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The Mazda MX-04 of 1987 was both a realistic and unrealistic Concept. It used a conventional rotary powertrain, perhaps from an RX-7, mounted in the front and powering the rear wheels. Its overall shape and footprint was similar to the late-1980s RX-7 or Miata. The MX-04 Concept went a step further, well...two steps further. It was three cars in one, with modular fiberglass body panels that transformed it from a coupe, an open-top roadster, or a minimalistic sports car. This multipurpose vehicle could be driven in the rain, offered open-top motoring, or raced at the track. The high-revving rotary engine developed approximately 150 horsepower backed by a manual transmission. The digital dashboard layout was reminiscent of the preceding MX-03 Concept, which had a HUD display and an aircraft-inspired steering wheel. The two bucket seats were divided by a center console that included the shifter, and the double-should seat belts and bolstered seats could keep the occupants firmly planted in their seats during heavy cornering. As described by Mazda, 'While the MX-02 and MX-03 shared some of the same futuristic design cues, the MX-04 was completely different. Revealed at the 1987 Tokyo Motor Show, the MX-04 was a front-engine rear-wheel-drive sports car chassis that had removable fibreglass panels, but not just one, but two different sets, allowing the car to switch from a glass dome roofed coupe to a beach buggy style open sided roadster. Powered by a rotary engine, this barmy shape-shifting sports car was never a serious contender for production, but little did outsiders know that Mazda was already developing the MX-5, and just two years later, the most famous car to wear a MX badge arrived.' Source: 1987 Mazda MX-04 Concept | conceptcarz.com. https://www.conceptcarz.com/z30756/Mazda-MX-04-Concept.aspx Images: Mazda; Concept Car Central

The 1987 Lincoln by Vignale debuted at the 1987 Chicago Auto Show. It was based on a Thunderbird / Cougar, V8 engine, all-wheel drive, with front & rear independent suspension Developed to provide 'a glimpse of what the high-performance, luxury touring car of the 1990s might be like,' the Lincoln by Vignale had an elegantly simple design. The most interesting styling cue is noticeable at the back, with a Continental spare wheel motif between the wide taillights. The fine detail provided the two-seater convertible an interesting look that we believe has withstood the test of time. Despite the 'Vignale' name, the car was designed by Ford's North American Design Center, and as you can see, it looked pretty much production-ready. That's because Lincoln wanted to have something that could hit the assembly line as soon as possible to go up against the Pininfarina-designed Cadillac Allanté. But rather than putting the car on sale, Lincoln decided to wait and see whether the Allanté would turn out to be a hit. Ultimately, it remained purely a concept and show car. The Lincoln by Vignale was built by Ghia in Turin, Italy, and was exhibited not only with a removable hardtop but also with a speedster tonneau cover and a fabric roof. It was allegedly based on a Cougar / Thunderbird and had a V8 Lincoln engine sending power to both axles, which featured an independent suspension. The vehicle was engineered with multi-beam headlights that allowed the designers to create a sleeker appearance by lowering the front end. It's a shame that it did not go into production as it would have probably been a worthy adversary to the Allanté, which remained in production until 1993. Source: Concept We Forgot: 1987 Lincoln by Vignale. https://www.motor1.com/news/94249/concept-we-forgot-1987-lincoln-by-vignale/ Images: Lincoln; Glen.H - Photostream

The Gorbi was an all-terrain vehicle built for desert rallies and based on a Lada platform. It was fitted with large wheels, had great ground clearance, and 4WD with 4-wheel steering. Special reclining positions for the driver were included to minimize back injuries. The car had an estimated top speed of 200km/h thanks to an engine that produced 200hp. Source: https://classiccars.fandom.com/wiki/Lada_Gorbi Images: Colani Design

The Isuzu Zero Door was a concept car built in 1987. The car was unveiled at the 1987 Tokyo Motor Show. It was an open-air fun car with the doors cut out of the body. The car had no roof and was finished in red. Source: https://classiccars.fandom.com/wiki/Isuzu_Zero_Door Image: Isuzu

The chief designer Takao Honda has described this auto as one "Swan Concept." The idea of departure has been the visualization of a swan in the water. The two colors exemplify this concept. The superior part, blue, represents beauty, with a glass door and soft lines. The inferior, white part idealizes the movement with the motor centrally systematized. The car was seen as the ATV for the 21st Century. It had a canopy roof hinged at the front, giving access to a few passengers. Engine: 1.6-liter Inline-4 turbo. Power: 300 hp (224 kW) @ 6,800 rpm. Torque: 296 lb-ft (402 Nm) @ 5,800 rpm. Drivetrain: Mid-engine, 4WD. Source: https://classiccars.fandom.com/wiki/Isuzu_COA_III; https://www.gtplanet.net/forum/threads/isuzu-coa-iii-concept-1987.327362/ Images: Concept Car Central; Mario Buonocunto Concept Cars Page; www.2000gt.net

The Impact was built on a Ford Sierra XR 4x4 chassis and designed to be the next generation of compact 4x4. Practical aspects include 27 cubic feet of luggage space, with an additional 12 added when the rear seats are removed. The sunroof was electronically controlled and completely removable. The car was also aerodynamic to help reduce drag and increase fuel efficiency. Source: https://classiccars.fandom.com/wiki/IAD_Impact Images: Concept Car Central

In 1987, General Motors entered the Sunraycer concept in a 1,950-mile electric-car race in Adelaide, Australia. 7,200 solar panels powered the one-seat, four-wheeled, teardrop-shaped Sunraycer. General Motors entered the car in the race to develop and demonstrate technology in lightweight structures and materials, low-speed aerodynamics, high-efficiency batteries, lightweight engines, and solar cells. When the Sunraycer won first place, it proved that a solar-powered car could be a car for the future. Though nearly twenty feet long, the car, with aluminum tube and plastic skin framing, weighed only 390 pounds. It was propelled by a single direct-current engine weighing eight pounds. The drive wheel's left-rear wheel ran the drive motor as a generator when the driver released the accelerator, feeding energy back to the car's battery system. The Sunraycer used bicycle tire technology and braking technique, which returned energy to the batteries. Source: Concept Car Central

Introduced at the 1987 Frankfurt Auto Show, the HFX (High Feature Experimental) Aerostar Ghia was a prototype of future minivan design. Two running prototypes were built from the collaboration of Ford and Ghia; both used the stock 3.0L Vulcan V6 and A4LD automatic transmission. The HFX concept borrowed some features used in other Ford vehicles, such as 4-wheel air suspension and electronic climate control. From there, some of the technologies showcased in the HFX had never before been seen in a minivan. This included run-flat tires, adjustable pedals, power-sliding side doors, electric power steering, ABS, traction control, seatbelt pre-tensioners, and movable grille shutters. On the rear, an LCD was installed to display 12 pre-programmed warning messages. Source: 1987 Ford HFX Ghia Aerostar Concept Car. https://testdrivejunkie.com/1987-ford-hfx-ghia-aerostar-concept-car/ Images: cochesmiticos.com; www.oldievan.de; community.webshots.com/user/paulnh1

Ferrari and four-wheel drive go way back, although it never was a promising technology for the company. The great engineer Mauro Forghieri, who supervised the racing development of Scuderia for decades, investigated the 4wd concept to use it on Formula 1. A test car using parts from other race cars was built. The 312B3 or 'snowplow' was mostly known because of its appearance and the integrated front wing/spoiler with the fuselage. The 1961 Ferguson P99 Climax inspired this project. This was the first 4wd F1 car and the last front-engine car that won an F1 race. The 312B3 was never raced, leading to the successful T-series race cars. However, Ferrari never raced or tested a 4wd F1 car again. After he resigned from F1, M.Forghieri was appointed director of Ferrari's "advanced research office," where he stayed for two and a half years. Under his supervision, Ferrari presented a working concept car, the 408 Integrale, a moving laboratory for new technologies. The 408 was so advanced that today, almost 25 years after its 1987 debut, would look misplaced in the current Ferrari lineup. It had a very advanced aluminum frame with sandwich panels bonded together by glue and laser welding. Its shape had very low drag, a Cd of only 0.274 to 0.314 depending on the position of the movable rear wing. The 408, like the NSX later, incorporated and defined the template used by almost every supercar today. It had a centrally longitudinally-mounted V8, which was offset to the right to accommodate the gearbox side by side. It was very compact and light (1260), especially because it was built with production quality standards. It had air condition, and its interior quality was better than that of F40. Engineers from Honda most certainly considered 408 while designing the NSX, which isn't a case of shameless copying. The most exotic feature of the 408, which is mentioned in this article, was its four-wheel drive. It had a relatively simple system with two mechanical limited-slip differentials (17% front, 75% rear). The central differential was geared to transmit 29,3% of the power at the front and 70,7% at the back under normal conditions. It had a hydraulic limited-slip system and a manual override for the complete lock. The 408 concept was very thoroughly designed and relatively easy to enter production. However, it was considered too advanced (12~15 patents were submitted) and exotic for the time and especially for Ferrari. Mauro Forghieri later joined the resurrected under Romano Artioli Bugatti, where he evolved his ideas and developed the four-wheel-drive system of the also advanced EB110. The latter had a longitudinal offset placed V12 with the gearbox stacked on its side, like the 408. The use of four-wheel drive to augment the performance of a sport car or even a supercar or racecar isn't new. It isn't new even for Ferrari, as mentioned above, and even though the two 408 prototypes were the closer the company ever got to a production 4wd car, the concept was studied and explored in depth. Source: Ioannis K. Erripis - robotpig.net Images: Ferrari S.p.A.; Mario Buonocunto Concept Cars Page; Road&Track; www.ferraridatabase.com

Very little is published about the 1987 Dodge Daytona 199x Concept. Comment below if anything is known. Image: Dodge

The 1987 Daihatsu Urban Buggy was a prototype for a rear-engined youth-oriented vehicle that for some reason had an opening windshield. It was presented at the 1987 Tokyo Motor Show. Engine & performance: Position: mid-wngined Type: 3-cylinder, DOHC, 12-valve, turbo Capacity: 993 cc Power: 105 hp @ 6500 rpm Torque: 4WD Dimensions: Length: 3520 mm Width: 1650 mm Height: 1550 mm Wheelbase: 2500 mm Sources: allcarindex; carsthatnevermadeitetc Images: Concept Car Central

Daihatsu's TA-X80, a 2-seat mini-midi with a 1.0-liter twin-cam 24-valve turbo V6. The TA-X80 gets its name from Technology Advanced eXperimental and the fact that it marks the 80th anniversary of the Daihatsu company. This vehicle has a two-door coupé type body with a mid-positioned engine delivering its power to all four wheels. The Daihatsu TA-X80's engine is a turbocharged petrol, 1 liter, double overhead camshaft six cylinders with four valves per cylinder. This powerplant produces 128 bhp (130 PS/95 kW) at 9000 rpm. The engine delivers its power to the wheels via a four-speed automatic transmission. Its claimed curb weight is 880 kg. Source: Popular Mechanics, March 1988; https://www.carfolio.com/ Images: Mario Buonocunto Concept Cars Page

The Chevrolet Aero 2003A was a concept car produced by the American automotive manufacturer Chevrolet in 1987. The car was created as a coupe and sedan and was fitted with a 2838cc six-cylinder engine. Using an aerodynamic design, the Aero 2003A updated the Chevrolet Citation IV concept from 1984. Source: https://classiccars.fandom.com/

From the early eighties, the European rounds of the F1 championship were supported by a 'Pro Car' series which saw famous drivers battle it out before each F1 race in a heavily modified BMW M1. As the M1 ended its production runs, a new car or a new series was needed to replace the Pro Car series as a support race. A new series was proposed with cars very similar to the contemporary F1 cars but with a body similar to road cars, a true silhouette series. Only one car was built for the series as most manufacturers didn't want to invest the money needed. Alfa Romeo's race department Alfa Corse built that one car with a lot of help from the Brabham F1 team. The silhouette built resembled Alfa's top model, the 164. The engine remains unique as it is the only Alfa Romeo V10 engine ever built! With a top speed of over 210 mph, it was a bit faster than the F1 cars as its body shape allowed for a much higher top speed. The 164 Pro Car was never raced and now remains a unique reminder of a wild plan. One of motorsport's best-kept secrets and a genuine would / could have been. Source: ultimatecarpage

The 1988 VAZ-2108 Targa was a prototype of the Group of Eight with a body "Targa," made in 1988 in style vazovskoy Center. According to data collected, the body was destroyed in 1992, and the car was scrapped several years ago. Source: https://www.deviantart.com/ Images: oldconceptcars

A former Lamborghini test driver and a music composer known as "The Father of Disco" partnered to create one of the unique supercars of the '80s — the Cizeta-Moroder V16T. The V16T had everything a supercar of the period needed — exotic styling by Marcelo Gandini, an outrageous V16 powerplant, and the cache of exclusivity. This car is chassis 001, the original prototype and show car unveiled at a Los Angeles event in 1988, hosted by Jay Leno. After its time on the show circuit, the car was retained by Moroder and remained in storage until being reconditioned by Bruce Canepa at the recommendation of Leno. The car was fully functional and required some modifications by Canepa to make it roadworthy. Chassis 001 will go to auction in Pheonix in January 2022. Source: uncrate Images: oldconceptcars

The 1988 Citroën BX Break 19 TRD Surélevé Prototype by Heuliez was a prototype high-roofed, 3 row 7-seat version of the BX Break by the French coachbuilder. The project failed to progress beyond the prototype. Source: https://carsthatnevermadeitetc.tumblr.com/

Heuliez was a French company (1920-2013) that worked as a designer and producer of prototypes for various car makes. The 1988 Citroën AX Van Evasion was a proposal for a high-roof estate car based on the Citroen AX hatchback. Following a study assignment for an urban electric vehicle, Heuliez presented this heightened and lengthened AX; a 7-seater mono-volume with a single sliding door on the driver's side and two on the passenger's side. Source: https://www.flickr.com/photos/xbxg/48738644477

At the end of the 1986 Season, FIA decided to exclude Group B regulation vehicles from entering the World Rally Championship, following the tragic incidents (Deaths of Attilio Bettega in 1985 and Henri Toivonen e Sergio Cresto in 1986 plus spectator fatalities) of the preceding year. Given the evolving vehicle performance, this was a necessary step, which had begun to approach the limit of what was humanly possible to control on rally-stages. This decision came only a couple of months after the same Federation had provisionally approved a new regulation – Group-S, which was seen as an evolution of Group-B, retaining some of the spectacular aspects of the Grp.B cars, but reducing their overall performance by limiting the engine size to 2,000cc (1.430cc for a T/C engine, applying the 1.4 Ratio required in the regulations). As stated in Sergio Limone’s exceptionally detailed account of the Abarth Vehicles, the Abarth project Group S vehicle project, SE042 (1986), never left the drawing board. Instead, the project SE041 (1986), the ECV1 and ECV2, were heirs derived from the first rally S4, the SE038 (1983), as well as the SE040 (1985), which was an interim S4 evolution exploring a novel CVT and improved Aerodynamics. Lancia continued to evolve the chassis of the ECV, and the original carbon-fiber composite chassis panels were re-covered and restyled, by Carlo Gaino, of Synthesis Design to create the evocative ECV2 in 1988. The ECV2 is property of the Fiat group and is in Torino and contains the ECV1 original composite chassis. Apart from its more rounded styling, it also contains the ultimate evolution of the Triflux, with water-cooled intercoolers allowing a more compact layout, which may have given performance advantages (already used on the Peugeot 205T16). Above all, the ECV2 is more compact, fluid, and shorter than the imposing and Squared ECV1. The pearlescent white color scheme, still with Martini Racing colors, is aggressive and has finishing touches of Lancia with a branded front grill. The front hood has been opened to allow the front radiator, which also cools the intercoolers, a well-sized air outlet. A rear spoiler, obviously wind-tunnel tested and similar to that used on the Alfa GTA for track use, is mounted as a wrap-around on the rear. “ECV2” is proudly written on the rear flanks. The engine evolution is apparent to attempt to avoid Turbo-lag. The two turbos enter into a regime in sequence; one is available at low rpm, while the other is sized for top-end power. Additionally, the crossed-valve configuration allows a more uniform distribution of the combustion temperature and more effective combustion due to turbulence generation. The interior is that of the classic Delta S4. The Abarth rev-counter, orange lettering on a black background, the battery voltage indicator, and the fuel gauge are the complete instrumentation. The Steering-Wheel has a deep center, with the classic Abarth 2 spoke layout. Oversized boost pressure is orientated towards the driver. The declared performance is impressive: 930 kg with 600 CV at 8000 rpm. The acceleration was calculated as 0-200 km/h in 9 secs, with each turbo-charger pumping 2.2 bar over atmospheric pressure. It isn't easy to imagine how a vehicle like this would have performed on a typical stage, and how a world championship with cars like the ECV2 would have developed. Nobody knows, but the ECV2 is a passionate statement of intent that stands proud amongst the other Lancia masterpieces, such as the Stratos, the 037, the Delta S4, the Delta Integrale in the Lancia Collection in Torino, where “Made in Italy” has no competitors. Source: http://www.ecv1.com/e-ecv2.htm

Franco Sbarro is known worldwide for extreme cars and show cars. He has done just about everything you can imagine, and possibly more! In 1988 he presented a powerful small car, ideal for the Robur. It had the Audi 5cylinder Turbo engine transverse-mounted behind the two seats. Sbarro used the 182PS engine and tuned it to 200PS instead of the Urquattro or Sportquattro engine. As the Audi engines were normally mounted longitudinal, Sbarro searched for a matching transverse-mounted gearbox. He then used the automatic transmission of ZF that was also used in the Saab 9000 and provided five gears. The car was short, very short: 3 meters without the spoiler in front, and it was wide: 178cm, the Audi 100 Typ44 measures 181cm! The car was also pretty low with its 120cm. And it was light: only 800kg! That was one hell of a ride, even if it had only rear-wheel drive! But as it is a city Coupé, you can expect some more from Sbarro. At the back, two little wheels can be extended. They lift the car and -going on a circle- helping to position the car in a narrow parking space! As the little wheels were attached to the suspension, there was nearly no changing of the car's stance when lifting. If you left the city and were cruising at a top speed of 220km/h (138mph), you were perhaps very happy to know that the large rear wing would work as an airbrake every time you hit the brake pedal! The license plate in front would swivel to open or close the air intake, like on the Cobra or the Jensen cars. If you wonder what rims those are: They are custom-built Alpinault rims! Tires are 205/40/14 in front and 285/45/14 in back. It cost some 150.000 Swiss Francs in 1988. Source: www.audistory.24max.de Images: Sbarro; Dingo