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Another Ghia-designed Ford van concept, the APV, hit the auto-show circuit for 1984, the Chrysler vans debuted. Also seen in 1984, the Ford-designed Aerostar Concept was also seen, which closely approximated the general look of the production vehicle of the same name. As a predictor of the minivan, the Aerovan preceded Chrysler’s Dodge Caravan/Plymouth Voyager duo by two years and the Ford Aerostar by four years. Engine & performance: Position: front Type: Ford Escort Capacity: 1.6-liter Dimensions: Length: 4090 mm Width: 1675 mm Height: 1690 mm Wheelbase: 2405 mm Weight: 1088 kg Source: blog.consumerguide; allcarindex Images: Ford

The sleek, aerodynamic Aerostar concept vehicle is a sneak preview of Ford's new mini-van, due out in 1985. Production Aerostar vans will closely resemble the concept vehicle, but they differ in details, such as grille and headlights. The rear-drive van seats seven and has a one-ton payload. Ford predicts EPA mileage of up to 40 mpg highway. Ford gave mini-van watchers a glimpse of the small van it plans for the 1985 introduction when it recently unveiled the Aerostar concept vehicle. The company confirmed that the new van would be smaller, lighter, more aerodynamic, and more fuel-efficient than Ford's present full-size van. Two versions will be offered: a commercial van and a station wagon type seats seven in a two-two-three arrangement. One of the more interesting chassis details is a rear-drive axle, contrary to how Chrysler and some imports build their small vans. "Front-wheel drive has some drawbacks we wanted to avoid in our small van," says Phil Benton. Ford sales vice-president. "Aerostar is rated to carry a 2,000-pound load inside or to pull a trailer up to 5,000 pounds in weight." Benton also points out the benefits to the driver of having the engine in front (in contrast to some imports): "We think some van buyers like the idea of having an engine ahead of them if there is an accident. Also, the driver and front-seat passengers do not have to climb over the front wheel wells to get into the cab, as in mid-engine [Toyota] and rear-engine [Volkswagen] vans. 'Three engines will be offered: 2.3-liter (140-cu.-in.), four-cylinder, and 2.6-liter (159-cu.-in.) V6 gasoline types and a turbo-diesel four. With a five-speed manual transmission, the four-cylinder gas engine is expected to deliver an EPA fuel economy of 30 mpg in the city and 40 mpg on the highway. A four-speed automatic imported from Germany will be optional. Aerostar is 174.9 inches long, with a 119-inch wheelbase. The long-wheelbase is important for the ride; it prevents pitching when a stiff suspension is set in a short span. That's why Aerostar's rear wheels are set so near the rear of the body. Aerodynamics is stressed in the body shape, though the production Aerostar will be less dramatic in appearance than the concept vehicle. Also, the production vehicle's windows will be recessed slightly and not be completely flush as shown on the concept vehicle. The shaped lens for the headlights will be foregone in favor of conventional rectangular lamps with almost fiat lenses. And look for the production grille to be more open for better engine cooling. Ford will continue to produce its full-size van and sell it alongside the Aerostar. The new van is expected to be priced below the full-size model with that arrangement. Source: Popular Science (Apr 1984) Images: Ford

The 250 GTO is considered the best of the many great Ferraris built. No other model bearing the prancing horse badge combines class, style, and racing pedigree as well as the 250 GTO. Twenty-two years after the first GTO was launched in 1962, Ferrari announced a new model with the legendary GTO badge, the 288 GTO. For the 288 GTO's design, Pininfarina used the contemporary 308 GTB model lines. Subtle changes to the GTB's design gave the GTO a more aggressive overall look. Under the fiberglass and kevlar body panels, very little reminded of the GTB it was styled after. The most noticeable difference between the 308 and the 288 is the engine layout; the V8 in the 308 is mounted transversely, whereas the 288's V8 is mounted longitudinally. The displacement of the 288's engine is slightly smaller, but the addition of two IHI Turbochargers more than makes up for this. The 308's Naturally Aspirated 3-liter engine was good for "only" 240bhp. With a modest 0.8 bar boost, the engine was good for 400bhp. The entire body was made of kevlar, fiberglass, and aluminum, except for the doors, which were made of steel for safety reasons. Lightweight materials were used throughout, many of them only used in Ferrari's F1 contenders. Curb weight was low at 1160 kg, which was 115 kg lighter than the less powerful 308. Like its illustrious name-sake, Ferrari built the 288 for one reason only; to homologate it for racing. The "O" in GTO is taken from the Italian word "Omologato" or homologation in English. GT racing was the perk of the 250, but for the 288, Ferrari had other plans. The hugely popular Group B rally class would be the playing field of the 288. This meant Ferrari had to build a minimum of 200 road-going GTOs to get it homologated. Production commenced right after its 1984 Geneva launch. Ferrari planned a run of 220 cars, but a total of 273 GTOs were built in the end. An evolution version with a hugely revised bodywork was first shown in 1986. This was to be Ferrari's entrant for the Group B events. Under the streamlined body, a more powerful (600 bhp) version of the Turbo V8 was found. Five cars were constructed, but none were ever entered in a rally. After several horrifying accidents, Group B was canceled for 1987, effectively cutting the lives of many great racing cars short, including the 288 GTO. This is not the final chapter of the 288 GTO as its huge influence on Ferrari's 40th-anniversary model must not be forgotten. Launched in 1987, the F40 was styled after the 288 GTO Evoluzione and used a slightly larger version of the Turbocharged V8 engine used in the 288. Today the 288 GTO remains one of the most sought-after "modern" Ferraris. With only 273 288 GTOs produced, it has the smallest production figure of any road-going Ferrari built in 30 years. Many 308 owners have "modified" the appearance to resemble the GTO, a genuine GTO is a rare sight these days. Ferrari could not have chosen a better model to bear the legendary three letters as type indication. Source: 1984 - 1986 Ferrari 288 GTO - Images, Specifications and .... https://ultimatecarpage.com/car/169/Ferrari-288-GTO.html Images: Ferrari S.p.A.

The Dodge M4S is an American high-performance prototype sports coupe originally engineered, designed, and built by Dodge in 1981 as a technology demonstrator vehicle. It was designed by the chief designer of Dodge, Bob Ackerman. The designation M4S denotes "Mid-engine, 4 cylinder, Sport. " The car was intended to be built as a fully engineered running prototype rather than a display piece from its conception. Because it was intended to be used as a pace car, it was designed to reach a top speed of 200 mph (322 km/h). The semi-monocoque race car chassis was ordered from Huffaker of California. Chrysler designed the body and conducted extensive wind tunnel testing to achieve a drag coefficient of .236. Although Chrysler designed the car, actual construction of the vehicle was handled by subcontractors. 3-D Industries of Madison Heights, Michigan, modeled the body and created molds. Special Projects, Inc. of Plymouth, Michigan, cast the body panels, assembled the body and interior, and gave the car its signature "root beer brown" paint color by painting layers of pearl over a black base coat. Specialized Vehicles, Inc., of Troy, Michigan, handled fabrication, final assembly, and maintenance of the completed car. The car was made famous in The Wraith, a 1986 supernatural film. The mid-engined car had a tested and confirmed top speed of 194.8 mph (313.5 km/h) and could go from 0 to 60 mph (97 km/h) in 4.1 seconds, with more than 440 hp (328 kW) under the hood coming from its relatively small displacement of 2.2L 4 cylinder forced induction engine. The car has since gained an enthusiast cult following, prompted by its fame from appearing in The Wraith. Source: Dodge M4S - Wikipedia. https://en.wikipedia.org/wiki/Dodge_M4S Images: Dodge; www.cardomain.com; www.thewraithcar.com

The ECO 2000 Project Prototypes (SA 103, SA 117, SA 109, SL 10) were used to research fuel economy from 1981 to 1984. The Citroën ECO 2000 was much more than just an exercise in styling. Developed from 1981 to 1984, it was used to research economical, low weight, low drag cars intended for the next millenium. Many of the lessons learned were applied to the forthcoming AX. ECO 2000 was part of a 50% French State-funded program to build a car capable of achieving 2 liters per 100 km fuel consumption. Several different scale models were built and tested in a wind tunnel, resulting in a vehicle with a Cd factor 0,22. Three prototypes were built:- SA 103, SA 109, SA 117, and SL 10 - the definitive version. SL 10 weighed 450kg and was powered by a three-cylinder 750 cc engine developed from Fiat’s Fire 1000, developing 35 bhp at 4 750 rpm. The first prototype (SA 103) employed a rear-mounted twin-cylinder engine, but subsequent versions were mounted at the front and front-wheel drive. The suspension was hydropneumatic with electronically controlled, speed-sensitive ride height. Top speed was 140 kph, and overall fuel consumption at 3,5 liters per 100 km missed the target. However, the car managed 2,1 liters per 100 km at 90 kph while covering the standing kilometer in 40 seconds. Source: www.citroenet.org.uk Images: CITROEN Pictured above: The SL 10 Citroen mock-up for the ECO 2000 project. Pictured above: The 1982 Citroen ECO 2000 (SA 103) Pictured above: The 1983 Citroen ECO 2000 (SA 117) Pictured above: The 1984 Citroen ECO 2000 (SL 10) Pictured above: The 1984 Citroen ECO 2000 (SL 109)

The Bertone Ramarro is an Italian concept car designed and built by Bertone and based on the Chevrolet Corvette (C4). It debuted in 1984 at the Los Angeles Auto Show. "Ramarro" comes from the Italian word for "green lizard." The Ramarro uses the chassis from a 1984 C4 Corvette, the same car used to unveil the C4 to the European press at the 1983 Geneva Motor Show. Chevrolet gave Bertone that car to use to build the Ramarro and a port fuel injection V8 engine from the newer 1985 Corvette. The engine remains mostly stock, but the radiator and air conditioning have been moved to the back of the car, taking the place of the spare tire which was moved in front of the engine, to allow Bertone to design the body with a more tapered, sealed off the nose for better airflow and aerodynamics. Air intakes were placed just behind the rear window on both sides to get air into the radiator. The only other mechanical change was the addition of experimental Michelin tires in place of the original Goodyear units. These new tires measure 280/45VR-17 in the rear and 240/45VR-17 in the front. On the outside, the Ramarro also features sliding doors that slide forward towards the car's nose, making them easier to open in tight parking spots versus conventional doors, which had a wide opening span. Many reviewers have compared these and the doors on the 1954 Kaiser Darrin, but the Ramarro's doors are different in that they slide out and forwards, whereas the doors on the Darrin retracted into the front fenders. The interior of the Ramarro retains the Corvette's factory digital instrumentation and emergency brake handle, but most of the original interior has been replaced by custom pieces. The concept features a sculpted single-piece bucket seat that moves as one seat but has a hump in the middle for the center console. The interior was retrimmed in specially patterned green leather that was picked to match the exterior and resemble the color and texture of lizard skin, a nod to the Ramarro name. Finally, the Corvette's original automatic transmission was kept, but the shift lever was replaced by a large rotary dial gear selector in the center console. Nuccio Bertone reportedly started the Ramarro project because it presented a challenge and because most of the cars with Bertone-designed bodies were sold in America. Yet, they featured the name of the automaker first and Bertone second, so Bertone wanted to have a car to show in America which bore the "Bertone" name first and foremost. Bertone originally intended to unveil the car at the Turin Auto Show in the spring of 1984, but the show ended up being rescheduled to a few months later. Since the Ramarro was based on the American Corvette, they decided to unveil it at the 1984 LA Auto Show instead. The Ramarro was well received at the show. Later in 1985 was awarded Auto&Design's Car Design Award for its "bold ideas," which they say gave "the Chevrolet Corvette an entirely new personality." Source: Bertone Ramarro - Wikipedia. https://en.wikipedia.org/wiki/Bertone_Ramarro Images: Carrozzeria Bertone s.p.a.

The Chevrolet Citation IV was a concept car from 1984. Chevrolet introduced its first front-wheel-drive car under the Citation name in 1979 as a 1980 model. Initially, it was a tremendous sales success, but the segment had grown more competitive and crowded with rivals from other countries within a few years. Chevrolet engineers showed off their rendition of what a future Citation IV might be like. Despite the demise of the production Citation, some of the Citation IV concept’s visionary ideas carried over to other production vehicles. However, before delving deep into specifics, please allow me to set the tone so we can better appreciate the decades-old technology. In the early eighties, Chevrolet engineers had estimated that the aerodynamic drag of contemporary cars, traveling at a speed of 50 mph, constituted 50% of the vehicle’s rolling resistance. Despite technological advances, it was almost as if the engineers and designers of that generation had given in to the wind. The Citation IV didn’t show up on the concept scene entirely fresh. It is essentially a functioning clone of one its progenitors. Its roots are arguably grounded in at least three concept cars that preceded it, all released not with Chevrolet bowties but rather the General Motors name. Starting in 1981, the “Aero X” was introduced, followed by the “Aero 2000″ in 1982, and the “Aero 2002″ in 1983. Each of these concepts was a full-sized model but not drivable. Although the Citation IV’s shape is merely hinted at in the four-door Aero X, and the two aren’t likely to be confused, they share certain traits. For example, flush glass and door handles, a grill-less front with under-the-bumper air inlets for engine cooling, and wheels positioned outward, flush with the body panels. Those forward-thinking features and more would be passed along to the Citation IV. Engine & performance: Type: Chevrolet Citation, V6 Capacity: 2838 cc Power: 142 hp @ 5400 rpm Dimensions: Length: 4650 mm Width: 1745 mm Height: 1206 mm Wheelbase: 2609 mm Weight: 1297 mm Source: Chevrolet Citation IV | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Chevrolet_Citation_IV Images: GM; Concept Car Central

The Alfa Romeo Z33 Tempo Libero was unveiled in 1984 by Zagato at the Geneva Motor Show. It was a compact minivan of 4.0 m in length, 1.72 m in width, and 1.60 m in height based on the Alfa Romeo 33. The Alfa Romeo Z33 Tempo Libero by Zagato, presenting innovative forms for the eighties and not in line with the sports history of the Arese brand, was not well received by critics and the press, remaining only a prototype. Source: carrozzieri-italiani Images: Zagato; members.home.nl/jeroen.w

Little is known about the 1985 Oldsmobile FE3-X Calais Concept. The front end resembles the 1985 Oldsmobile FE3-X Firenza Concept (1985). However, the rear doesn't slope like the other concept. Instead, the Calais' rear abruptly stops and leads to a squared-off tail Comment below if anything is known. Images: oldconceptcars

The 1985 Oldsmobile FE3-X Firenza concept was one of a trio of ‘FE3-X’ Oldsmobile concepts, FE3 denoting GM’s sportiest suspension package, other modifications focused on the car’s aerodynamics and chassis. Source: carsthatnevermadeitetc.tumblr

The 1985 Peugeot Vera Profil concept was an aerodynamically optimized Peugeot 309. It was presented at the 1985 Frankfurt Motor Show. Engine & performance: Type: diesel engine with direct injection Capacity: 1769 cc Power: 50 hp @ 4000 rpm Torque: 1000 Nm @ 2250 rpm Top speed: 170 km/h 0-100 km/h: 16.8 s Fuel consumption: 2.7 l / 100 km @ 90 km/h 3.8 l / 100 km @ 120 km 4.8 l / 100 km in city Dimensions: Length: 4190 mm Width: 1640 mm Height: 1285 mm Wheelbase: 2470 mm Weight: 790 kg Source: carsthatnevermadeitetc.tumblr Images: oldconceptcars

The Zender Vision 2 was a concept car built in 1985. At the IAA Frankfurt in 1985, Albert Zender unveiled his second dream car. The Vision 2 had a body designed as a diffuser with a study underbody. It was a global sensation, but unfortunately, the vehicle was built without an engine. Dimensions: Length: 4130 mm Width: 1980 mm Height: 1090 mm Wheelbase: 2480 mm Source: Zender Vision 2 | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Zender_Vision_2 Images: Zender; www.shorey.net Pictured above: 1985 Zender Vision 2 Pictured above: 1985 Zender Vision 2C

The FXV (Future eXperimental Vehicle) was a concept vehicle by Toyota first shown at the 1985 Tokyo Motor Show. The FXV included both four-wheel steering and four-wheel drive with Electronic Skid Control. The mid-mounted 2.0 L engine had a supercharger and a turbocharger (with a ceramic turbine wheel), pistons made from magnesium fiber-reinforced metal (FRM), a distributor-less ignition system, and a resin intake manifold. The full-color computerized CRT displays had touch screens that could control the suspension, CD player, air conditioning, cellular phone, and 8mm video display. Speed was projected onto a head-up display. Engine & performance: Position: mid-engined, transversely Type: 4-cylinder, DOHC, 16-valve, compressor, turbo Capacity: 1998 cc Power: 230 hp @ 6400 rpm Torque: 295 Nm @ 4000 rom Drive: 4WD, 4WS Dimensions: Length: 4785 mm Width: 1800 mm Height: 1270 mm Wheelbase: 2700 mm Source: 1985 Toyota FXV - Concepts. https://www.carstyling.ru/en/car/1985_toyota_fxv/ Images: www.2000gt.net; JOHN LLOYD Collection

Toyota is known to lead hydrogen fuel cell vehicles and pioneering hybrid tech (even as early as 1977), but back in 1985, they didn’t reinvent the wheel with a new powertrain. They tried to build the most efficient internal-combustion automobile imaginable. That car was the Toyota AXV. The Advance eXperimental Vehicle debuted in October 1985 at the Tokyo Motor Show. Dubbed an “Experimental Econo Vehicle,” the goal was to squeeze as many miles out of a gallon of dead-dinosaur juice without sacrificing space for a family of four. Toyota accomplished this by designing a sleek and funky-futuristic exterior, said to have a Cd of just 0.26 (by comparison, a C4 Corvette had a Cd of 0.34). Slim bumpers, aero wheel covers, and tapering greenhouse helped it slice through the air. Even its door handles were flush with the bodywork. A window-in-window design (that would later appear on the Sera) minimized the airflow disruption area. The car was said to weigh just 1,430 pounds in total. Exterior mirrors were paper thin and likely not powered. That figure was also surely helped because it used an asymmetrical design with only one rear door. Rear passengers boarded on the right (curb) side and slipped in, saving the weight of one extra door and its associated hardware. Toyota said that the interior volume was about the same as a compact sedan of the day, too. Powered by a 1.1-liter turbo-diesel 3-cylinder with direct injection, the car was said to return 34 km/l, which translates to an astounding 80 mpg. The car was never built, but design elements would appear on cars like the Starlet and Tercel hatchbacks of the late 1980s and early 1990s. Source: EARTH DAY: The 1985 Toyota AXV got 80 mpg thanks to clever .... https://japanesenostalgiccar.com/earth-day-1985-toyota-axv-made/ Images: Toyota

The Suzuki RS-1 was a concept car made in 1985. The RS body is as advanced as the engine, made from a newly developed fiber-reinforced plastic, and it is extremely strong, lightweight, and completely corrosion resistant. The distinctive bodywork is also highly aerodynamic. Wind tunnel testing showed a fully competitive drag co-efficient with today's advanced aerodynamic designs. To ensure that the RS sets equally high standards of road-holding, the engine is mounted in the middle of the car for optimum weight distribution. At each corner, there is a wide, low-profile radial tire and all-around fully independent suspension to give an unbeatable combination of a well-damped ride together with excellent levels of grip in all conditions and overall road surfaces. The stopping power to handle the performance is provided by ventilated discs front and rear, backed up by a responsive servo to give safe, progressive braking. Full instrumentation is provided by a single Cathode Ray Tube (CRT). Sensors monitor all mechanical, safety, and electrical functions in addition to road speed, and all this information is displayed as easy-to-read graphics on the screen. In the RS-1, both seats have their own built-in ventilation system; from the heater, the air is fed directly into the seatbacks and cushions, with the temperature being regulated by the heater controls, creating a perfect driving environment the whole year-round. Source: Suzuki RS-1 | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Suzuki_RS-1 Images: www.suzuki-collection.com

The F-9X you see here is a radical change from the styling of Subaru’s of the ’80s. Where other Subaru’s were boxy and angular, the F-9X had long and curved lines. It is four-wheel drive like its siblings and sported a turbocharged 2.0-liter flat-four engine. Six years later, the SVX was introduced. The SVX was designed by Italdesign and incorporated the window-in-window feature as seen on the F-9X. Engine & performance: Type: flat-4, DOHC, 16-valve, turbokompressor Capacity: 2-litre Power: 360 hp @ 8000 rpm Torque: 343 Nm @ 6000 rpm Drive: RWD Top speed: 300 km/h (est.) Source: cars.thesuedebox.com Images: www.Subaru-Impreza.de; minkara.carview.co.jp

In November 1985, the “Subaru ACX-II” a four-wheel-drive concept model based on the Alcyone was exhibited at the 26th Tokyo Motor Show. This model featured a 2.7L horizontally opposed six-cylinder engine and a center differential full-time 4WD. This concept model was released in July 1987 as “Alcyone VX.” Source: subaru-philosophy.com Images: Subaru; subaru-philosophy.com; minkara.carview.co.jp

The Challenge came close to being a mass-production car by Sbarro’s to date. This uncompromising wedge-shaped car, first seen in 1985, looked like a slice of Gruyere cheese and was claimed to have a Cd figure of just 0.25. The doors folded forward for entry. Initially, die Challenge was offered with a twin-turbo Mercedes V-eight engine, but later cars had Porsche engines mounted in the rear. All were capable of storming speeds — up to 180mph (290km/h) was claimed. Engine & performance: Position: mid-mounted Type: Mercedes-Benz V8, twin-turbo Capacity: 4973 cc Power: 360 hp Drive: 4WD Dimensions: Length: 4220 mm Width: 1980 mm Height: 1000-1050 mm Wheelbase: 2720 mm Weight: 1400 kg Source: www.is-it-a-lemon.com; allcarindex.com Images: Sbarro; Peter Vann; www.louwmanmuseum.nl

Saab EV-1, or Saab 900 Turbo EV-1, was developed by Saab in 1985 as a fully functional and roadworthy future design study (EV-1 stands for Experimental Vehicle One). It was a sports coupé body style based on the Saab 900 Turbo 16v. The design was made by Björn Envall and included such features as a solar-powered interior fan with solar cells mounted in the glass roof. The front and rear were made of Aramid reinforced fiberglass. Most of the parts were from the Saab 900 Turbo 16 and modified, but the seats came from a Chevrolet Corvette. The engine was tuned to give 285 hp (213 kW). The top speed was 270 km/h, and 0 to 100 km/h was done in 5.9 seconds. An interesting feature is that the speedometer lights only illuminate the area around the current speed. A feature incorporated as standard on later production models. An EV-1 can be seen in the background of Back to the Future Part II. Source: Saabo.com Images: Saab Automobile

The Peugeot Griffe 4 was a concept car designed and built in 1985. This streamlined and elegantly shaped coupé was designed to be sold in the medium-high Peugeot range. The car was designed to celebrate celebrate 30 years of collaboration between Pininfarina and Peugeot. It was presented at the 1985 Geneva Motor Show. Dimensions: Length: 4410 mm Width: 1750 mm Height: 1310 mm Wheelbase: 2670 mm Source: Peugeot Griffe 4 | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Peugeot_Griffe_4 Images: Pininfarina