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The AXV-II (Y-2 designed by Studio 'Argo') went into production as the Toyota Sera (Y-3) in March 1990. The AXV-II was a concept vehicle by Toyota that was first shown at the October 1987 Tokyo Motor Show. The two doors pivoted up and to the front to allow passengers to exit from the car in places that ordinary swing-out doors can not handle. Gas filled struts kept the door in place when open. The doors covered the roof of the car as well as the sides, with the door glass forming part of the roof. The hatchback was made entirely from glass that included the rear sides of the vehicle in a similar manner to the early Mazda RX-7. Mechanical components (engine, gearbox, suspension) were the same as those in the Starlet. Engine & performance: Position: front Type: 4-cylinder, 12-valve Capacity: 1296 cc Power: 82 hp Dimensions: Length: 3780 mm Width: 1650 mm Height: 1260 mm Wheelbase: 2300 mm Source: www.is-it-a-lemon.com; allcarindex Images: Concept Car Central

Suzuki also had its vision of a compact youth SUV - in their opinion, it should be a two-seater car with a retractable roof, high ground clearance, and four-wheel drive. The RT-1 was the epitome of this concept. The car was first shown at the 1987 Tokyo Motor Show. The engine sits behind the passengers and is a 1.6-liter 4-cylinder longitudinally-mounted power unit. Engine & performance: Position: mid-mounted, longitudinally Type: 4-cylinder, DOHC, 16-valve Capacity: 1590 cc Drive: 4WD Dimensions: Length: 3700 mm Width: 1695 mm Height: 1520 mm Wheelbase: 2350 mm Source: motor.ru; allcarindex Images: Suzuki

The RS-3 is a development of the RS-1 exhibited by Suzuki at the 1985 Tokyo Motor Show. The RS-3 featured on the Tokyo Motor Show for the first time in 1987. Tatsumi Fukunaga designed it. It represents what might be called the interim stage in the ongoing project to develop a midship sports for volume production. The design of RS-3, while retaining the image of RS-1, has been worked upon to meet Japanese safety regulations and is extremely practical. Suzuki abandoned the midship engine in favor of the Cappuccino. However, Mazda developed further with the AZ series. Engine & performance: Position: mid-mounted, transverselly Type: 4-cylinder, DOHC, 16-valve Capacity: 1299 cc Power: 110 hp @ 6500 rpm Torque: 110 Nm @ 5500 rpm Dimensions: Length: 3780 mm Width: 1680 mm Height: 1190 mm Wheelbase: 2355 mm Source: www.suzuki-collection.com; allcarindex Images: Mario Buonocunto Concept Cars Page

The 1987 Suzuki Elia concept was presented at the Tokyo Motor Show. Its compact off-road styling made a statement. Its wraparound bumper is interrupted by the lines of the seemingly elongated doors. Although it only seats two, the trunk offers cargo space. Also notable is its three-slot grill. Perhaps they were foreshadowing the 3-cylinder turbo engine that lies beneath the hood. Engine & performance: Position: front Type: 3-cylinder, turbo Capacity: 543 cc Power: 48 hp @ 6000 rpm Torque: 64 Nm @ 4000 rpm Dimensions: Length: 3195 mm Width: 1395 mm Height: 1390 mm Wheelbase: 2 Source: allcarindex, carsthatnevermadeitetc.tumblr

The Subaru F-624 Estremo is a concept car built-in 1987. This strange, slightly bulbous 4-door had a new continuously variable transmission (CVT), full-time 4-wheel drive with continuously variable front/rear torque split, and 4ws. The suspension was electro-pneumatic, the variable-assist steering was electric (no hydraulic pump), and ABS braking. Power came from a 24-valve intercooled twin-turbo version of the Subaru 2.7-liter flat-six. It was presented at both the Frankfurt and Tokyo Motor Shows of 1987. Engine & performance: Position: front Type: boxer, 6-cylinder, DOHC, 24-valve, twin turbo Capacity: 1991 cc Power: 250 hp @ 6500 rpm Torque: 294 Nm @ 4500 rpm Drive: 4WD, 4WS Top speed: 250 km/h Dimensions: Length: 4620 mm Width: 1800 mm Height: 1300 mm Wheelbase: 2650 mm Weight: 1500 kg Source: Subaru F-624 Estremo | Classic Cars Wiki | Fandom. https://classiccars.fandom.com/wiki/Subaru_F-624_Estremo; allcarindex Images: www.Subaru-Impreza.de

If there were a single concept car that summed up the optimism 1980s and the upcoming digital revolution, it would have to be the relatively unknown Subaru BLT concept of 1987. As you may have guessed, it didn’t stand for Bacon, Lettuce, and Tomato, but rather the somehow even more bizarre Business and Leisure Transport. Introduced at the 1987 Tokyo Motor Show, the BLT imagined the perfect vehicle for the working professional and served as a rolling office for the high-powered businessperson. The BLT was based largely on the existing Subaru Domingo platform, a microvan that measured about 10 inches longer and had a larger engine than the kei-sized Subaru Sambar. It weighed 2,226 pounds as a contemporary Honda Civic and was powered by a 100-horsepower 1.2-liter turbocharged inline-3 mated to a CVT. It had a full-time four-wheel-drive for power delivery and, of course, four-wheel steering. Relative to other vans of the era, it would have been a reasonable performer, as the Volkswagen Vanagon made similar power out of a 2.1-liter flat-four and weighed almost double the mass at 4,400 pounds in camper form. On the outside, the car was a massive departure from Subaru’s boxy designs of the period, which typically could have been replicated exactly and in full resolution by a Commodore 64. The BLT was clad in one of the best and most 80s tri-tone color schemes imaginable — white, gray, and pastel pink. Its design language, with its flowing, organic lines that first appeared on the company’s F-9X concept of 1985, would become all the rage in the 1990s. To me, the rear quarter looks properly good with the body line tapering down toward the rear wheels and their unorthodox well shape. Also, pay heed to the low-profile tires more befitting of high-performance machines. Subaru packed the BLT with under-appreciated 1980s design cues, such as split opening windows, a single taillight bar, and an expansive greenhouse. Its design language would later manifest itself in the Subaru’s SVX and looked like what the SVX would’ve been if it were a van. However, the most groundbreaking aspect of the Subaru BLT was its built-in technology. The display at the center of the steering wheel was a unique design that featured a multi-color digital instrument panel, a feature that’s only starting to appear on new cars today. A rudimentary GPS sat next to the steering wheel, displayed through a CRT screen. Once through the pillarless sliding rear door, the BLT was designed to fit four people in utmost comfort. Each of the two rear passengers was treated to a built-in personal computer, whose monitor hung from a track on the ceiling, controls were integrated throughout the cabin, and their guts were stored out of sight. Armrests boasted controls for the computers. A pull-out table featured molded indentations for cups and common office supplies. The seats included integrated headsets and made arguably the best use of pastels ever seen in a concept vehicle. The notion of an in-car computer was the stuff of science fiction, especially when laptops were still rare and expensive. A typical car “computer” of the era could execute only the simplest tasks, like calculating fuel range. A completely functional PC with a word processor was unheard of. Furthermore, the screen was not a cathode ray tube but the kind of high-end LCD flat display that wouldn’t become commonplace until the following century. In the two years following its debut, the Subaru BLT made its way around the world on the car show circuit. When displayed in Australia the following year, it was hailed by local news outlets as “the most advanced car at the 1988 Sydney motor show.” It even made headlines at the Chicago Auto Show the following year in 1989, where it was one of only a handful of concepts (the others being the Pontiac Stinger and little-known Dodge called the Viper). Unfortunately, the Subaru BLT disappeared after the turn of the decade. It’s a shame because although some of its tech would eventually come into production later in the 90s, the car was decades ahead of its time. On the bright side, maybe that was a good thing because it’s easy to imagine one in rough shape towards the end of its life (like 95 percent of Toyota Previas seen on the street), and built-in technology tends to age pretty quickly. However, the Subaru BLT will always be remembered in all its shining Motor Show glory. Source: ORIGINAL CONCEPT: 1987 Subaru BLT | Japanese Nostalgic Car. https://japanesenostalgiccar.com/1987-subaru-blt-concept/

Proving that extremes did not have to relate to speed alone, Sbarro's 1987 Monster G was a phenomenal all-wheel-drive concoction. It was not the four-wheel-drive but the wheels themselves that impressed: they were taken from a Boeing jet with specially made Goodyear tires! These made the Range Rover platform-based Monster sit some 7ft 5in (2.3 meters) tall, and the 350bhp Mercedes-Benz 6.9-litre V-eight was needed to get those wheels moving. It's documented for having a top speed of 200km/h. It was presented at the 1987 Geneva Motor Show. Source: www.is-it-a-lemon.com Images: Sbarro; Peter Vann; Dingo

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. In 1987, Sbarro set the last modification: Challenge 3. It differs from the previous version by its engine increased to 3.3 liters and developing 400 horsepower. The sale price was 320,000 Swiss francs—a good tidy sum at the time. It was presented at the 1987 Geneva Motor Show. Engine & performance: Type: Porsche 928, 6-cylinder Capacity: 3.2-liter Source: www.is-it-a-lemon.com Images: Sbarro

An environmental project for Renault. VESTA 2 was unveiled at the 1987 Tokyo Motor Show. Standing for ‘Véhicule Économe de Systèmes et Technolgies Avancés’ or ‘Economic Vehicle of Advanced Systems and Technologies'. After two energy crises in the early 1980s, France’s Ministry of Industry proposed a project to the country’s car manufacturers to build prototypes with an average fuel consumption of less than 94.2mpg. Renault objective became to produce a car to match the Renault 5 in terms of performance, comfort, space, and safety but with fuel consumption of less than 94.2mpg. Thus, from the outset, every car's function was rethought as it was impossible to use existing components due to them being too large. Three prototype series were eventually produced as the project progressed – VESTA 1, VESTA +, and the final prototype, VESTA 2. The objective set by the French authorities was met and exceeded by far – the VESTA 2 set a then-world record for fuel consumption by averaging 145.6mpg. Engine & performance: Type: 3-cylinder Capacity: 716 cc Power: 27 hp @ 4250 rpm Torque: 56 Nm @ 2250 rpm Top speed: 140 km/h Dimensions: Length: 3540 mm Width: 1540 mm Height: 1300 mm Wheelbase: 2220 mm Weight: 475 kg Source: Renault; allcarindex Images: Renault

The 1987 Pontiac Pursuit concept car was a two-door, four-place coupe with a removable roof, 187.9-inch overall length, and a 117.4-inch wheelbase. It was powered with a four-cylinder, 16 valve, twin-cam, 2 liter, intercooled, turbocharged 200hp engine. The Pursuit was steered by a unique Saginaw “steer by wire” system. Two 24-volt electric motors provided the power to steer the Pursuit’s four wheels through the front and rear rack and pinion steering gears. Unlike conventional automobile steering systems with a shaft connecting the steering wheel to the axle, the Pursuit had all-electric wiring leading to sensors, which relayed the car’s speed and steering wheel angle to the electronic control module. The module determined when and how much each set of wheels should turn and which direction. Electric four-wheel steer improved handling and maneuverability at all speeds, particularly in driveways and parking lots, and better transient handling performance at high speeds. Flush-designed wheel skirts enclosed the wheels in sleeves, which moved outward, and inward as the tires turned, aerodynamically reducing turbulence. The skirts were easily removable for access to the tires. The Pursuit’s four-wheel independent suspension system included forged aluminum upper and lower control arms with horizontally mounted, race car type spring, and shock assemblies with inflatable air chambers. To compensate for Pursuits 3.00-inch road clearance, these air chambers could be inflated manually or automatically to raise the vehicle to a 6.00-inch normal clearance level, depending on road conditions. The driver could manually override the system to provide maximum ground clearance by activating the compressor to inflate the four corner pneumatic shocks to the full-up position. A switch on the steering pod activated the automatic active pneumatic suspension system, which controlled body roll, pitch, and dive. The system consisted of four-wheel height sensors and the control module, which inflated one or more shocks depending on the information relayed from the sensors to the electronic control module. This system permitted automatic lowering of the vehicle for improved aerodynamics and fuel economy on smooth, high-speed roadways; and automatically raised the vehicle at lower speeds and on bumpy surfaces. Pursuit was equipped with anti-lock brakes (ABS) coupled with a system of acceleration traction control. The latter system eliminated tire spinning when more tires experienced reduced traction. The rear tires on the Pursuit were Goodyear P255/50VR17 with P185/70VR14 on the front. The puncture-proof tires’ unique tread design optimized all-weather traction with dry pavement ultimate handling, acceleration, and brake performance. Pursuit had full-time all-wheel drive, with a Getrag 5 speed manual gearbox. Steering unit controls featured fingertip access with a head-up display featuring speed and tachometer readings. The right rear seat contained a built-in child seat. On the back of the front seats headrests, two portable color television sets with headphones were available for rear passenger entertainment. Source: Bill Bowman - history.gmheritagecenter.com Images: GM; Concept Car Central

Featured: 2.3L Quad 4 engine, this car held the world speed record for "the flying mile" with an average speed of 267.399mph. After nearly twenty-three years of waiting, Ed Welburn, General Motors' vice president of design, finally had a chance to slip behind his favorite project -- the Oldsmobile Aerotech -- for the very first time. Welburn learned lessons in designing the Aerotech that are still helping him design cars that balance aerodynamic requirements with appealing exteriors. Still, it wasn't until September 24, 2010, that he learned what it was like to be behind the wheel of the record-breaking concept car. Although the sleek, high-performance single-seater seems like the stereotypical concept car fodder dreamt up by pie-in-the-sky stylists, the Aerotech wasn't exactly the brainchild of General Motors Design Staff. Credit for the entire program is largely due to a small group of Oldsmobile engineers and managers seeking to show off a new engine while simultaneously pushing their troubled division into the limelight. In late 1984, Oldsmobile was wrapping up the development of the Quad 4, a new inline four-cylinder engine design that incorporated dual overhead cams and four valves per cylinder. This isn't precisely heady technology by today's standards, but it was relatively innovative for a four-cylinder, let alone one crafted by GM in 1984. Olds touted the engine as the perfect mixture of fuel economy and power, and the Quad 4 certainly delivered the latter. In its early 2.3-liter displacement days, the engine could deliver 150 horsepower and 160 pound-feet of torque, eclipsing other domestic four-bangers and rivaling competitors' V-6 offerings (Honda's 2.5-liter V-6, for instance, was rated at 151 horsepower and 154 pound-feet in 1986). Olds' top officials were bullish on the Quad 4's potential, but none more so than Ted Louckes, the division's chief engineer and father of the Quad 4. Louckes quickly formed a group to develop the Aerotech, a so-called research vehicle designed primarily to demonstrate the Quad 4's performance potential to consumers and engineers alike through setting a world speed record. By the time designers were informed of the Aerotech project, Louckes and the company had established most of the program's specifications. The car would consist of a slick, GM-designed carbon-fiber body riding on a modified March 84C CART chassis, similar to winning the Indianapolis 500 that year. Power would come from a Quad 4, of course, albeit a turbocharged, 2.0-liter variant capable of spitting out over 900 horsepower. That mission floored Welburn, then the assistant chief designer in the Oldsmobile studio. Although he was primarily tasked with crafting the exterior for the 1988 Cutlass Supreme, Welburn was infatuated with endurance racecars -- cars that bore a remarkable resemblance to what Louckes was looking for. "I loved cars that ran at Le Mans," Welburn told Automobile, "like the Porsche 917s, and especially the Chaparrals. I often found myself sketching such vehicles as a side while working on the W [body] cars, and the Aerotech project was my dream assignment." Welburn found himself sketching several elongated, slippery race car shapes in early 1985, but a single drawing was all it took. His first Aerotech concept rendering quickly caught the eye of Buick-Oldsmobile-Cadillac executive design director Len Casillo, who quickly ran it up the flagpole to design director Chuck Jordan and design vice president Irv Rybicki. Both men quickly gave their approval. "I kept telling them I had other ideas; other sketches," Welburn chuckles. "But they were sold on the first sketch." After logging long hours working on the Cutlass Supreme and other production vehicles, Welburn and sculptor Kirk Jones would labor on the clay models in secret at night. Although the first draft appeased Welburn's bosses, it would need to be vetted in the wind tunnel -- after all, cutting aerodynamic drag plays a large part in improving a vehicle's top speed. "His initial design was very good," recalls Max Schenkel, an aerodynamicist at GM who also served as a staff engineer on the Aerotech project. "It had a lot of potential for low drag, but we needed to refine a few aspects." Wind tunnel testing, performed both at GM's Technical Center in Warren, Michigan, and abroad by March's staff, pushed the designer to round the Aerotech's nose and refine the canopy shape, along with moving the cooling system intakes from the sides to the top of the fenders. Welburn's original concept called for faired-in wheel wells, but Goodyear engineers expressed concern that such a design would retain heat and reduce tire life. Arguably, Aerotech's biggest aerodynamic trick lurks underneath its sinewy form. The car is fitted with adjustable underbody panels from bumper to bumper, incorporating deep air channels that run the car's entire length. This system not only created a tremendous amount of downforce but also allowed crews to precisely dial it in for different courses. Welburn's original design called for a long tail, inspired by the famed Porsche 917LH, but this conflicted with Louckes' plan for legendary Indy 500 driver A.J. Foyt to drive Aerotech to a closed course record at Indianapolis Motor Speedway. A long-tail may be the ultimate low-drag shape, but a short tail -- coupled with a secondary pedestal spoiler -- provided the proper downforce for Indy's corners. While GM, March, and Foyt's employees were hard at work piecing together the Aerotech, plans to run the car at the Brickyard fell apart, thanks in no small part to GM's legendary inter-brand politics and bureaucracy. Louckes' team chose to make a pass at the closed-course speed record at the Fort Stockton Test Center in Texas. Before that could happen, however, Foyt needed to shake down the car. By late 1986, construction had wrapped on the first Aerotech, then shipped to GM's proving grounds in Mesa, Arizona, for preliminary testing. Foyt was a little skeptical of a car built with flamboyant bodywork and without his input but soon found himself at home in the Aerotech at speeds up to 218 mph around Mesa's banked oval. "After the first shakedown runs in Mesa, Foyt was just thrilled," Welburn recalls. "The relationship between AJ and I shifted considerably once he saw how stable the car could be." The success of the Mesa runs, coupled with the forced change of venue, prompted Oldsmobile to revisit Welburn's original long-tail design. The construction of a second Aerotech was ordered at the end of 1985. Built again from a March chassis, the second car was almost a dead ringer for the first but differed in two ways. For example, the rear bodywork was elongated and tapered downwards. The Batten-built single-turbo Quad 4 was replaced by a twin-turbo 2.0-liter developed with a little help from Fueling Engineering. Olds never talked specifics, but the twin-turbo Quad 4 was reportedly good for more than 1000 horsepower. The Oldsmobile camp descended upon Fort Stockton on August 26, 1987, with Foyt's team, FIA officials, and the requisite safety crews in tow. Initial runs with the short-tail Aerotech fell just shy of the 250.919 mph closed-course speed record held by Mercedes-Benz's CIII-IV prototype, prompting the crews to improvise aerodynamic modifications (i.e., taping over the cabin air inlet) to eke additional speed from the car. In the meantime, Foyt hopped into the long-tail car, which had yet to be shaken down and tested on a track. After a few practice runs, he blitzed through the flying mile at an amazing 275 mph. The next day, Foyt made flying mile runs in both track directions, averaging 267.399 mph, a record that remains unbroken. Following that, Foyt switched to the short Aerotech, laying down a closed-course speed record of 257.123 mph, easily surpassing the C111-IV's previous record. The record-breaking proved to be great exposure for Oldsmobile. The Aerotech was used in print ads, TV spots and even made the rounds at various auto shows (a non-running model was fitted with a gussied-up interior for use on the show circuit). After that, however, both cars were shuffled off to a warehouse, seemingly relegated to history. Ironically, Olds found itself in a similar situation in 1992. The division was readying a new DOHC 4.0-liter V-8 for its forthcoming Aurora luxury sedan, and to prove the engine's mettle, the division turned once again to its streamliners. World records were again the game's name, but this time, the Aerotechs were gunning to set new endurance speed records. While a third running car was constructed from scratch, both short-and long-tails were dusted off and updated for their latest quest. To accommodate running 24-hours straight, the Aerotechs were blessed with enclosed headlamps, functional tail and brake lamps, and a roof-mounted flashing identification lamp. Other modifications for the endurance running included a reshaped air intake, smaller rear wheels and taller profile tires all around, a reshaped canopy, and a new monochromatic paint scheme. Unlike the first Aerotechs, the revamped endurance cars were fitted with virtually stock engines. Modifications were restricted to revised camshafts, custom intake and exhaust systems, specialized engine tuning, and small tweaks designed to facilitate engine replacement, if so needed. The three Aurora Aerotechs returned to the Fort Stockton track on September 4, 1992, and ran for eight days straight. In the process, the cars managed to set nearly 47 different speed records, including the FIA average speed record for a 10,000-kilometer run (170.761 mph) and a 25,000-kilometer journey (158.386 mph). According to Oldsmobile releases issued at the time, the eight-day run was roughly the equivalent of running 31 Indy 500 races back-to-back. All three cars were driven hard, put away wet, and generally forgotten about. Although they occasionally made appearances at car shows across the country (even after Oldsmobile's demise in 2004), the Aerotechs appeared to be forgotten -- even by Welburn. However, that changed in September as he was walking through the design studios. One group was working on a low-drag vehicle design and had several photos posted for inspiration -- one of which was the original Aerotech. "That made me smile," Welburn noted, "but it also got me thinking. It's one of those things; whenever I see the photographs, I just can't believe I never had a chance to drive it. Foyt, endurance racers, and a handful of technicians were the only ones who ever did." Luckily, Welburn made his dream come true just before jetting across the pond for the 2010 Paris motor show. After engineers pulled an Aurora Aerotech from the warehouse and inspected its various components for damage, the car was shipped to the company's Milford proving grounds, where we joined Welburn to witness his milestone. The Aerotech's wild shape is certainly evident even in the worst press photos, but it's incredibly low, long, and flowing when viewed in person. It's also quite loud; despite the V-8 being close to stock, its open exhausts produce an amazingly coarse burble at idle and an intimidating growl when its throttle is goosed. Despite being limited to a 61-mph top speed on the facility's north-south straightway, Welburn had plenty of opportunities to do just that. We couldn't help but grin at the noise, but our enjoyment paled in comparison to the toothy smile Welburn wore after prying himself from the minuscule cockpit after several laps. "I can't believe it," he said, grinning from ear to ear. "It's unreal to drive. It's so fast and just feels so good. I wish we could have gotten it up to some decent speeds – it seems so effortless to build up speed." We may not be cruising around in Oldsmobiles capable of eclipsing 250 mph (or any new Oldsmobiles, for that matter). Still, the Aerotech project influenced modern GM vehicles, particularly in aerodynamics. "Aero is very important to me today," Welburn notes, "and I credit that push and knowledge to being involved with Aerotech. [Many] of the fundamentals I've learned directly came from the opportunity to work directly with aerodynamicists." "Ed did spend a lot of time in the wind tunnel and modeling the car himself," Schenkel recalls. "That's fairly uncommon for designers. Usually, clay modelers do this work, but his willingness to jump in and work on the car's shape did help the job go quicker." Indeed, when it came time to evolve the Chevrolet Volt concept into a production vehicle, Welburn knew aero would be an important factor -- and he knew just who to call for advice. Schenkel and other aerodynamicists lent a hand in optimizing the plug-in hybrid's shape for reducing drag -- an important point, considering the original concept had a drag coefficient of 0.43 cD, which is worse than that of a Chevrolet Tahoe Hybrid (0.36 cD). A four-seat, five-door family car bears little resemblance to a record-breaking race car, but many of the tricks employed in the Aerotech's design do reappear in the Volt's finalized form. The front corners have been rounded considerably to cut drag, while the fog lamp recesses have been exchanged for a flush design. The Volt's sides, especially in front of the rear wheel wells, is remarkably flat; as was the case on Aerotech, this helps direct airflow over -- not into -- the rear wheels. Underneath the car, the Volt utilizes a set of three panels to direct air, although they're not designed to generate downforce like those on the Oldsmobile. Will we ever see GM demonstrate new technologies in such a wild fashion? Welburn thinks it's important to illustrate what the automaker is working on but thinks a vehicle rooted in reality may do the job better. "We still have several internal concepts that are never shown publicly, and there is still some need to prove ourselves through motorsports, but we can showcase new technologies in actual productioativity with every project. It's a refreshing air of change." "Ed Welburn Drives the Oldsmobile Aerotech" by Evan McCausland | www.automobilemag.com Source: conceptcarz.com Images: GM; www.shorey.net; www.conceptcars.it Pictured above: 1987 Short-Tail & Long-Tail Oldsmobile Aerotech Concepts Pictured above: The 1987 Oldsmobile Aerotech sketches, clay models, and wind tunnel tests Pictured above: 1992 Oldsmobile Aerotech (presented at the 1993 LA Auto Show)

The Nissan S-Cargo was first shown at the 1987 Tokyo Motor Show. From 1989 until 1992, only about 8,000 were produced. The small but tall cargo area made it an ideal delivery vehicle in urban areas, with a payload limited to 660 pounds. The S-Cargo is based on the Nissan Sunny/Sentra. In Europe and Asia, it is highly prized as a promotional vehicle. Some vans came with porthole windows; those without were often painted with advertising. The S-Cargo has two seats and a small folding seat in the back. "Escargot" is the French word for snail. One look at this vehicle's round lines and hubcaps, and you understand how it received this nickname. The styling is very derivative of the French Citroën 2CV "Truckette." The concept for both vehicles is the same: a small, efficient delivery vehicle based on existing mechanicals. The styling of the vehicles is quite similar, with their rounded foreheads and pop-up snail-like eyes for headlights. The S-Cargo is the only Pike Factory car not badged externally as a Nissan. Specifications Manufacturer: Nissan Motor Co. Ltd. Country of Origin: Japan Drivetrain Configuration: Front-engine, front-wheel drive Engine: 1500cc, four cylinder, water-cooled Transmission: 3 speed automatic Top Speed: 80 miles per hour Years of Production: 1989-92 Number Produced: around 8,000 Original Cost: around $9,200 Source: Nissan S-Cargo-1989 - Lane Motor Museum. https://www.lanemotormuseum.org/collection/cars/item/nissan-s-cargo-1989 Images: Nissan

At the 1987 Tokyo Motor Show, Nissan unveiled a sporty concept reminiscent of the Lotus Seven. It was an open cockpit design with bulging fenders featuring a 1.0-liter supercharged and turbocharged engine. The concept had a fitting name for its unconventional design, the Nissan Saurus. Nissan marketed the concept as part of a pair rather than adding more sensible features to the Saurus, such as a roof. The Jura minivan concept was introduced as a practical complement to the roadster. This approach was very radical for the Japanese market, where space for two automobiles was unrealistic for most, so it was safely assumed the Saurus concept was never meant to see production. Surprisingly enough, the twin-charged engine made its way into production in 1989 through the March/Micra Super Turbo. Despite the impracticality of the Saurus concept, one department of Nissan saw potential in the design. Nismo, Nissan’s motorsports division, created the Saurus Cup race series in 1989. The series featured single-seater sheet metal tub racecars with fiberglass molded bodies replicating the Saurus concept. The car was also used for Nissan Racing School. The successor to the Saurus racecar, the Saurus Jr., is still used for advanced racing classes today. Source: Grand JDM via Nissan Saurus Jr. Racecar, www.autoblog.com Images: Nissan Picture above: 1987 Nissan Saurus Concept Pictured above: 1989 Nissan Saurus Cup Racecar Pictured above: 1991 Nissan Saurus Jr. Racecar

Following the Be-1, the PAO rolled out as the second model of the “Pike Car” series. Pike car is a generic name of playful yet “edgy” cars manufactured on the condition of limited volume production. PAO was exhibited as a concept car at the 27th Tokyo Motor Show in 1987 and was rolled out in January 1989. Total production exceeded 30 thousand units. Its interior and exterior were designed in a retrospective style under “adventurous spirit,” which became a big hit. The name PAO comes from the Chinese word meaning a Mongolian portable dwelling. This car is equipped with a canvas top. Source: Nissan | Heritage Collection | Pao. https://www.nissan-global.com/EN/HERITAGE/Pao.html Images: Nissan

MID4 is an experimental car to exhibit the achievements of R&D at motor shows. The model name comes from a supercar with a midship engine layout and a four-wheel-drive system. This car “MID4 II” was exhibited at the 27th Tokyo Motor Show in 1987. Mounted engine, “VG30DETT”, 3-liter V6 DOHC twin-turbo with intercooler, generated 330ps. The suspension type was Double Wishbone for the front and Multilink for the rear with a steering system named “HICAS.” Although this model was never sold in the market, many of its new technologies were applied to the Nissan 300ZX (Z32) rolled out in 1989 and the Skyline GT-R (R32). Specifications Overall length / width / height: 4,300/1,860/1,200mm Wheelbase: 2,540mm Tread (front/rear): 1,545/1,550mm Curb weight: 1,400kg Engine: VG30DETT (V6, DOHC twin turbo) 2,960cc Engine Max. power: 242kW (330PS)/6,800rpm Engine Max. torque: 382Nm (39.0kgm)/3,200rpm Suspension (front/rear): Double wishbone / Multilink(with HICAS) Brakes (front / rear): Ventilated disc / Ventilated disc Tires: 235/55ZR16 / 255/50ZR16 Seating capacity: 2 The first Nissan MID4 concept was presented in 1985. Source: Nissan | Heritage Collection | Nissan MID 4 (Type II). https://www.nissan-global.com/EN/HERITAGE/nissan_mid_4_type_ii.html Images: Nissan; pen-online.com

The Jura Minivan concept was shown at the 1987 Tokyo Auto show. It had a long wheelbase, electronically-controlled suspension, 4-wheel drive, 4-wheel steering, electric sliding doors, and the headlights were designed into the windshield base. A 2-liter power plant powered it. Source: www.conceptnissan.com Images: Nissan; Concept Car Central

At the 1987 edition of the Tokyo Motor Show, Nissan went all out, displaying no less than six concepts ranging from a mid-engined Toyota MR2-like sports car to a tall Renault Espace-fighting minivan christened Jura, a name borrowed from a mountain range in Europe. One concept that largely flew under the radar was the Judo, a tall two-seater that almost looked like a Porsche 914 dropped on a Jeep Wrangler chassis. The Judo stretched 157 inches (399 centimeters) long, 66 inches wide (169 centimeters), and 62 inches tall (158 centimeters), dimensions that made it about as long and as wide as a second-generation Golf but a couple of inches taller. It featured a rugged design accented by body-colored bumpers on both ends, a pair of large fog lamps up front, a winch hidden in the rear bumper, and a full-size spare tired integrated into the rear fascia. The entire top was designed to slide backward by a few inches, providing a futuristic take on the tried-and-true T-top roof. Finally, six-lug alloy wheels wrapped by aggressive Bridgestone tires let the world know the Judo meant business. The Judo featured a simple, uncluttered design that grouped all the buttons and knobs on the center console, leaving the instrument panel altogether bare save for two rectangular air vents. The steering was commanded through a three-spoke wheel, and the instrument cluster was made up of a handful of analog gauges. The interior provided space for two passengers, but a cramped rear bench could transport two more on short trips. Power came from a turbocharged 2.0-liter four-cylinder engine that made 210 horsepower at 6,800 rpm and 195 lb-ft. of torque at 3,600 rpm, figures that were downright impressive for such a small car in the late 1980s. Also used in Nissan’s Cedric and Gloria sedans, the turbo four spun the four wheels via a five-speed manual transmission and Nissan’s Advanced Total Traction Engineering System for All-Terrain (ATTESA) all-wheel-drive system. The Judo was not given the green light for production and it remained a one-off concept. However, the Suzuki X-90 introduced in 1995 was noticeably inspired by the Judo. Engine & performance: Position: front Type: V6, DOHC, 24-valve, turbo Capacity: 1998 cc Power: 210 hp @ 6800 rpm Torque: 265 Nm @ 3600 rpm Drive: 4WD Dimensions: Length: 3990 mm Width: 1690 mm Height: 1585 mm Wheelbase: 2450 mm Source: A look at the 1987 Nissan Judo concept | Ran When Parked. https://ranwhenparked.net/2015/01/14/a-look-at-the-1987-nissan-judo-concept/; allcarindex Images: Nissan

Designed by Shigeru Miki, the ARC-X has a transverse-mount 24-valve v6 engine producing 190hp and included a 4WD layout with four-wheel steer capabilities. The aerodynamic design achieved a 0.26 coeffecient of drag rating. The gear shift and controls were housed between the two front seats to allow for additional space for electronics. I was awarded the a car design award in 1987 and dubbed the "World's Best Concept Car" in 1988. The ARC-X is known as the predecessor to the Infiniti line. Source: 1987 Nissan ARC-X - Concepts. https://www.carstyling.ru/en/car/1987_nissan_arc_x/ Images: Nissan; Concept Car Central

The Mitsubishi HSR (Highly Sophisticated-transport Research) is a range of concept cars exhibited by Mitsubishi Motors through the late 1980s and 1990s. Six distinct iterations of the vehicle were released biannually to coincide with the Tokyo Motor Show, with each model after the original identified by a Roman numeral suffixed to the name. The first vehicle was a showcase for Mitsubishi’s integrated electronic systems offering automatic control of drive train, suspension, steering, brakes, and driving position according to driving conditions or weather. It was powered by a 2.0 L 16v turbocharged engine producing 295 hp, had a maximum speed claimed by the factory at 300 km/h. Engine & performance: Type: Mitsubishi Galant 4G63, 4-cylinder, DOHC, 16-valve Capacity: 1997 cc Power: 295 hp @ 8000 rpm Torque: 330 Nm @ 5000 rpm Drive: 4WD, 4WS Top speed: 323 km/h Dimensions: Length: 4600 mm Width: 1810 mm Height: 1185 mm Wheelbase: 2600 mm Source: Wikipedia; allcarindex Images: Mitsubishi; Concept Car Central; Mario Buonocunto Concept Cars Page

The 1987 Mazda Pair Concept was a micro-van and trailer prototype that could be adapted for various purposes and was designed to be used in crowded urban areas. It was presented at the 1987 Tokyo Motor Show. Dimensions: Length: 2700 mm Width: 1450 mm Height: 1600 mm Wheelbase: 1800 mm Weight: 750 kg Source: carsthatnevermadeitetc; allcarindex Images: Mazda