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The Heuliez Atlantic was a concept car built by Heuliez in 1986. The Atlantic was presented at the 1986 Paris Auto Show. The Atlantic was renown for its vast use of glass and smooth lines. Months after the Atlantic was presented, Heuliez created the Stars & Stripes, a convertible version of the Atlantic, with removable doors and blue wheels rather than the Atlantic's white wheels. Dimensions: Length: 3970 mm Width: 1600 mm Height: 1150 mm Wheelbase: 2420 mm Source: Heuliez Atlantic | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Heuliez_Atlantic Images: Andre LE ROUX Site

Ghia built the Ford Vignale TSX-6 in cooperation with Vignale for Ford in 1986. The TSX-6 could be transformed into a station wagon, pick-up truck, or passenger car with rear panel options. The raised roof electrically slid forward to create an open-air vehicle. The rear windows could also flip up for loading and unloading cargo. Inside, two people sat in front and back, while three people sat in the center. The raised roof allowed the center and rear occupants to sit slightly higher than the driver and front passenger. The rear and center seats could also fold to create a bed. The dashboard was clean, with all digitally-styled analog instrumentation placed on a cluster protruding from the dashboard behind the steering wheel. This concept was presented at the Turin Motor Show. Engine & performance: Position: front Type: 4-cylinder Capacity: 2300 cc Power: 87 hp @ 4000 rpm Torque: 168 Nm @ 2800 rpm Dimensions: Length: 4550 mm Width: 1690 mm Height: 1475 mm Wheelbase: 2520 mm Source: Ford Vignale TSX-6: https://classiccars.fandom.com/wiki/Ford_Vignale_TSX-6; allcarindex Images: Ford Motor Company; Concept Car Central

This concept has been informally called the Fiero-fighter from Ford. The 1986 Ford Cobra 230 ME production version would have been a formidable challenger to Pontiac’s Fiero. But its sights may have been set much higher. The Cobra 230 ME was introduced as a concept in early February of 1986. Still, by October of that same year, some automotive reporters were speaking about it as though production was a given. Built by French coach-builder Chausson. It was presed at the LA Auto Show. In late 1986, Popular Mechanics magazine said Ford’s two-seater would give the company an entry in the high-priced Cadillac Allante, Chrysler-Maserati, Buick Reatta market. Unwilling to restrain their ambition, they went on to state, “If the finished car is quick enough, it might even slip over into the Porsche-Corvette high-performance market.” It would have been nice and certainly would have transformed the upper-end, two-seat market. But it didn’t happen. So, while it’s entertaining to judge the predictive abilities of writers of yore, with all of the historic outcomes behind us, I’ll stick to the facts presented by Ford. (My gratitude to Ford for providing me with pictures and documentation.) Ford’s then vice president of design, Donald Kopka, stated, “The Cobra 230 ME has everything that’s needed to qualify as a world-class sports car” and that “its contemporary styling would be just as distinctive in a shopping mall parking lot or suburban driveway, as the new Aerostar and Taurus models are.” While the Taurus was a design that broke the mold and Aerostar was no brick, I’d have to say the Cobra 230 ME would have been more than “just as distinctive.” A two-seat, mid-engined sports car in and of itself is distinctive, but there are a few things here that are exceptional and some, not so much. Like the Fiero’s single side inlet, there are intake scoops on both sides of this concept that direct air for cooling, but the Cobra 230 ME also has a wide integrated intake located at the rear of the roof. Notice the rear’s “bi-plane spoilers” that invoke the Merkur XR4Ti’s. Headlamps pop up, like the Fiero’s, but the front parking and signal lamps appear to be located at the rear of the hood. It’s at the tail end where the Cobra 230 ME most differentiates itself from the Fiero. The tail lights somehow manage the feat of simultaneously appearing distinct and anonymous; in my opinion, this is the most dated part of the car. But, all of the panel lines meet up nicely, giving it a completed look. The little 2.5-liter DOHC I4 generated an impressive 230 hp and 275-ft.lbs. of torque. Peak horsepower was found at 6,000 RPM and torque at 4,000, even though the engine could run up to 8,000 RPM. That power could thrust the car from 0 to 60 mph in under 6 seconds and push it to a top speed of 130 mph. As you’d expect from a two-seat sports car, handling was excellent; it could achieve 0.9 g on the skidpad. Ford concluded their press release with this quote from Mr. Kopka, “What we have learned from the cobra 230 ME may be applied to production models of the future.” It’s a shame they never applied what they learned to this model. Source: Mike Rosa - autosofinterest.com Images: Ford Motor Company; libwww.freelibrary.org; www.chicagoautoshow.com

The partnership with Citroën, which came to an end two years later with the grand launch of the XM, represented an important development for Nuccio Bertone. The work alongside the French manufacturer produced some experimental prototypes in line with the Bertone tradition, namely, creating prototypes that are not mere design exercises but fully-functioning concept cars with working mechanical components. The almost excessive styling of the Zabrus features some design solutions of great impact and which were very dear to Bertone, starting from the doors, which were designed to open forwards and upwards, a feature first seen on the 1968 Carabo and put into production on the Lamborghini Countach (1971). The onboard instrumentation is a futuristic example of multi-functional electronic controls set into a very innovative dashboard. The front seats rotate outwards to ease access. In contrast, the driving seat is automatically positioned using a system of infra-red beams to give the driver maximum visibility. Yet despite its aggressive look, this is a car that by no means compromises on passenger space and comfort. Engine & performance: Type: Citroen BX 4TC, turbokompressor Capacity: 2141 cc Power: 200 hp @ 5250 rpm Torque: 294 Nm @ 2750 rpm Dimensions: Length: 4300 mm Width: 1880 mm Height: 1370 mm Wheelbase: 2610 mm Source: www.bertone.it Images: Carrozzeria Bertone s.p.a.

The Citroën Xanthia concept car was a small roadster derived from the AX, 1986 The 1984 Xantia was created to give the launch of the AX a boost and a youthful, sporty image. The car uses the AX production hood, front lamps, grill, and a modified production instrument panel. The dark rear graphic, including the license plate, light up to create a strong identity in the dark. The tires were the first decorative tires on a show car which set a trend that many copied. There is a rumble seat, and the roll bar incorporates grab handles to assist rear passengers. It was presented at the Paris Motor Show. Designers: Exterior - Olsen, Nacif, Matthew Interior - Olsen Harmond, Moreau Engine & performance: Type: Citroen AX, 4-cylinder Capacity: 954-1361 cc Power: 45-96 hp Source: olsen-designs.com; allcarindex Images: Citroen

This small SUV is extrapolated Citroën C15, itself derived from the Citroën Visa. The engine comes from a Citroën Visa GTi and develops 115 horsepower. The interior has 7 seats and numerous storage tips. It was presented at the Paris Motor Show. Engine & performance: Position: Type: Peugeot 205 GTI, 4-cylinder Capacity: 1580 cc Power: 115 hp @ 6250 rpm Torque: 134 Nm @ 4000 rpm Dimensions: Length: 4200 mm Width: 1680 mm Height: 1600 mm Press release issued by Citroen, September 30, 1986 (PR.86/56/JPC/LR) CITROEN "AVENTURE" (ADVENTURE) Citroen, in collaboration with the coachbuilder Franco Sbarro, conducted from a platform mechanics C15 equipped with the engine of a Citroën Visa GTI, a vehicle with 7 seats, 3 doors: "adventure". The outside line is that of a sedan with a multi form of the rear elevation to obtain a useful height of 1.20 m at the rear of the cabin. Two large side doors allow easy access for front seats and head offices. The back door opens up 90 degrees for easier access to the rear compartment and full utilization of useful volume. Inside, "Aventure" is presented in the guise of a family sedan comfort. Livability offered is remarkable seven people can travel comfortably with their luggage, two front, three on the bench adjustable center 2/3 - 1/3, and two on the folding and swiveling seats located at the back. Many very clever storage on the dashboard in the door panels ... contribute to passenger comfort. A bag is incorporated into the rear door. Source: Sbarro Citroën C15 Aventure, 1986. http://sbarro.phcalvet.fr/voitures/C15_aventure/C15aventuregb.html Images: Citroen

1986 Corvette Indy: What started as a removable-roof clay-model concept designed around Chevy's 265-cubic-inch Indy engine was eventually rolled out as a runner powered by the ZR-1's 380-horse LT-5 engine in a T-top body filled with enough electronics to intimidate Buck Rogers. After introducing the 4th generation Corvette, there was a concept car introduced in 1985 to show a possible 5th generation Corvette. Called the Corvette Indy, the first example was a silver "pushmobile," a non-working mockup showing the mid-engine configuration preferred by Duntov (The "father" of the Corvette). The silver car was followed by two functional examples (white, red) used to develop the CERV III, the road-going blue car seen here introduced in 1989. The Chevrolet Corvette Indy Concept was constructed in 1985 and first shown at the Detroit Auto Show in 1986. It was powered by a mid-mounted twin-turbo intercooled 32 valve 2.6-liter V8 engine designed by Lotus Engineering. The engine was nicknamed for its cousin, the Chevy Indy V8 racing engine. Horsepower has never been published but is estimated at approximately 600. The Corvette Indy concept was created to showcase Chevrolet's advanced automotive technology. As such, the car featured 4-wheel drive, 4-wheel steering, active suspension, and a rearview camera with an in-dash view screen. Indy incorporated many "advanced" technologies that are now standard on the 1997 Corvette, including ABS braking, electronic traction control, and electronic throttle control. Chevy built three versions of the 1986 Corvette Indy concept car, one static example strictly for show, and two running prototypes. The concept was presented at the 1986 Detroit Auto Show. Source: Frank Markus, MotorTrend Magazine; Mario van Ginneken - www.corvettes.nl Images: GM Media Archives; www.shorey.net, www.conceptcars.it

They say that lightning doesn't strike the same place twice. But the lightning bolt that is Zagato struck Newport Pagnell for a second time in 1986 with the brutal Vantage Zagato. The Italian coachbuilder created one of the greatest and truly most beautiful cars of all time with the DB4GT Zagato back in 1960. Announced a year previously at the 1985 Geneva Motor Show, the eventual unveiling a year later. All 50 production cars had been pre-sold to customers placing a Ј15,000 deposit for the Ј87,000 machine. The standard Vantage was one of, if not the fastest cars in the world; by reducing the wheelbase, losing the rear seats, tweaking the engine, and fitting a new slippery body with flush fitting glass, the Zagato became the ultimate Aston. Unfortunately, many were not overly impressed by the final styling of the new Zagato. One of the most controversial aspects of the design was the "power bulge" necessary to house the airbox for the massive Weber 48 IDA carbs bored out to 50mm. Although a flat bonnet was originally intended with a fuel injection system underneath, this would probably not have produced sufficient power to achieve the promised 300 kph top speed. It was presented at the Geneva Motor Show. Source: www.astonmartins.com Images: UltimateCarPage.com, Zagato

This Coupe and Spider were design research models for Alfa Romeo. Designer: Diego Ottina/Pininfarina Styling studies that explore the typical features of the Alfa Romeo such as sportiness, lightness, aerodynamics, and compactness. The spider version uses as many common elements as possible with the coupé one. They were presented at the 1986 Turin Motor Show. Dimensions: Length: 4150 mm Width: 1720 mm Height: 1280 mm (1210 mm - Spider) Wheelbase: 2500 mm Source: pininfarina spa. Images: pininfarina spa.

This is probably the strangest-looking Countach ever. It looks as if it left the factory before being painted or upholstered. This is the Evoluzione, a mobile test-bed for new ideas. The Evoluzione was designed and built in 1987 under the direction of Horacio Pagani by the newly-formed ‘Composites Department.’ They decided to change the steel space frame of the original Countach to a chassis/body construction in composite materials. The cockpit, including the floor and roof panels, the central transmission tunnel, the door sills, and the front and rear bulkheads, were all made in one piece of composite materials. A honeycomb and aluminum foil sandwich material, Kevlar and carbon fiber bonded together under partial vacuum at 140 degrees Celsius. Various body parts were also changed to composite ones, the front lid, the engine cover and boot lid, the front spoiler, which used a simpler design and was a little lower than the original Countach, and the wheel arches, which were now connected through sills with air-cooling vents for the rear brakes. These sills would later be used on the Anniversario in a slightly altered design. The wings and the doors remained in aluminum. Thanks to the extensive use of lightweight composites, the total weight of the Evoluzione was only 980 Kg, or about 500 Kg less than the Countach QV5000S. This and a minor engine tuning, now with 490 Bhp, made the Evoluzione reach a top speed of 330 Km/h. at the Nardo test track. This engine was ‘blue-printed’ and still used the same transmission, but with a modified gate to allow a shorter ‘throw’ between the gears. The car was never painted, and the riveting of the body parts remained visible when you opened the door. Even the carbon fiber and Kevlar kept their natural gloss under their thin layer of glue to keep them in shape. On the inside, the same rough appearance was evident. Only two seats and a small carbon-fiber dashboard were used, with a tachometer, water temperature, fuel level, and oil pressure gauges. A few pieces of carpet were used to mask the many-colored wires which used to be connected to various test and recording equipment, no air-conditioning, no headlights, no horn, and not even a wiper were installed. The wheels remained but got carbon-fiber disc covers, these didn’t allow enough cooling for the brakes and were later removed. Various new ideas were installed on the Evoluzione before crash tested; an electronically controlled damping system with variable ride height, an ABS braking system, and a four-wheel drive with variable torque split were installed. Even a fully retractable wiper system was installed on it, various parts and even some of these latter designs were later used on the Anniversario and the Diablo VT. But production of a composite based Countach was too expensive, and in case of an accident, the complete shell would have to be replaced because repairing a composite body/chassis is very hard if not impossible, therefore the Evoluzione performed a last test: the crash barrier test, which revealed valuable information on the impact resistance of this kind of chassis structure. Source: LAMBORGHINI COUNTACH EVOLUZIONE – GUIDE: https://www.lambocars.com/countach-evoluzione/ Images: oldconceptcars

The Nissan Leopard Ultima X was a concept car debuted at the Tokyo Motor Show in 1987. The prominent features that the Ultima X would showcase was the convertible feature and a removable hardtop. This Leopard concept NEVER made it to production. There was considerable thought into this model with limited pictures and information we have today. The speculation was this concept eventually became Infiniti M30 convertible. The Ultima X was debuted in 1987, which would fall under the previous term leopard (Zenki). So the dash is similar to that. Notice that there are differences with the equipment and color/material of the seats. Very unique back seat set up. Very clean-looking boot/cover for the retracted top. The removable hardtop is a very cool idea. I’ve seen them on various cars, and would be nice to have one on an M30 convertible. With this being the Ultima, it would be powered by a VG30DE mated with a four-speed automatic transmission. Even 30 years later, the idea of a Zenki convertible is amazingly welcomed. In Japan, the M30 convertible was prized and desirable, but there was limited supply there, and the price was high. Source: ABOUT NISSAN LEOPARD ULTIMA X; https://www.f31club.com/about-nissan-leopard-ultima-x/

The FISA (FIA) announced a possible replacement class to the Group B rally in 1985. It was called “Group S.” The new regulations needed ten cars for homologation and was a prototype class for rallying. The class was planned to make its debut on January 1, 1988, as a heavily revised replacement to Group B for 1987 but was canceled. Toyota’s first attempt at making a competitive Group B car was the Toyota Celica TCT. However, that car was built when rear-wheel drive was still the norm, which mean that it was not competitive against its four-wheel-drive competitors. The FISA had announced the makings of a new Group S prototype class complementary to Group B, Toyota then had to begin working on a new contender for both classes. The project was code-named 222D. There was also a white prototype. There’s not a lot of information about the 222D though. The black version was built with a race-developed 750 hp Toyota 503E I4 engine coupled to 4WD in a chassis that weighed just around 750kg (1,650lb). A Japanese clip from the 2007 Goodwood Festival of Speed when TMG brought the car out for a hill climb. At least it gave us an idea about what it could have felt like, though. At the 2007 Goodwood Festival of Speed, Toyota displayed the black 222D. It was produced as much as 750 horsepower. A V6 powered prototype was also rumored to exist but has never been seen in public before. Some other prototypes used the 4T-GTE engine. Although they were not considered true Group S cars, the Group S rules limited the engine displacement to 1.2L. Which meant that they were hybrid Group B / Group S cars. One was designed for tarmac rallies, while the other was suited to gravel rallies. All three engines were turbocharged and had a 2.0L - 2.2L. Rumors say that one of these was given to a VIP to drive around during a recent WRC event in Germany. Recent photos of both the black and white version of the 222D MR2. According to some forums, some of them have been destroyed. So no one knows if they’re still here, One member going by the name of Ralf claims to have spoken on the phone with Boetcher, the chief of TTE told him during a telephone call recently that it is possible to buy the car, but he had no idea what it was going to cost. Not much else is known about these prototypes since the cars were canceled. Eleven prototypes were rumored to have been built; most were destroyed in crash tests, only three examples are left. As mentioned earlier, a black 222D made an appearance at the 2007 Goodwood Festival of Speed. A pair of 222Ds were also shown at the 2016 Eifel Rally Festival in Germany for the special 30th anniversary of Group B’s ultimate year, which was 1986. Still, they did not participate in the exhibition runs. Engine: 503E, I-4, DOHC 16v, petrol 4T-GTE, I-4, DOHC 16v, petrol V6 petrol Displacement: 2140 cc (503E) 2090 cc (4T-GTE) Aspiration: Turbocharged Cooling: Water-cooled Transmission: 2WD/4WD, Manual Brakes: F&R discs dual circuit with servo, adjustable ratio split front to rear. Length: 3950 mm Wheelbase: 2319 mm Weight: 750 kg Sources: Black Monster - Toyota MR2 222D Prototype: https://www.carthrottle.com/post/wboqgok/ Images: oldconceptcars

The 1987 Lancia ECV Prototipo was a prototype Group S rally car developed by Lancia to replace the Lancia Delta S4 in the World Rally Championship competition for the 1988 season. It was powered by a mid-mounted “TriFlux” 600hp 1759 cc twin-turbocharged engine. However, the Experimental Composite Vehicle never raced as both Group S and Group B were banned after safety concerns. Source: carsthatnevermadeitetc.tumblr Images: oldconceptcars

The Ferrari F40 (Type F120) is a mid-engine, rear-wheel-drive sports car built from 1987 to 1992, with the LM and GTE race car versions continuing production until 1994 and 1996, respectively. As the successor to the 288 GTO, it was designed to celebrate Ferrari's 40th anniversary and was the last Ferrari automobile personally approved by Enzo Ferrari. At the time, it was Ferrari's fastest, most powerful, and most expensive car for sale. The car debuted with a planned production total of 400 units and a factory-suggested retail price of approximately US$400,000. Talacrest famously sold the example that belonged to the Formula One driver Nigel Mansell for the then-record of £1 million in 1990, a record that stood until recently. Due to customer demand, 1,311 cars were manufactured in total. Chassis no.75052 is 1 of only 8 F40 prototypes ever produced, of which few survive today. Recording only 7,950km from new, this F40 was personally gifted to Mr. Marco Piccinini by Enzo Ferrari as a bonus for Marco's performance in the 1987 and 1988 F1 season as the team principal Ferrari F1 team. This rare prototype differs from production examples with the following distinctions - different wing mirrors, five rear side vents as opposed to 4, different Kevlar weave to the tub in addition to quilted headlining, and some other changes. It was recently mechanically re-commissioned at Maranello and awarded its Red Book Classiche certification, which confirms its status as a Ferrari Prototype and its ownership by Mr. Marco Piccinini and confirmation that the Commendatore himself gifted it. Perhaps one of the last true analog Ferrari driving experiences available, with no driver aids, the F40 still can thrill today, and the experience of the car coming on boost once sampled is hard to forget. VIN: 75052 1 of 8 prototypes made Gifted by Enzo Ferrari to Marco Piccinini Transmission Manual Engine Capacity 2936cc Fuel Petrol Source: 1987 FERRARI F40 PROTOTYPE: https://www.talacrest.com/Riyadh-Car-Show/1987-Ferrari-F40-Prototype/ Images: oldconceptcars

This Ferrari Mondial T was manufactured exclusively for PPG, designated as a pace car. Built as a one-off design, it would be the only Ferrari to join the PPG Pace Car Team. The Ferrari was built under the design of I.DE.A Institute. At the time, the cost to build this vehicle was about $1,000,000. Adjusted for 2019 inflation, that’s well over $2,000,000. The car used Mondial T chassis 76390, and most of the body was modified from the original. More than one previous employee of the Pace Car team has told me that mechanically, this was the least reliable of all the PPG pace cars. It was a typical Italian exotic car of the era – when it ran correctly, it ran great. I’m also told that at some point there was an incident where the car went off track, resulting in minor body damage, which was repaired. The Mid-mounted 4v DOHC 3.2L (or 3.4L?) V8 produces approximately 270 horsepower. Mated to a 5-speed manual transmission, 0-100 km/h (0-62 mph) arrives in 6.3 seconds. The top speed is estimated at 148 mph. The car’s specification includes an all-aluminum block and head, Bosch Motronic fuel injection, a 4-coil solid-state ignition system, tubular and pressed steel structure, oriented carbon-fiber-reinforced epoxy body panels, contoured leather bucket seats, power windows, an adjustable steering wheel, alarm system, as well as retractable headlights and driving/fog lamps. Sold in 2004 for €70,500, the Ferrari Mondial is currently housed in a private collection. Source: Ferrari Mondial – 1987 PPG Pace Car – PPG Pace Cars. http://ppgpacecars.com/ferrari-mondial-1987-ppg-pace-car/

This is the 1987 Nissan Be-1 Concept car that closely resembles its short-lived, manufactured predesecor. The Nissan Be-1 is a retro-styled two-door notchback sedan manufactured by Nissan for 1987-1988 and originally marketed solely in Japan at their Nissan Cherry Stores. Designed to be a fashionable city car, the Be-1 was marketed without any Nissan branding, by reservation only, and solely in Japan. Because of its origins at the Pike Factory, Nissan's special project group, the Be-1—along with the Nissan Figaro, Pao, and S-Cargo—are known as Nissan's "Pike cars." The Pao and the Figaro are built on the Nissan March's underpinnings. In 2011, noted design critic Phil Patton, writing for the New York Times, called the Pike cars "the height of postmodernism" and "unabashedly retro, promiscuously combining elements of the Citroën 2CV, Renault 4, Mini [and] Fiat 500." Source: Nissan Be-1 - Wikipedia. https://en.wikipedia.org/wiki/Nissan_Be-1 Image: oldconceptcars

The Zender Vision 3 was presented at the Frankfurt Motor Show in 1987 with a V8 engine of the Mercedes 560 SEL centrally located. Engine & performance: Position: mid-engined Type: Mercedes-Benz V8 Capacity: 5547 cc Power: 300 hp @ 5000 rpm Torque: 460 Nm @ 4000 rpm Dimensions: Length: 4070 mm Width: 1980 mm Height: 1110 mm Wheelbase: 2500 mm Weight: 1350 kg Source: www.zendergroup.com ; allcarindex Images: Zender; Andre LE ROUX

The Toyota GTV (Gas Turbine Vehicle) was a concept vehicle by Toyota with a gas turbine engine. It was first shown at the October 1987 Tokyo Motor Show. A very sophisticated concept vehicle, it was based on the Toyota Carina and was, in fact, a proof of concept vehicle slated initially for small-scale production. A measure of Toyota's intent with the vehicle was its allowing journalists from Car Magazine to review the vehicle in 1986. Their view was favorable concerning the overall performance of the vehicle, although the natural turbine lag of the engine did hurt the overall impression of the review. However, the CVT automatic gearbox did endear the vehicle to testers - this gearbox has become the cornerstone of Toyota automatic gearboxes and the basis of the Toyota Prius gearbox. The GTV was also reviewed by Popular Science magazine. The GTV used the Gas Turbine II engine. Unlike the earlier Chrysler Turbine Car, the GTV had a de-coupled gas turbine (i.e., output was by a separate turbine) with a two-stage heat exchanger designed to reduce the exhaust gas temperature. A one-stage turbine was used to drive the compressor, while a second turbine was connected to the drive shaft. The second stage also took the place of the fluid flywheel (torque converter). The compressor turbine spun at up to 68,000 rpm while the output turbine spun at upwards of 65,000 rpm. A regenerator took waste heat and transferred it to the incoming air, increasing efficiency. The engine output was reduced by 10.13 before being mated to the gearbox, giving a maximum power of 148 hp (110 kW) at 5300 rpm and a maximum torque of 245.9 lb-ft (333 N⋅m). Earlier versions of the Gas Turbine engine were shown at the Tokyo Motor Show in 1975 (in the Toyota Century) and 1977 (free standing). Source: Toyota GTV | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Toyota_GTV Images: Stepho’s Toyota Site

The FXV-II (Future eXperimental Vehicle II) was a concept vehicle by Toyota first shown at the October 1987 Tokyo Motor Show. It had an alloy, quad-cam, 32 valve, EFI, and a 3.8-liter V8 engine. It is not clear if the engine was a development of the V series engines used in the Century or a prototype of the 1UZ-FE, which was later used in the Lexus LS400 (some 1UZ-FE prototypes from about 1987 were the same size). The radiator cooling fans were hydraulically driven under computer control.[17] At the time, the drive train was Toyota's only 4WD system using a V8. The front/rear split was normally 30/70 but could change to 50/50. A 4 speed electronically controlled automatic gearbox was used. Electronic Skid Control and Traction Control were included. The Pegasus (Precision Engineered Geometrically Advanced SUSpension) was a prototype for the new Toyota TEMS suspension used on later Cressidas, Soarers, and Supras. The FXV-II may have included four-wheel steering. The interior included GPS navigation and computerized CRT displays. Engine & performance: Position: front, longitudinally Type: V8, DOHC, 32-valve Capacity: 3.8-liter Power: 235 hp @ 5600 rpm Torque: 325 Nm @ 4000 rpm Drive: 4WD, 4WS Top speed: 260 km/h Dimensions: Length: 5090 mm Width: 1860 mm Height: 1325 mm Wheelbase: 2800 mm Source: Toyota concept vehicles (1980–1989) - Wikipedia. https://en.wikipedia.org/wiki/Toyota_concept_vehicles_%281980%E2%80%931989%29; allcarindex Images: Toyota; Concept Car Central; Stepho’s Toyota Site; www.chicagoautoshow.com

The Toyota EV-30 was an electric vehicle for two passengers and featured zinc-bromine batteries. The EV-30 was a concept two-seat electric vehicle by Toyota that was first shown at the October 1987 Tokyo Motor Show. The body was made from resin and shown in both open and closed cockpit forms, although both had no doors. The front bumper sloped back and upwards, running into the cabin to form the dashboard. The rear bumper sloped forward and down, running into the cabin to form the side armrests. The construction was lightweight, designed as an LSV for use inside shopping malls, hospitals, and similar environments. Zinc-bromide batteries of 106 V were used to power an AC induction motor. This gave it a top speed of 27 mph. When driven at 19 mph, it had a range of 103 miles. The batteries could be charged from a standard Japanese 100 V mains socket. Engine & performance: Type: electric motor Power: 5.5 kW @ 2200 rpm Top speed: 43 km/h Dimensions: Length: 2100 mm Width: 1320 mm Height: 1140 mm (1525 mm) Source: Wiki Images: Toyota