talked about sports car planned for late 1983, early 1984. Based on the Plymouth TC3 L-body platform, the power was supplied by an experimental turbocharged 2.2-liter four-cylinder teamed with a prototype five-speed manual. Notable styling touches included flush window glass, push-out side windows and retractable headlights. It was presented at the 1983 Chicago Auto Show. Source: Concept Vehicle - Concept Car History | Chicago Auto Show. https://www.chicagoautoshow.com/concepts/vehicle/1982/chrysler/stealth/ Images: www.chicagoautoshow.com; Chrysler Corporation

Little is known about this rare 1983 Mazda Prototype. Context to the RX-7 development is here: Chief Project Engineer Akio Uchiyama had traveled to the United States to become better acquainted with the RX-7's largest market demands. His interviews and the comments and suggestions received from the owners and prospective owners influenced the design of the second series of the RX-7. By June 1981 the project was started. Akio Uchiyama chose the name P747 to represent this task. Various designs were created, each targeting different markets. The designs were labeled 'Realistic Sports Car,' 'Technologically Advanced Sports Car,' and a 'Civilised Sports Car.' The designs ranged from a hard-core sports car to designs that offered plush amenities and hints at its sporty roots. The price of these potential cars was estimated to fall between $9000 through $13000, depending on the design chosen. There were around twenty designs created, each representing different ideas of the next generation RX7. Two designs were chosen as 'favorites .' Full-size clay models were developed and shown to consumers. By February of 1983, a design was chosen. Takashi Ono was tasked with designing and building the exterior of the vehicle. Most of the demands made by Ono were carried through, but a few needed to be redesigned based on consumer reaction and to accommodate mechanical components. The resulting prototypes achieved a 0.29 CD of aerodynamic efficiency. This was the result of a low hood and a 63.5-degree angle windshield. Jiro Maebayshi was tasked with designing the suspension. The resulting mechanics were borrowed from a truck suspension created by Takao Kijima. The front and rear suspension were independent, with the front incorporating McPherson struts. Four-wheel steering was experimented with to make the car more maneuverable, but unfortunately, the results were not promising. Instead, a system was adopted that allowed a small degree of rear steer to be created by the rear suspension during cornering. The rear wheels would steer in the same direction as the front, increasing stability at high speeds. At low speeds, the rear wheels would steer in the opposite direction of the front wheels. The system was dubbed the 'Dynamic Tracking System Suspension' and 'Triaxial Floating Hub.' The system did increase the noise to compensate for the final drive system, and the rear suspension was mounted separately on the rear subframe. Rubber bushings were used to reduce the noise caused by the subframe and the chassis. The rack-and-pinion steering and the updated suspension addressed the major pitfall of the first-generation RX-7. The second generation came with options, such as brake sizes and wheels. Standard was 9.8 inch ventilated disc brakes with the 10.3-inch disc with single-piston floating iron calipers offered as optional equipment. The anti-lock braking system was not offered at the introduction of the vehicle but became available later. The RX-7 could be purchased with a five-speed manual or a four-speed automatic transmission. A turbocharger system increased torque by nearly 30 percent. A luxury version was offered outfitted with cruise control, air conditioning, leather seats, power windows, and a security system. The 13B engine had been introduced in the first generation RX-7. It produced 135 horsepower, and 11 extra horsepower was achieved by reshaping the plenum. The plenum was curved again for the P747 to further increase the power. Other modifications included second fuel injection, new rotor apex seal, digitally controlled Bosch L-Jetronic, larger air cleaner, and wider throttle intake and valves. More horsepower and better fuel economy were achieved through these and other efforts, and the engine became more durable. In the end, the engine produced nearly 150 horsepower and 138 foot-pounds of torque. This meant the vehicle could propel from zero to sixty in just eight seconds, and top speed was achieved at nearly 130 mph. The turbocharged 13B version was rated at 182 horsepower and 183 foot-pounds of torque. The fuel economy was nearly identical to the non-turbocharged version, 17 city, and 23 highway. The interior was convenient, ergonomic, and modern. There were orange instrument needles, red lettering, 8000 RPM tachometer, four auxiliary dials for oil pressure, battery charge, fuel level, and coolant temperature. The turbocharged versions had a boost gauge in place of the battery charge. The RX-7 was offered in two-seater and 2+2 configuration, however, the rear seats were small and was best used for luggage rather than transporting extra passengers. After the design and development of the prototype P747 and before official approval to begin mass development, the P747 ran into a problem. The United States would enforce a tax on all vehicles that weighed over 2875 pounds and did not meet a 22 mpg combined city/highway rating. P747 was too heavy and did not meet the combined gas rating, and nearing the point where the project would be discontinued. Upper management allowed one month to reduce the weight and to improve fuel economy. Every designer and engineer began removing items, replacing others with a lighter material, and searching for ways to reduce the weight. The cast iron wheel hubs were replaced with alloy, and the spare tire jack was replaced with an aluminum unit. The final drive cover was replaced with aluminum, and the suspension arms became forged aluminum. The weight-saving measures continued, and in the end, P747 weighed 2630 pounds, still a hundred pounds more than the first generation RX7. Still, it did include many mechanical and electrical improvements and features. The major downside to using the lightweight material was that it was more expensive than the steel it replaced. The name RX-7 was retained, although many believed that it would have been given the name RX-8, the next logical succession in the Mazda naming convention. Introduced in 1986, it was immediately successful. Sales were strong and higher than any other year for the RX-7. Source: Mazda RX-7 - Model Information | Conceptcarz.com. https://www.conceptcarz.com/vehicle/series.aspx?modelID=1954 Images: oldconceptcars

This concept by Ford is largely a mystery as little context can be found. What is known is that it was based on Ford's Escort and was powered by their 4-cylinder engine. If anything else is known, comment below. Engine & performance: Type: Ford Escort, 4-cylinder Capacity: 1598 cc Source: allcarindex Image: oldconceptcars

This wacky build is a customised 2CV which takes inspiration from the works of Pablo Picasso, in particular Three Musicians and his portrait of Dora Maar (pictured). Saunder’s is a Dorset based car customiser, he presented the Picasso Citroën at the 2007 Goodwood Festival of Speed. Source: carsthatnevermadeitetc.tumblr

The first car from the entire Vision family from Hans-Albert Sender was presented to the public in 1983 at the Frankfurt Motor Show. The model was named Vision 1S. The car was based on Audi Quattro units, had a five-cylinder in-line engine with a volume of 2144 cc, which produced 230 horsepower and ... all-wheel drive. From zero to the first hundred, the car accelerated in 5.5 seconds. The body, as you might guess, was made of polymer materials. Source: Zender Images: Zender; Andre LE ROUX

LCP 2000 stands for "Light Component Project 2000". Volvo researched different directions and in 1983 published its LCP 2000 project (Light Component Project 2000 - "Project for the use of light materials 2000"), within which several cars with different engines were created. They were tested with different types of fuel. Front-wheel drive cars were made primarily from lightweight materials such as aluminum, magnesium, and various types of plastics. Various turbocharged diesel engines were used as power plants, although one was designed to run on rapeseed oil. Suspension, steering, brakes, and electrical systems were made most modern. Engine & performance: Type: Volvo/Ricardo, 3-cylinder, turbo-diesel | Elko, 3-cylinder, turbo-diesel | Volvo/Renault, 4-cylinder Capacity: 1269 cc | 1387 cc | 1397 cc Power: 53 hp @ 4300 rpm | 88 hp @ 4500 rpm | 70 hp @ 5500 rpm Torque: 94 Nm @ 3400 rpm | 165 Nm @ 3000 rpm | 108 Nm @ 2500 rpm Top speed: 185 km/h (Elko) Dimensions: Length: 3980 mm Width: 1650 mm Height: 1300 mm Wheelbase: 2540 mm Source: Sergey Pribytkov - www.carseller.ru Images: Volvo Car Corporation.

Toyota TAC3 was an active commuter for three passengers with the driver's seat in the front center. Shown at the 1983 Tokyo Motor Show. A light 4WD, three-seater vehicle for the youth market. The driver had a seat-mounted centrally in the front. The passengers sat in 2 side by side seats in the rear. The front windscreen came in a tall version and a short sports version. It also came with a small two-wheel trailer with the same styling. The trailer could hold an additional four spare wheels above the towing arm. Engine & performance: Position: front Type: 4-cylinder Capacity: 1.5-liter Drive: 4WD Dimensions: Length: 3260 mm Width: 1660 mm Height: 1600 mm Wheelbase: 2100 mm Source/Images: Stepho's Toyota Site

The 1983 Toyota MR2 prototype was a part of the first generation of Toyota’s mid-engined sports car. Presented the same year was the SV-3 concept. Both concepts were exploring mid-engined designs. Source: Toyota

With minor changes, it was put into production as the Toyota MR2. The SV-3 is a two-seat personal car with a midship-mounted four-cylinder engine for stable cornering and road holding. It was presented at the 1983 Tokyo Motor Show. Engine & performance: Type: 4-cylinder, 16-valve Capacity: 1.6-liter Source: Popular Science (Apr 1984) Images: Stepho’s Toyota Site; 2000gt.net

The 1983 Toyota Palette (Y-1 First Young Project) was designed by "Studio Argo." In 1983, a new project team was organized by Toyota as part of the Tokyo office. "Studio Argo," set up to develop a youth hit car, was itself a team of young professionals with an average age of 28.2 years. The first project, "Palette" (Y-1), was a clean trial for the new studio. The second concept (Y-2) was shown at the Tokyo Motor Show in 1987 under "AXV-II." The third (Y-3), in 1990, turned into a serial Toyota Sera. Source: clearblue3.sakura.ne.jp Images: Toyota

The FX-1 is a concept car by Toyota. It was first shown at the 1983 Tokyo Motor Show and the Geneva Motor Show in March 1984. It showcased new technologies in driver controls, engine, suspension, materials, and aerodynamics. Colour CRTs were used in the dash to display speed, rpm, fuel, temperature, etc. It used an enhanced prototype form of the 1G-GEU engine called the LASREα-X, a 1,988 cc EFI twin-cam 24-valve inline-six engine equipped with dual turbochargers and intercooler, computer-controlled valve timing, variable displacement, and induction.[1] The variable displacement system shut down half the engine at low speeds to conserve fuel. The system never went into production[2][3], but a simplified version later appeared as the 1G-GTE, slightly modified for production and without the variable cam timing and variable displacement. The FX-1's engine also featured computer-controlled distributorless ignition in search of reducing maintenance.[4] The transmission was via a four-speed automatic ECT (Electronically Controlled Transmission) overdrive. It used a pneumatic suspension combined with TEMS electronic damping control. The pneumatic suspension automatically raised and lowered the front and rear of the car separately for maximum stability. TEMS was also used on the Supra and the Soarer (2 stage) and the highest spec Crown (3 stage). Many exotic materials were used, including Fibre Reinforced Metal (body panels) and Shape Memory Effect Alloy (body panels), and Ceramics (brake rotors). The body had a very low drag coefficient of Cd=0.25. Stability could be increased via aerodynamics by individually lowering the front and rear suspension according to road speed. The front was lowered two steps at high speed, and the rear was lowered one step. Source: Toyota FX-1 - Wikipedia. https://en.wikipedia.org/wiki/Toyota_FX-1 Images: Concept Car Central; Stepho’s Toyota Site; www.2000gt.net; www.chicagoautoshow.com

A research and development study into the future of small sub-compact cars. The vehicle delivers 88.6 miles per gallon and has a drag coefficient of .22. In 1980, the French Ministry of Industry, realizing that hydrocarbons would only become more expensive over the years, offered the country's leading automakers a competition for the most economical car. Under the terms of the competition, gasoline consumption in the combined cycle should not exceed 3 liters per 100 kilometers. The genius of aerodynamics, Gaston Giuchet, who headed the design department of Renault, seemed interested in the task. Before 1984, two first-generation VESTA prototypes were built , but their performance was not so impressive. A year later, the prototype EVE (Economy Vehicle Elements) based on the Renault 18 appeared, and later its improved version EVE +. But Jushe understood that you need well-thought-out aerodynamics and reduced weight to achieve maximum fuel efficiency. Thus began work on the machine, which was introduced in 1987 under VESTA II. Engine & performance: Type: 3-cylinder Capacity: 716 cc Power: 32.5 hp @ 4250 rpm Torque: 60 Nm @ 2500 rpm Dimensions: Length: 3270 mm Width: 1520 mm Wheelbase: 2225 mm Source: motor.ru Pictures: Renault; club.caradisiac.com/tatraplan/

Presented at Geneva Motor Show in 1983, it marks the beginning of the cooperation with Règie Renault, which will take to the production, in 1986, of the Renault 21. Gabbiano takes the moves by studying a sport Coupé that offers an internal compartment for four real seats. The door opening inspires the name. Usually, four seats coupé have very long doors that need much room to be opened, permitting the entrance in two separate moments: back seats first and then front seats. Here, only a seagull door allows a contemporary front and back seats entrance. For the first time on the Gabbiano, you can see the glass windows that completely wrap up the compartment, and this characteristic will be reproduced in many following prototypes. Source: www.italdesign.it Images: ItalDesign

At the 1983 IAA, Opel presented the Junior concept car. It was even shorter than the first generation Corsa that had just been launched one year earlier. In retrospect, the Junior can be considered the forerunner of the current individualization champion and chic urban subcompact ADAM. The Junior focused on enabling new customers – especially young people, women, and inhabitants of growing urban areas – to access individual and affordable mobility. The compact 3-door Junior set new aerodynamic standards. The slanted nose and flush details like the recessed windshield wiper under an aerodynamic fairing helped deliver a drag coefficient of 0.31. The Junior promised great fuel efficiency, combined with a traverse-mounted 1.2-liter engine, a lightweight, compact link rear suspension, and a curb weight of only 650 kilograms. The Junior concept inspired the shape of the second Corsa generation. The design is very round and clean, with only a horizontal split line between the yellow body and the raw plastic lower body. The rear is as simple as the rest, with only four horizontal bars for the tail lamps. The Junior also displayed the variability we have come to associate with the brand: The roof could be exchanged for a glass roof or convertible top. The interior was funky, fresh, and functional. It offered a range of clever ideas from easily exchangeable instruments and a visionary navigation system to seat covers that could be transformed into sleeping bags and a removable radio cassette player and speakers for camping or a picnic. The straight dashboard was topped with uniform square modules that could be plugged in and out. Therefore giving the driver the flexibility of choosing their own layout and allowing equipment upgrades over time. Source: www.opel.com Images: Opel; www.carmarket.ru; JOHN LLOYD Collection

While Nissan sales departments were busily shipping out N12’s, they were looking to the future and wanted a radical new design for the upcoming NX/EXA series. Chief designer Thomas Semple, the then president of Nissan Design America, took charge of this new and ambitious project. Semple was renown for the Pulsar EXA/NX, the NX Coupe, and even the current 350Z. What started as rough sketches quickly evolved into a drivable vehicle for the 21st century. The NX-21 was to sport a more aerodynamic design complete with the now trademark slotted exa rear lights, gullwing doors, a modern interior with all the fancy electronics the ’80s had to offer (including no rear vision mirror but a projector screen instead, a voice warning system, a smarter engine management system called ECCS), coupled with a powerful new ceramic gas turbine engine driving the RR (Rear engine/Rear drive) layout. The power output was rated at 100 hp. The fuel efficiency was better than most modern diesels at the time and could take various forms of fuel (including kerosine, light oil, and alcohol). This car would be presented at both the 1983 Tokyo Motor Show and the 1984 Paris Motor Show. Engine & performance: Type: gas turbine engine Power: 100 hp Dimensions: Length: 4520 mm Width: 1790 mm Height: 1280 mm Wheelbase: 2985 mm Weight: 950 kg Source: www.nissanexa.com Images: Nissan; Concept Car Central

The NRV-II concept came with LCD Digital and Graphic instrumentation, radar automated cruise control, Anti-lock/Anti-skid brakes, and various fibre-optic controls and automatic functions. The power plant was a 1.3L turbo producing 120hp on methanol. It was presented at the 1983 Tokyo Motor Show. Source: www.conceptnissan.com Images: Nissan; Concept Car Central