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The Megane was first presented at the 1988 Paris Auto Show. Developed over five years between Renault and French television-broadcasting company TDF, the Megane was an aerodynamic four-seat sedan with a low drag coefficient of 0.21. The Megane was designed with optimum luxury in mind with first-class aircraft-style seats, a pull-out trunk, and electronic sliding doors. The Megane’s 130-horsepower engine thrust the car from 0-60 miles per hour in eight seconds. A 3-liter turbocharged V6 engine also propelled the Megane to a top speed of 160 miles per hour. The front passenger seat could rotate to face the rear passengers as the seat belt traveled along with the seat. The rear bench seat could recline as the rear window slid back along rails to create more headroom. The single front windshield wiper was concealed under a panel until engaged. The fully-adjustable driver console consisted of analog gauges, a simple steering wheel, two rear-vision monitors, and easy-to-reach controls. Fixed windows, with partially-movable sections on the front windows, limited interior ventilation, aside from the electronic air conditioning system. The rear passengers used two retractable ceiling-mounted televisions to display the atlas system mounted upfront. The rear seats were also divided by a cooler for food and drink storage. The navigational system also provided information on upcoming hotels, restaurants, etc. A hands-free telephone was built into the front section, while the rear was fitted with a hand-held phone. The transmission was automatic, which could be switched to a clutch-less manual. This concept was build by Turin-based coachbuilder Coggiola. Source: https://www.carrozzieri-italiani.com/ Images: Renault; Concept Car Central; Mario Buonocunto Concept Cars Page

The Pontiac Banshee is a line of concept cars designed by Pontiac, assuming the role previously established by General Motors' Firebirds of the 1950s. Four Banshee "dream cars" were fabricated through 1988 as design exercises intended to establish exterior and interior themes that could be modified for production versions of Pontiac sports and performance cars. Banshee was also the leading candidate for Pontiac's version of the Camaro before being named Firebird in light of any deathly associations of the word Banshee. Known within GM as the "Banshee IV," this car was unveiled in 1988. The two-door, four-seater Banshee IV had a sleek and sensual futuristic design. Its fiberglass body was painted bright red, while its triangular hood was matte black. A 230 horsepower fuel-injected, single overhead cam V8 engine powered the rear wheels. A heads-up display system (HUD) projected information about speed, engine RPM, and fuel level on the windshield in the driver's field of vision. The dashboard featured video displays and numerous buttons; the steering wheel alone contained about twenty. The dual rear wings were also adjustable. Like its predecessors, it was intended to establish exterior and interior design themes that would be modified for the production version of the Pontiac Firebird. The Banshee IV successfully influenced the overall appearance of the fourth generation of the Firebird and extended to the fourth generation of the Chevrolet Camaro. It was 201" long. Source: wikipedia Images: GM; Dean's garage; Coconv' Photostream

The styling hits you first. Visually, the X2S is a knockout. But beneath its sleek skin, this sporty new car is engineered to be high quality and high performance. The creators of Plymouth X2S reached into the future, striving for significant advances in automotive design. X2S is the reward of their labor. Windswept, aerodynamic styling, and hidden headlights allow Plymouth X2S to slide through oncoming air quietly and efficiently, with an expected drag coefficient of 0.30. The unique X2S shape uses the onrushing wind to hold the car to the road. X2S is an automobile that inspired driver confidence. A combination of highly refined, interdependent engineering features makes this futuristic Plymouth a pure joy to control. Front-wheel drive, four-wheel independent suspension, and power-assisted quick-ratio power steering achieve a unique combination of stability and maneuverability. Power-assisted four-wheel-drive disc brakes confer extraordinarily controlled deceleration. It is a car you drive by instinct, knowing that X2S obeys the driver's most subtle command. The driving force inside Plymouth X2S is the sophisticated fury of a turbocharged and inter-cooled 16-valve DOHC MPI 2.0-liter Mitsubishi-built engine. This engine's leading-edge technology empowers Plymouth X2S with desirable performance. It develops 199 horsepower at 5,500 rpm and 189 lb-ft of torque at 5,000 rpm. Considering nearly 200 horsepower and a curb weight of just 2,550 lbs, a zero-to-60 mph line of seven seconds and 140-mph top speed is expected. This is a car designed as a mechanical extension of the driver's body: man and machine-made one. A feeling, a special understanding of the road, is subtly transmitted into your body through the ergonomically correct lumbar support bucket seats. Rich digital stereo sound envelops you. The cockpit-style instrument panel gauges are positioned within optimal sightlines. Controls are placed to fall easily beneath your hands. Features 2.0-liter 16-valve DOHC MP1 turbo-charged inter-cooled dual balance-shaft engine Dual insulated front/3-link rear sports suspension A power-assisted rock-and-pinion quick-ratio steering 16-inch cast-aluminum wheels P225/50VR16 Goodyear Eagle + 4 tires Pop-up halogen headlamps Instrumentation includes tachometer and speedometer, gauges for fuel level, engine coolant temperature, engine oil pressure, and turbo boost, plus warning lights High-back reclining bucket seats with lumbar support and passive restraint system Adjustable steering column Leather-wrapped steering wheel and shift knob AM stereo/FM stereo (MPX) electronically tuned radio-Ultimate Sound System-with six speakers and cassette tape player or CD player Engine & performance: Type: Mitsubishi Galant, 4-cylinder, DOHC, turbo Capacity: 1997 cc Power: 199 hp @ 5500 rpm Toque: 256 Nm @ 5000 rpm Top speed: 225 km/h 0-100 km/h: 7 s Dimensions: Weight: 1156 kg Source: Chrysler; allcarindex.com Images: Alden Jewell Collection; Road&Track Magazine, April 1988

The Plymouth Slingshot broke the rules for conventional automobiles and emerged as a pacesetter in futuristic and innovative thinking. It blends tomorrow's new and imaginative engineering features with functional versatility you expect from Plymouth. Developed for the youth market of the future by university students and Chrysler Motor designers, this concept car reflects Plymouth's goal to build contemporary and fun-to-drive vehicles. Working with special design computers and detailed illustrations, the special project team (average age 25 years) gave Slingshot an aircraft-style cockpit, aerodynamic styling, and a light and rigid carbon fiber chassis similar to an airplane. The result is an incredibly personal and dramatic car. Slingshot boasts many functional and safety features. Along with an adjustable four-wheel suspension, it has flexible fenders above the wheels for the ultimate aerodynamic styling. A modular back end and an exposed engine compartment area add to its functional appearance. The latest state-of-the-art safety features protect two occupants. They include a built-in roll bar, an impact-absorbing honeycomb nose section, high door sills for side-impact safety, dual tires on alloy wheels, and racing seat belts. Slingshot's two-occupant ultra-futuristic interior features an aircraft-style cockpit with pivoting canopy. Other advanced amenities include a keyless credit card entry system and an elevating driver's seat for safety and convenience. Smooth cruising is achieved through the ease of a motorcycle-type six-speed ratcher shifter. Slingshot is truly personalized driving fun in an exciting and comfortable future package! The Slingshot is just another example of Plymouth's drive to understand, anticipate, and satisfy its customers... today and tomorrow. Features/Engineering highlights: Ultimate aerodynamic styling with carbon fiber chassis Pivoting canopy and elevating driver's seat Rear-mounted 2.2-liter engine with twin cams, 16-valves, and turbocharger Motorcycle-type six-speed ratchet shifter Adjustable four-wheel independent suspension Front and rear dual tires mounted on alloy wheels Safety features such as impact-absorbing nose, roll bar, high door sills, and racing seat belts Keyless entry system Source: Chrysler Press Release Images: Chrysler Corporation; Alden Jewell Collection

Nobody had to look twice to realize what the 1988 Peugeot Oxia concept car was meant to be: A high-performance touring coupe. Spotlighted at the Paris Auto Show, the 1988 Peugeot Oxia concept car looked like it had just been driven in from a race track — and a race track of the future, at that. It could have, too, because, unlike many prototypes and concept cars, the stunning 1988 Peugeot Oxia concept car was fully operational. And by operational, we're talking about a twin-turbo V-6 churning out a whopping 670 horsepower at an ear-splitting 8200 rpm. The Oxia wasn't a bone-shattering racing machine, but a comfortable, well-behaved motorcar even with all that superpower. "Dramatic" barely begins to define the 1988 Peugeot Oxia concept car's sharply angular profile. Wheels were pushed all the way out to the corners of the body, reducing front and rear overhang to a minimum. The short, plunging line of the hood — led by slatted air intakes — blended serenely into the vast windshield with its generous and steeply angled expanse of glass. The roofline's smooth curve continued rearward to blend at an elegant tangent with the tail. At the rear, a variable aileron looked ready to carry the Oxia off the ground — perhaps into outer space, or maybe to send it burrowing down into the ground. A view of the car from the top was no less unique, which showed a body that widened at the rear rather than remaining of similar breadth throughout its length. The cockpit narrowed sharply toward the roof. Beautifully curved door windows edged into tiny triangular quarter panes. Thin-edged spoilers scarcely cleared the ground, and deep cutouts highlighted the bodysides in the lower regions. It took a bit of squinting, but, as interior stylist Paul Bracq pointed out, there was a definite family resemblance between the Peugeot Oxia concept car and real-world Peugeots — and not just the corporate insignia at the center of the slatted grille. The 1988 Peugeot Oxia concept car may have looked like it belonged in outer space, and that's where its name came from. Oxia Palus is the name of a region on the planet Mars that happens to be situated at latitude zero and longitude zero: the starting point for geographic measurements. Peugeot's Oxia, described as "making its earthly debut" in Paris, was viewed by some as a starting point for future performance vehicles. The 1988 Peugeot Oxia concept car design originated at Peugeot's La Garenne research center in France. The car was packed with futuristic technology but wasn't really as far-out as it appeared. Senior engineer Jean Derampe called it "more than a showpiece. By synthesizing functional reality with advanced Peugeot technologies, we've built a car that can be driven in the real world." The super-powered, transverse-mounted, 2849cc V-6 lived behind the passenger compartment and had four valves per cylinder, operated by twin overhead cams on each bank. The Bosch Motronic management system used two separate computers (one for each bank). The hydraulic twin-disc clutch of the Peugeot Oxia concept car engaged the 6-speed gearbox, which led to limited-slip front and rear differentials completing the all-wheel-drive package. All four wheels steered, too, using a mechanical variable-assist system that "enhances maneuverability at all road speeds." The electrically-adjustable rear spoiler changed angle according to road speed to deliver peak stability at each velocity, all the way up to the conservatively claimed 187-mph limit (as we'll later see). The Peugeot Oxia concept car's electronic tire monitoring system measured both the temperature and pressure of the 17-inch Michelin tires, which were mounted on magnesium alloy wheels. If its sensors detected a problem, the system even indicated the maximum speed that could be safely driven until a repair is made. However, that was only part of the Oxia's complement of electronic helpers. Doors were unlocked and opened to the ajar position, either separately or simultaneously, via an electromagnetic locking system. The car's communications center previewed systems that would be commonplace on cars in the 2000s. It included a radiotelephone to receive weather and traffic bulletins and route and destination information. The Peugeot Oxia's built-in personal computer's color display screen, tracker ball, and keyboard could handle travel, business, or personal chores. Key in information about your departure location, destination, and points along the route, and a road map appeared on the screen to display your progress. The map's scale depended on the speed of the car. Databases even delivered facts on hotel accommodations in upcoming cities or schedules for public transit. The 1988 Peugeot Oxia concept car interior continued the theme of futuristic comfort. Computerized air conditioning ensured that the selected temperature and airflow stayed constant, regardless of external conditions. When the car was stopped, this system drew power from 18 solar cells to maintain airflow through the passenger compartment. Getting into the two-seater wasn't easy since you had to climb over a tall sill. Once inside, you found a blend of traditional leather and future high-tech. The tall console swept downward, with a high gearshift lever in easy reach. A steel-blue anodized finish decorated the aluminum dashboard. Electrically adjustable seats contained a five-point safety harness. Carpets were bright blue; trim was a colored mix of anthracite gray and steel blue. Electrically powered mirrors stood right at eye level, aligned with the inside mirror to produce a wide field of view. As for entertainment, the Peugeot Oxia concept car's stereo system came with a compact disc player — a cutting-edge device in a car at the time. The driver and passenger had an entertainment-selection keyboard located on the door panel. Body construction borrowed considerably from race-car techniques, combining lightweight with rigidity. An outer skin of carbon and Kevlar-epoxy resin composite was bonded to an aluminum honeycomb structure. The entire chassis assembly weighed only 180 pounds. Peugeot was no stranger to dramatic concept cars or memorable production cars. After years of offering rather sedate passenger vehicles, the company suddenly came up with the speedy 205GTI in 1984. A year later, a turbocharged twin-cam 16-valve 205 Turbo 16, with all-wheel drive, won the World Rally Championship. At the 1985 Paris Auto Show, Peugeot displayed its futuristic Quasar concept sports car, designed in-house, even though the legendary Pininfarina had styled many Peugeot production models. No less than the later Peugeot Oxia concept car, the fanciful Quasar had a science-fiction quality. Doors pivoted forward and up from the sculptured body in the manner of Lamborghini's Countach. However, the Quasar was just the first step in the eventual development of the 1988 Peugeot Oxia concept car. It might be said 1988 Peugeot Oxia concept car development began with the 1985 Peugeot Quasar concept car. The Quasar was an early indicator of what the 1988 Peugeot Oxia concept car would look like. Immense side intake ducts adorned the body while occupants sat inside a massive glass canopy. Twin megaphone exhaust pipes blared out the back end. The Quasar also belted out a mean 600 horsepower, not far short of its later cousin, and was packed with electronic gadgetry from the Clarion company of Japan. A computer system stood ready to map out travel routes, perform a standard safety check, and warn of road and traffic conditions ahead. For 1986 came the Peugeot Proxima concept vehicle, a free-form four-wheeler that hid beneath its avant-garde styling some of the high-tech mechanicals that made the French company a force on world rally competition. Indeed, in 1988, a Peugeot 405 Turbo 16 rally car with four-wheel-steering made a record-breaking run up Pikes Peak. Peugeot teams have also fared well in World Cup Championship racing, prompting the development of a race car to enter the Sports-Prototype World Championship, which included the 24 Hours of Le Mans. The company had also been active in the electric-vehicle field, with several small fleets running in Europe. In 1989, Peugeot was the only full-scale automaker among seven finalists in a bid to bring electric vehicles to the Los Angeles Department of Water & Power. Unfortunately, sales of conventional Peugeots in the U.S. didn't keep pace with the company's other successes, declining each year from 1984 to 1990. Interior styling chief Paul Bracq, as reported in Automobile magazine, compared the Peugeot Oxia concept car with exotics of decades past, calling it "my idea of a Delage, Delahaye, or Talbot for the 1990s." Though it wouldn't ever see service on real roads, certain features were slated to appear in Peugeot racing models — and perhaps in production cars as well. To demonstrate that Oxia was more than a showpiece, Peugeot invited journalists to ride around a French track. With a Michelin test driver at the wheel, the super coupe reached a speed of 217 mph, well above the company's claim. Peugeot described its Peugeot Oxia concept car creation as "the very essence of the dreamer which lies hidden deep in the heart of modern man." It was the car that "all would like to own but nobody can." Source: Concept Car Central; auto.howstuffworks.com Images: Peugeot; Mario Buonocunto Concept Cars Page

The X2S, a fully drivable two-seat sports car, features bodywork designed by the Mitsubishi Motor Corp. Cypress Design Studio in Cypress, California. The sleek, honed Mitsubishi X2S concept car was recently introduced to car enthusiasts at the Greater Los Angeles Auto Show. The open-cockpit roadster features an ergonomically styled interior with analog instrumentation and fighter plane-type controls. Custom parchment leather and a high-tech audio system with a compact disc player are also featured. The X2S is powered by a 2-liter, double overhead camshaft, 16-valve turbocharged, and inter-cooled engine capable of producing almost 200 horsepower. Basic design elements of the X2S will be incorporated into an X2S sports specialty car produced by Diamond-Star Motors Corp., of Normal, Ill., and distributed by Mitsubishi Motor Sales of America in 1989. It will be the first American-built Mitsubishi. Source: Orlando Sentinel (February 04, 1988) Images: Mitsubishi

The Pura (Pure) was unique, with a removable hardtop roof and rear-view mirror placed above the windshield. Built over an Alfa Romeo chassis with a 4-cylInder 1.8-liter turbocharged engine in the mid-ship position, the Pura seated two people and weighed 1.4313 pounds. The lightweight was made possible by the vehicle’s body, fiber, and composite materials. The glass canopy could slide back and be stored away from the vehicle. The interior consisted of a standard instrument panel with analog instruments. Source: Concept Car Central Images: Concept Car Central; www.auto-italia.co.uk

Mercury called the Concept 50 a "concept for fun." The idea was to show the public what small specialty front-wheel-drive vehicles of the future might resemble. The Concept 50 had clean cab-forward styling resembling the 1989 Ford Probe production vehicle. The 102.6-inch wheelbase, 177.4-inch length, and 50.6-inch height were also similar to the 1989 Probe. Created as a two-door hatchback, the Concept 50 was intended for 18-30-year-olds or young two-income couples. Features included a small multi-valve V6 engine and all-wheel-drive. The five-spoke wheels resembled the 1989 Ford Thunderbird SC and the 1990 Mercury Cyclone concept car. Source: Concept Car Central Images: Lincoln-Mercury Public Relations Photograph; Concept Car Central

Karif was the name of an African wind, chosen to respect the Maserati tradition of using wind names for the designation of its GT cars (Mistral, Ghibli, Khamsin, etc.). The proportions were rather unusual for such a high-performance coupé. It resulted from a no-nonsense approach: the Karif's lines were derived closely from those of the Biturbo Spyder with a rigid roof welded on. The aim was to create a rigid body that would enhance the handling qualities of the shorter wheelbase model. The color and trim treatment followed the style of the Biturbo S range, thus with two-tone paint, blacked-out chrome trim, and an elegant interior clad in wood and leather. Though the car was equipped with occasional rear seats, it was a 2-seater but with a sense of airiness due to the large windows and thin posts. Mechanically, the car was equipped with the most powerful version of the twin-turbo V6 available at the time, of 2.8-liter capacity. It was rated at 285 hp. It was claimed to be good enough for a top speed of over 255kph, despite later versions being de-tuned by way of a catalytic exhaust. The relatively light overall weight combined with a 5-speed manual gearbox with special short ratios adds to the sense of performance. The Karif gained a reputation for being a demanding driver's car, of which just 222 found their way in the hands of true enthusiasts. Source: www.maserati.com Images: Zagato; Maserati

Adventures in styling shapes that flowed were prevalent in the Lincoln Machete concept car of 1988. Airflow management was the key, with front and rear lift control devices helping downforce and braking. A six window design flowed into the trunk. Controllable glass tinting was controlled via LCDs. Head and taillights were minimal in the area but did not lack intensity. The driver was surrounded by a flowing display area and console with fiber optic graphics, while the passenger had a smoothly sculptured safety bar. Television cameras replaced outside rearview mirrors with a pair of screens on the dash completing the circuit. Source: www.chicagoautoshow.com Images: Concept Car Central; www.kimballstock.com; www.chicagoautoshow.com

The Lancia HIT was a concept car built in 1988 by Pininfarina. The car was a research prototype investigating new design themes, new technologies, and new materials. The HIT was an advanced coupé with a carbon-fiber frame, high performance, and aimed at an exclusive market. The High Italian Technology (HIT) used the mechanicals of the Delta HF Integrale. It weighed 980kg compared with the 1215kg of the Integrale. Source: classiccars.fandom Images: pininfarina spa.; Concept Car Central; www.carsfromitaly.net

The XJ220 concept car was made by a dozen specialist engineers and designers voluntarily in their own time, with help from about forty of Jaguar's suppliers. The team behind the car became famous as 'The Saturday Club.' The result of their labors was unveiled by Sir John Egan at the International Motor Show at the National Exhibition Centre, Birmingham, on 18 October 1988. XJ220 was the brainchild of Jaguar's Chief Engineer, now Professor Jim Randle. He originally planned to make a Group B car, equally at home both on the road and the racetrack – a limited production supercar, to match the Ferrari F40 and the Porsche 959. He came up with the basic concept in December 1984, and engineering and styling work began in early 1985. The designer responsible for the car's shape was Keith Helfet, the South African-born Royal College of Art graduate. He had become Jaguar's Senior Sports Car Designer and later designed the XK180 and F-type concept cars. The XJ220 concept car had a chassis, engine, and drive train based on the Jaguar Group C racing cars and a prototype four-wheel-drive system. At the same time, it offered traditional Jaguar qualities, with a superb leather interior and a beautifully shaped aluminum body. It was never intended to be a production car, merely a demonstration of the company's abilities. However, demand for the car was so great that a feasibility study was carried out, and in late 1989 the project was approved. From 1992 to 1994, a total of 281 XJ220 cars were produced by Jaguar Sport, a joint venture between Jaguar and Tom Walkinshaw operating from a factory at Bloxham in Oxfordshire, which later became the Aston Martin DB7 factory. The production car was somewhat different from the concept, with a TWR V6 engine and rear-wheel drive only, and originally sold at a list price of £400,000. The top speed was around 213 mph (343 km/h), as measured in independent road tests – enough for the XJ220 to claim the title of the fastest production car in the world at that time. Engine Configuration: 60º V12 Location: Mid, longitudinally mounted Construction: aluminium alloy block and head Displacement: 6,222 cc / 379.7 cu in Bore / Stroke: 92.0 mm (3.6 in) / 78.0 mm (3.1 in) Compression: 10.0:1 Valvetrain: 4 valves / cylinder, DOHC Fuel feed: Fuel Injection Aspiration: Naturally Aspirated Power: 530 bhp / 395 kW @ 7,000 rpm Torque: 542 Nm / 400 ft lbs @ 5,000 rpm BHP/Liter: 85 bhp / liter Drivetrain Body: aluminum panels Chassis: bonded aluminum monocoque Front suspension: double wishbones, push-rod and rocker activated coil springs over dampers, anti-roll bar Rear suspension: rocker operated double coil springs over dampers Steering: rack-and-pinion Brakes: servo-assisted ventilated discs all-round Gearbox: 5 speed Manual Drive: rear wheel drive Dimensions Weight: 1,560 kilo / 3,439 lbs Length / Width / Height: 5,140 mm (202.4 in) / 2,200 mm (86.6 in) / 1,240 mm (48.8 in) Wheelbase / Track (fr/r): 2,840 mm (111.8 in) / 1,650 mm (65 in) / 1,650 mm (65 in) Performance figures Power to weight: 0.34 bhp / kg Top Speed: 322 km/h (200 mph) 0-60 mph: 3.5 s Source: https://www.jaguarheritage.com/ Images: JAGUAR CARS LTD.; www.renestaud.com

The first prototype of the trio formed together with Aspid and Asgard to celebrate 20 years of ItalDesign. The Aztec, introduced at the Turin Motor Show in 1989, met with exceptional acclaim by the press and public. The original, innovative, concept heralded the approach that was to typify the 1990s: rediscovery of a classic, recreational, collector's item, the return of open-top sports cars, roadsters, standard-production coupés, in other words, the satisfaction of owning and showing off a product that was all about image. The Aztec embodied the desire for a sculpted rather than a designed shape: its smooth metal is punctuated by graphic motifs, and a reworked mechanical appearance with the engine exposed and streamlined rear wheels. In a departure from conventional open-topped sports cars, the passenger compartment is divided into two symmetrical portions: the passenger also has a steering wheel that is actually a control console and not used for steering. Control panels located on both side panels are accessible by entering appropriate codes. These provide information on engine oil level, coolant, brake fluid, and a removable temperature gauge. A hydraulic jack and a 12 V power point are also located on the right side. A removable electric screwdriver, an electric torch, a compressor for inflating tires, and a fire extinguisher are housed on the left-hand side. Access to the car is by opening the doors as usual and lifting parts of the cockpit upward. The Aztec's futuristic shape persuaded the US director Roger Corman to choose the car to start in a science-fiction horror film set in the Los Angeles of 2031, Frankenstein Unbound (1990). Together with the Machimoto and BMW Nazca C2, the Aztec also appeared in the Italian film A spasso nel tempo by Carlo Vanzina in 1996. Source: www.italdesign.it Images: ItalDesign

This two-seater one box coupe was the second prototype of the design created to celebrate the company's 20th anniversary. The 1998 ItalDesign Aspid is directly derived from the Aztec: both prototypes are identical to the waistline. The only differences are the air intake in the front bumper (central in this case) and the bonnet, which is smaller than on the open-topped version. The theme is a one-box coupé that was previously explored in 1968 with the Bizzarrini Manta and returned to in 2008 with the Quaranta. The starting point for the Aspid project was the possibility of molding windows with double curvature (made out of glass that was not cylindrical in cross-sections but spherical) on an industrial basis. The new technique meant that the designers could incorporate the glazed surfaces into the overall flowing lines of the car's shape without having to introduce discontinuities. The passenger compartment dome is divided into two cross-sections. As on the Aztec, the door comprises two elements: the side part opens conventionally while the upper part rotates forward. It was again possible to gain access to the main car information via two panels controlled by numerical codes on the two side panels. The rear wheels are streamlined. Source: www.italdesign.it Images: ItalDesign

The third variation on a theme to mark ItalDesign's 20th anniversary was a one-box space wagon based on the same mechanical layout as the Aztec and Aspid. With the Asgard, Giugiaro set out to create a top-of-the-range MPV benefiting from the performance of a 200 hp engine that offered sports-standard performance and an aggressive yet functional look. The mechanical configuration was the same as the Aztec open-topped version and the Aspid coupé. Only the wheelbase was different, being 300 mm longer in this case. The Asgard features extensive glazed areas. The windscreen and side windows form one continuous surface. A glass band below the windscreen pillar creates an extra window across the central part of the doors, making it easier for the driver to maneuver. As on the Aztec and Aspid, the control panels are located between the rear door and the streamlined wheel cover. Six fixed seats are provided inside. The driver has a single seat with a two-seater bench beside it, while all three rear seats are individual. All the seats are electrically adjustable for reach, height, and rake. Two extra seats are folded down in the luggage compartment. When closed, the load platform is flat and flush with the bumper. When opened, the seats can accommodate two children seated facing backward. Source: www.italdesign.it Images: ItalDesign

The IAD Royale was a concept car built in 1988. The Royale was intended for business people and entrepreneurs and was a study in passenger comfort and space. The interior developed between IAD and Phillips was finished off in white leather. The car featured centrally-mounted revolving rotary keypads, duplicated front and rear, replaced conventional controls for the in-car entertainment system, information center, and navigational system. Based on a stretched Subaru body, the Royale also incorporated an LED screen integrated into the rear lights, which displayed information relevant to road safety. Source: classicars.fandom Images: Concept Car Central

Presented at the Frankfurt Motor Show, the Interstate was IAD's vision of a future SUV fitted with a water-cooled OHV V6 engine mounted underneath a sound-proof cover. Like many of the cars built by IAD at this time, the Interstate too was based on the Ford Sierra XR 4x4 chassis. Engine & performance: Type: Ford V6 Capacity: 2792 cc Power: 148 hp @ 5800 rpm Torque: 218 Nm @ 3000 rpm Drive: 4WD Dimensions: Length: 4220 mm Width: 1750 mm Wheelbase: 2610 mm Weight: 1275 kg Source: classiccars.fandom Images: Concept Car Central

The Hunter, like the Impact, was based on the Ford Sierra XR 4x4 chassis. The rugged open-top off-roader was equipped with a navigational system and a telephone. The interior featured molded seats upholstered in weatherproof materials. Sections of the interior not upholstered were finished in a rubberized paint. Source: TheMotor.Net - IAD - a potted history

Two decades ago, GMC created a bullet-shaped concept vehicle that blended "sleek passenger-car lines with the rugged utility of a pickup truck," according to its debut press release, published Jan. 5, 1988. After the half-man, half-horse creatures from Greek mythology, it was called the Centaur. The name perfectly captured the fusion of automotive styling and pickup truck utility - like the form and function of the Pontiac G8 ST – even though its cab-forward design looks too soft for a truck. The Centaur concept radically stretched the boundaries of what a pickup truck could be, far beyond the sports-car-meets-hauler nature of the 2010 G8 ST. The Centaur's cab-forward, jellybean-style shape prioritized passenger space in a footprint roughly equal to that of a first-generation GMC S-15 or Chevrolet S-10 extended cab pickup. Like the G8 ST, it had only two doors, with bucket seats upfront. But the Centaur also added a full-width seat in the rear that provided room for three more passengers. The Centaur's radical powertrain used an unconventional rear-engine layout, like a 1960s Chevrolet Corvair pickup. A 3.0-liter, 24-valve horizontal six-cylinder engine was placed under the cargo box, just forward of the rear axle. Shark-like gills on the sides of the bed provided for both cooling and exhaust. A GMC press release at the time said it was paired with an "experimental" five-speed automatic transmission, but photos show a manual shifter and clutch pedal. Power was delivered to the road via all-wheel drive. Its payload was rated at 2,000 pounds, and it could pull up to a 5,000-pound trailer. Other nifty ride and handling features included a self-leveling air suspension and antilock brakes. Interior styling was a hodgepodge of knobs, dials, and buttons spread across rounded surfaces, like the information console of the starship Enterprise. It looks like GM took every idea it ever had for how drivers could interface with their truck and found a place in the cockpit to try them out. Like most concepts, many of the ideas floated in the Centaur never made it to production. Still, two key elements did: The 1994 Chevrolet S-10 and GMC S-15 borrowed rear styling elements from the Centaur, implementing its angular rear bumper and taillights on their back ends. We always wondered where the idea for that came from. The Centaur also demonstrated four-wheel electric steering, which would eventually find its way into production in the 2002 GMC Sierra as Quadrasteer. Source: Mike Levine - PickupTrucks.com Images: Concept Car Central; GM; JOHN LLOYD Collection

As contemporary automotive designs go, sport/utility vehicles can be characterized as anachronistic. While every passenger car in the world pays homage to aerodynamics, utes continue to be as square-cut and straightforward as building blocks. SUV owners like them that way. However, if Ford forecasts prove correct, the shape of utes to come may be more streamlined. A case in point is the Ford DM1, a concept proto currently testing response on the show circuit. DM1 started as a senior project competition between 10 students at the Art Center College of Design in Pasadena, California. With tech guidance from Ford, the students made 3/8-scale clay models of the SUV of the 1990s. The design that emerged on top, by Derek Milsap, so impressed Ford Chairman Donald E. Petersen and design chief Jack Telnack that they made it into a full-size prototype. Conversion of the small clay model to show car was handled by Richard Huttine, a California designer who has worked on several Ford projects, including the 1989 T-Bird. DM1 rides on a humble Ford Escort chassis but could easily be mated to a 4x4 system such as today's Bronco II. Other refinements: 17-in. wheels with low-profile all-terrain tires, dot-matrix glass overhead with opacity adjustable at the flip of a switch, and a satellite navigation system. Ford is vague about production plans for the DM1 idea, but creator Milsap is now producing more ideas for Ford as a member of the truck design group. Source: Tony Swan "Buck Rogers Bronco" - Popular Mechanics, March 1988 Images: Ford; www.chicagoautoshow.com