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A light green (later white) four-door sedan was developed by GM's Advanced Design Studio No. 1. It has aerodynamic front and rear fascias. The windshield base and instrument panel are far forward. The instruments are presented in a wide and sweeping display and rich leather interior, owned by Buick Motor Division, Flint, Mich. Key Features: Fiberglass body, GM Delco Navicar navigation system similar to Lucerne's, separate entertainment and climate controls for the driver and passengers, the remote actuator opens the doors, and a button on the door closes them automatically, a 5-inch color television for the rear-seat passengers is positioned in an overhead cross-car console just behind the front seats. The Essence features the then-new 185-hp 3800 V-6. Source: www.trishield.com Images: GM

In October of 1987, Bugatti Automobili SpA was set up, with a start-up capital of 5 billion lire (approximately 2,5 million euro). Bugatti International Holding detains 65% of the capital, and the remaining 35% is in the hands of Stanzani and Tecnostile, which is brought in as capital. At Tecnostile, on the road of Modena to Nonantola, a dozen people are working on realizing the new sports car. At the end of 1987, the construction of the cultural center of Bugatti starts in Ora near Bolzano. It will be inaugurated two years later. In the meantime, Stanzani finds an area of 75,000 m2 at Campogalliano, highly appropriate for constructing the new Gran Turismo. The area lies right beside the highway that runs from Modena to Verona. In the first half of 1988, construction started of the test areas, the administrative building, the production hall, and the warehouse (13,000 m2). Architect Giampaolo Benedini, a member of the family of Romano Artioli, is in charge of the entire layout of the site. Meanwhile, the capital is raised for all these projects to be funded. In 1988, they were particularly focused on finding solutions that stress the technical superiority of the project. To rival Ferrari (the F40 is in production), Stanzani chooses several technically very progressive solutions from the outset, including 4 wheel drive, 4 turbos, 5 valves per cylinder, and the use of titanium composite materials. Several solutions, such as active suspension and carbon disc brakes, are considered but not retained. In the meantime, Borel closes partnerships with companies such as Aérospatiale, Elf, and Michelin to be able to introduce those solutions on a standard Gran Turismo. This formula will prove to be very successful in the following years. The chassis drawings were frozen on October 19, 1988, and Aérospatiale supplies the first chassis in aluminum in the first months of 1989. On March 16, 1989, the first engine ran on the test bench. It is time to start thinking about the design of the new Gran Turismo. 4 people get a copy of the drawings of the chassis: Paolo Martin, Giorgetto Giugiaro, Nuccio Bertone and Marcello Gandini. Dario Trucco is designated as liaison in Turin and has Paolo Martin building a scale model in April and May. Paolo Martin worked for Michelotti in the 1960s and later on became notorious at Pininfarina. For example, the Ferrari Modulo was designed by him. Even later, he became an independent designer. Giorgetto Giugiaro gets the drawings, but they cannot agree on how to proceed. For its account, Giugiaro will make a proposal that he presents on the 1990 Turin Car Show, the ID 90. Nuccio Bertone, involved in the project from the beginning, also gets a chance to develop a proposal. Under the leadership of Marc Deschamps, at that time head designer at Bertone, a 1:1 scale model is built in clay. Early 1990, it was tested in the wind tunnel of Pininfarina in the presence of Oliviero Pedrazzi. However, the cooperation between Bugatti and Bertone becomes more and more difficult. On the one hand, Bugatti will be assembling the coachwork components (made by Golden Car to the design of Gandini) themselves. On the other hand, Nuccio no longer believes in the project, and, on his initiative, he will end the cooperation in a 2 hours speech with Benedini. This brings us to Marcello Gandini, who, from the beginning, has the edge over the competition. His sensational designs of the Lamborghini Miura, the Countach, and the Bravo are references not to be sneezed at. He also knows Paolo Stanzani and Ferruccio Lamborghini (who remains constantly involved in the Bugatti project background) very well from those days. In 1988, he surprised the world again with the Cizeta V16T. The 16-cylinder engine of the Cizeta was designed at Tecnostile by the trio Bevini, Pedrazzi, and Benedetti, now housed in Bugatti. At some point, it was envisaged to buy up the project of Claudio Zampolli to save time. However, no agreement was reached. Source: bugattirevue.com Images: Bertone

The Zagato Autech Stelvio (1989 - 1991) is the product of a collaboration between Zagato and Autech-Japan. One of Nissan's special tuning divisions known as Autech commissioned Zagato to redesign the Leopard coupe built on Nissan's Y31 platform in the late eighties. The result was a bespoke coupe with odd features such as mirrors built into the fenders. Nissan was serious enough about the design to go into 200 Stelvios, although Zagato lists a total production of 80 cars. They were costly at the time of sale due to their redesigned bodies and interiors. Source: www.supercars.net Images: Zagato; www.conceptcars.it

Drawing its origins from the French word cabriole (pirouette) from the time of the horse-drawn carriages, the convertible car is synonymous with summer, the sun, and its owner's sporty and elegant life. At the Frankfurt International Motor Show (IAA) in 1989, Audi presented the Audi Cabriolet Studie - a study of a four-seater convertible, especially to lovers of driving with the wind in their hair. An interesting study, but at the same time, it was an indicator of the interest shown by the public in this kind of vehicle, representing a renaissance for the brand. A few years later (summer 1991), Audi will launch the Audi 80 Cabriolet, which will take a large part of this concept. Harmonious lines, elegant silhouette, and sporty appearance, this convertible study was presented a second time at the 1990 Geneva Motor Show with new rims (Speedline rims in 15 inches). The aim was to create the pleasure of driving in a convertible. But also to confirm its entry into production during this show. The designers of this demanding study aimed to achieve a proper balance and develop a real sports convertible with dynamic lines, signaling a pleasure to drive. Already during the design phase, the aim was not to transform an existing model into a top-less variant. A sleek, modern convertible requires a lot more effort, especially since sportiness has to be integrated into Audi styling. It was powered by the famous 5-cylinder 2.3-Liter Engine that developed 136 hp at 5700 rpm and had a max speed of 198 km/h. Source: Audi AG

The name of the car, first introduced in 1989, is ES-30. This "Experimental Sports Car - 3.0 Liter" was shown at the Geneva Motor Show as a prototype from Zagato but was actually developed by Alfa Romeo. None other than Walter Da Silva was responsible for the ethereal design of the car. Alfa Romeo and Fiat worked with Zagato to create an innovative coupé for limited-series production (1,000 examples). The result was the Alfa Romeo SZ, which combined rear-wheel drive and a V6 engine with thermoplastic bodywork and 'distinctive' looks. In production 1989-90. 0-100 in 7.3 sec, 5 spd gearbox V6 SOHC 12 valves, rear-wheel drive. A spider version was also available (Alfa Romeo R.Z.). Made its debut as the ES30. Source: www.telegraph.co.uk; Nikonow Auto Archive Created jointly by Alfa Romeo and Zagato, this coupe can be loved or hated. But for fans of the brand, this car is much more important. The SZ is one of the first cars created by Alfa Romeo after joining Fiat in 1986. It was she who gave us the same headlights "three in a row" that the 159 and Brera flaunt . And who would have thought that under such a body are the units of the 75 IMSA sedan, which cannot be called trivial either! This entailed rear-wheel drive and a 3.0-liter V6 with 210 horsepower. The unusual Alfa Romeo has become a delight for the purists. Five-speed "mechanics", fiberglass body, Koni hydraulic suspension - what else do you need to be happy? By the way, thanks to the latter, it was possible to change the ground clearance within five centimeters, and Fiat rally engineer Giorgio Pianta was engaged in fine-tuning the chassis. And if the eyes got tired of contemplating the beauty of the body (or absurdity, this is already a matter of taste), then the interior did not shine with bright solutions. A panel with seven instruments in a row, an analog clock, a fixed steering wheel and a "mechanics" lever - that's all the pilot has at his disposal. Usually cars with the Zagato nameplate are limited to a few dozen copies, but the SZ is more fortunate: maybe thanks to the platform from a regular sedan. For three years (from 1989 to 1991) 1036 two-door cars saw the light, and in 1992 they were joined by 284 RZ roadsters. According to rumors, three such cars (two red coupes and a yellow roadster) even made it to Russia. Translated from Russian to English (Source: motor.ru) Images: Zagato; Concept Car Central

When the McLaren F1 arrived in 1993, seemingly from a time machine, it was an instant sensation that in no time was splashed on bedroom walls the world over. Gordon Murray’s design was timeless, exotic, and thrilling. The F1 was light, at 2,579 pounds. Ruthless and purpose-built. And nestled amidships was one of the greatest naturally aspirated engines ever to combust a drop of gasoline—BMW’s S70/2, a 627-hp 6.1-liter V-12 powerhouse of German engineering. Built for the mid-engine F1, the S70/2 was never used in a production BMW. Even the engine it was developed from—the S70/1—never saw the light of day. Why? Because BMW made a single S70/1 engine, specifically for a one-off prototype of a planned M8 for the E31-generation 8 Series. Compared to a standard E31 8 Series, every part of the M8 prototype was designed to raise hell. Upfront, BMW engineers dispatched the regular 8’s familiar pop-up headlights to make room for the 6.1-liter V-12’s massive carbon-fiber intakes. The windows are lightweight Lexan, the body panels are composite, and the side mirrors are carbon fiber. The M8 prototype has a B-pillar, unlike the pillarless (and undeniably elegant) look on the production 8 Series for extra rigidity. Scoops on the rear fenders funnel air inward for additional oil cooling in front of the wheels. Inside the cabin, there are no rear seats because this type of car gives children nightmares. The interior is all trimmed with Alcantara. The center stack is dotted with additional gauges (for oil pressure, oil temperature, and water temperature) not present on the regular 8. The speedometer maxes out at 300 km/hr (186 mph). The chunky Kevlar race seats would never have made it to production, of course, but it speaks to the type of gearheads who built the M8 prototype—the same engineers that built the legacy of BMW’s M division. In the early 1990s, the prototype came together when BMW M was called BMW Motorsport. In those days, it had nowhere near the size, product influence, and marketing muscle it enjoys today. “Thirty years ago, real racing enthusiasts and engineers were the ones building M cars,” said director of BMW North America product and motorsport communication Thomas Plucinsky, who back then was a technical service trainer at BMW Canada. Don’t forget, when M developed the first-ever BMW M3, launched in 1985, it was a homologation special to meet production-model volume requirements for racing. The fact that it was unexpectedly successful in the marketplace was just a bonus. So when renowned BMW engine designer Paul Rosche wanted to take the new M70 V-12 from the 750iL and turn it into the S70/1—a fire-breathing monstrosity to power a Ferrari-fighting M8 coupe—the idea was far from a sure thing. Regardless, Rosche got to work. Displacement increased from 5.0 to 6.1 liters. The M70 had a single cam for each cylinder bank and 24 valves versus two cams per bank and 48 valves for S70/1. It also had 12 individual throttle bodies along with continuously variable valve timing. According to Plucinsky, who checked with his retired BMW engineer contacts, the engine made about 600 hp. As to why the M8 project got mothballed, poor economic forecasts in the early 1990s were partially to blame. But Plucinsky revealed that there were other internal considerations at BMW that played a perhaps more significant role: “When the [M8 prototype] was tested at Nardo, it easily surpassed 300 km/hr [186 mph]. At the time, the Board of BMW had agreed with Mercedes-Benz and Audi to limit the top speed of our cars to 250 km/hr [155 mph] and therefore decided that this high-performance car was not needed as part of the line-up. The project was killed.” Still, the S70/1 engine wasn’t all for naught. Plucinsky notes that the McLaren F1’s S70/2 engine has the same bore spacing and continuously variable VANOS for the heads (also used on the S50B30 engine in the later E36 M3). Features like the individual throttle bodies and dry-sump lubrication are also shared. However, the McLaren’s S70/2 was a modified design to suit the packaging requirements for the mid-engine F1 rather than the front-engine 8 Series. BMW also stuck a detuned, single-cam, 24-valve, 5.6-liter version of the V-12 in the 372-hp 850CSi, which would end up as the most powerful version of the E31 8 Series. Confusingly, the 850CSi engine is designated internally as both the S70B56 and the S70/1. What gives? Nothing’s certain, but Plucinsky suspects it was a rather creative project management strategy. “Knowing how Rosche worked,” Plucinsky told me, “the engine codes were probably confusing on purpose to hide the development costs of the M8 engine within the 850CSi project.” Initial plans were for McLaren’s Formula 1 engine provider Honda to build a V-12 for the roadgoing F1. After Honda backed out, F1 designer Gordon Murray ran into Rosche after the 1990 German Grand Prix, and the two started to iron out a plan. If Rosche hadn’t found a way to build the S70/1 in the first place, it’s unlikely the McLaren F1 could have been completed in its three-year development—at least not with BMW power behind the driver’s seat. Source: https://www.hagerty.com/media/car-profiles/one-off-bmw-m8-prototype-engine/ Images: OldConceptCars via BimmerToday

The Jaguar XJ220 is a mid-engined supercar produced by Jaguar in collaboration with Tom Walkinshaw Racing as Jaguar Sport between 1992 and 1994. It held the record for the highest top speed of a production car (350 km/h, 217 mph) until the arrival of the McLaren F1 in 1994. The XJ220 is unrelated to the other XJ models, although it shares the same name, 'XJ.' Origins In the company's early days, certain Jaguar employees had created an informal group they called "The Saturday Club" (so-named because they would meet after-hours and on weekends to work on unofficial pet projects). In the 1980s, Jaguar's chief-engineer Jim Randle, as part of that group, began work on what he saw as competition for cars like the Ferrari F40 and Porsche 959. He envisioned what was essentially an updated XJ13 - a lightweight two-seater with a powerful mid-mounted V12 engine. Randle expanded on the idea by settling on the all-wheel-drive for increased traction, better handling, and an integral safety cage so the car could be safely raced at extremely high speeds. The intention was to create a vehicle capable of exceeding 320 km/h (200 mph) from the outset. Concept Car Jaguar executives who saw the concept were sufficiently impressed to formally commit company resources to produce a 1988 British Motor Show car. Tom Walkinshaw Racing was tapped to produce a 6.2 L version of Jaguar's legendary V12 engine with four valves per cylinder, quad camshafts, and a target output of 500 hp (370 kW; 510 PS). The all-wheel-drive system was produced by FF Developments, who had experience with such systems going back to the 1960s and the Jensen FF. The car's styling was done by Keith Helfet and included scissor-style doors similar to those in use by Lamborghini in several of their cars. The name XJ220 was assigned to the targeted top speed of 220 mph (350 km/h). 1988 Jaguar XJ220 Concept The prototype car was significantly heavier at 1,560 kg (3,439 lb) than other Jaguar racers like the XJR-9. But as it was intended to be, first and foremost, a road car, it would be more appropriate to compare it with something like the XJS; despite being 30-inch (762 mm) longer and 10-inch (254 mm) wider, and even with the added weight of the all-wheel-drive system, the Jaguar XJ220 was still 170 kg (375 lb) lighter than the XJS. The car was officially announced in 1989 with a price of £361,000 ($580,000), and prospective buyers were expected to put up a deposit of £50,000 ($80,000) to be put on the waiting list for delivery. Because Jaguar promised to limit initial production to 220 units and that total production would not exceed 350, many of those who put deposits on the cars were speculators who intended to sell the car at an immediate profit. Production Version The car's production version was first shown to the public in October 1991 after undergoing significant changes. The most obvious of which was a completely different drivetrain and the elimination of the scissor doors. TWR was charged with producing the car and had several goals/rules: the car would be rear-wheel drive instead of all-wheel drive; would have a turbocharged V6 engine instead of the big V12; and performance goals of over 200 mph (320 km/h), 0 to 60 mph (97 km/h) in 3.8 seconds, and the lightest weight possible. The 6.2 L V12 had been judged too difficult to get past increasingly strict emission regulations, and there were also reportedly some design problems caused by the size of the power plant. It was replaced with a Tom Walkinshaw-developed 3.5 L V6 based on the engine used in the Austin Metro 6R4 rally car and fitted with twin Garrett T3 turbochargers, generating 542 bhp (404 kW; 550 PS) of maximum power at 7000 rpm and 476 lb·ft (645 N·m) of torque at 4500 rpm. This engine was the first V6 in Jaguar's history and was the first to use forced induction. Despite the smaller displacement and half the number of cylinders, the engine produced more power than the V12 would have. However, potential customers judged the exhaust note to be harsh and the lag from the turbos to be an annoyance. Also missing from the car's production version was the Ferguson all-wheel drive - the production car had only rear-driven wheels, through a conventional transaxle - and the ABS. During the boom period of the late 80s, the stunning Jaguar XJ220 prototype had buyers flocking to Jaguar in droves with their £50,000 deposits in hand. With the promise of four-wheel drive and a 500bhp Jaguar V12, this sounded like a dream come true for enthusiasts and speculators alike. Unfortunately, when production finally began in the early 90s, the boom had gone, and Group B (for which the XJ220 was originally conceived) had disappeared. Not only this, but Jaguar had made the bizarre decision to ditch the 4wd and replace the V12 engine for a Turbo V6. This led to disgruntled customers, who launched court cases against Jaguar, losing and ultimately unsold 220s. The car entered production in 1992 in a purpose-built factory at Bloxham near Banbury, and the first cars were delivered to customers in July. Original customers included Elton John and the Sultan of Brunei. Many of the initial customers were dissatisfied with the modifications to the original specification and the significant increase in delivery price from the original £361,000 to £403,000 ($650,000). Another blow to potential sales was a global recession that took hold between the car's original announcement and its eventual release. This caused many original speculators not to buy the car, either because they were no longer able or because they did not think they could sell it on. Further complicating the issue was Tom Walkinshaw's offer of the faster (by acceleration, not top speed), more expensive, and more exclusive XJR-15, which was based on the Le Mans champion XJR-9. Some customers reportedly either sued Jaguar or threatened to sue; in any case, Jaguar gave the customers the option to buy themselves out of the delivery contract. As a result, many owners challenged Jaguar in court, where the judge eventually sided with Jaguar. To reduce costs, the use of parts from mass production cars had been extensive; for example, the rearview mirrors came from the Citroën CX 2 Series. Racing Version A racing version called the XJ220C was also made. The XJ220C, driven by Win Percy, won its first race, a BRDC National Sports GT Challenge round at Silverstone. Three XJ220C's were entered in the 1993 Le Mans 24 Hour race in the newly created Grand Touring Class. Two of the cars retired, but one XJ220, driven by John Nielsen, David Brabham, and David Coulthard, took the checkered flag to take a class win. This, however, was revoked two weeks later when the XJ220C was disqualified for a technical infringement. Source: https://www.netcarshow.com/jaguar/1988-xj220_concept/

The Geo brand launched in August 1989 with the assurance that Geo customers would find, purchase, and service their vehicles through existing Chevrolet dealerships. It also launched with the somnolent theme song "Getting to Know You," a Rodgers and Hammerstein ditty from the 33-year-old musical "The King and I," a surefire bet to show younger buyers you know what they like. 1990 GM California Concept Storm The first indication that GM wanted to refocus the Geo brand to go after younger buyers came in 1990 when the brand showed off a few concept vehicles. The first, the California Concept Storm, looked like a mix between a Dodge Daytona and a GM F-body -- almost timeless if not for the directional slotted chrome wheels that looked like the budget choice for the 17-year-old who'd just been handed down mom and dad's old car. Chevrolet's PR office described it as a rolling testimonial to the personalizing potential of Geo's newest car -- features full headlight covers, a blackout greenhouse, and Cerello bucket seats. The body is lowered two inches front and rear. A steel panel replaces the quarter glass, and side panels are molded to the body. Body side moldings have been removed. 1990 Geo Tracker Hugger The Tracker Hugger's second 1990 concept took its namesake's focus on flashy colors and cranked it to 11. Neon yellow paint looked like "a landing beacon for UFOs," as Popular Mechanics described it. Conflictingly complementary purple coated the interior, the grille, and the bumper ends while the wheels and tube bumpers took an orange dipping. Aside from the windshield, it had no glass, ostensibly a roadster with its Pontiac Stinger-like door cutouts but also blocked in by chunky B-pillars and roof rails. According to the Chevrolet PR office's writeup: Geo Tracker Hugger is a highly modified convertible Geo Tracker 4x4 with a production 1.6-liter engine. The interior features leather-trimmed front seats and a steering wheel, with the rear seat, quarter-trim, and carpet removed. The individualized exterior has front and rear tube bumpers, rocker extensions, roof panels, and roof quarter extensions. The body panels have been removed, and the vehicle sports "Hugger" graphics. The 1990 Geo Sand Tracker Concept Another concept from 1990, the Sand Tracker, had a G.I. Joe camouflage paint scheme but in no other way appeared youth-oriented. Later Tracker concepts, including the 1991 Dirt and the 1994 Kalahari, also attempted to display the Tracker's off-road prowess. For 1991, possibly for that year's SEMA show, GM doubled down with a quartet of themed Tracker concepts. The first, a radical custom take on the Tracker, saw nearly every body panel save for the hood and doors modified. Wide fender flares sat low over the Geo-branded five-spokes while the windshield got chopped and all the roof except for a rollbar removed. The second (haven't yet found its name) and third (Surf Tracker), also lowered, showed far fewer body mods but more focus on boardwalk cruising and surfing, respectively. The fourth, apparently named Boom Box, looked like somebody just lifted the car stereo section from Circuit City and dropped it in the back, along with pole- and bumper-mounted speakers, a B-pillar-mounted microphone, and -- lest one forget this concept was music-themed -- light purple music note graphics on the dark purple paint. A year later, the folks in charge of Geo's concept cars just gave up. Down to just one Tracker, the Back Pack concept flashed some cheap aluminum five-spokes and a purple-and-teal paint scheme that extended to the canvas bag mounted in place of the rear soft top and the eponymous backpack slung over the spare. The brush guard and somewhat aggressive tires and "4x4" graphic splashed across the doors screamed "I'm actually a capable off-roader" in the squeakiest squeaky-toy voice. Five years later, on Independence Day, GM axed the Geo brand. Just as well; the purple-and-teal era was over by then anyway. Source: https://www.hemmings.com/stories/2019/10/28/nothing-more-90s-exists-than-geos-tracker-concept-vehicles The 1991 Geo Tracker Concept The 1991 Geo Tracker Concept The 1991 Geo Surf Tracker The 1991 Geo Boom Box

The 1990 Citroën ZX Rally Raid Prototype was a prototype for Citroen’s highly successful rally car which went on to achieve 36 victories in 42 races and five consecutive wins in the World Cup for Cross Country Rallying. The Citroën Rallye Raid prototypes made their rallying debut at the Baja Aragon (20 - 21 July 1990) in Spain with Ari Vatanen/Bruno Berglund and Jacky Ickx/Christian Tarin, taking first and second places. The Vatanen/Berglund team came fourth in the Pharaohs' Rally (7-17 October 1990). 1990 The Citroën Rallye Raid prototypes made their rallying debut at the Baja Aragon (20 - 21 July 1990) in Spain with two teams - Ari Vatanen/Bruno Berglund and Jacky Ickx/Christian Tarin, taking first and second places. The Vatanen/Berglund team came fourth in the Pharaohs' Rally (7-17 October 1990). 1991 In its second cross-country rally season, the ZX Rallye Raid chalked up numerous victories - In the Paris - Tripoli - Dakar (29 December to 16 January 1991) rally, 9 000 km - 5,600 miles across Africa, the ZX Rallye Raid driven by Vatanen/Berglund finished first. Baja Aragon (19 - 20 July 1991) - third place for Vatanen. Pharaohs' Rally (6 - 16 October) -first, second and third places. 1992 At the start of the third season, Citroën competed in the Paris - Sirte - Le Cap rally (23 December 1991 - 16 January 1992) in which the team of Björn Waldegaard and Fred Gallagher finished fourth in a ZX Rallye Raid Voie Etroite. (narrow track) but somewhere around the mid point it was converted to wide track. All that was needed was different suspension arms, drive shafts, and front and rear bodywork -total job time about 30 minutes.. A much better result was achieved in the Tunisia rally (2 - 12 April 1992) with the first three places being taken by Pierre Lartigue/Michel Périn, Wambergue/Vantouroux and Jonsson/Gallagher. The Lartigue/Périn team notched up first place in the Paris - Moscow - Beijing rally (30 August - 27 September). 1993 Citroën and Mitsubishi battled it out for the first World Cup for Cross Country Rallying. Lartigue/Périn brought Citroën the Driver's and Constructor's title in their ZX Rallye Raid Evolution 2. Second and third places were won in the Paris - Dakar (1 - 16 Janmuary 1993) by the teams of Lartigue/Périn and Auriol/Picard. In the Atlas Rally (19 - 28 May 1993) Timo Salonen/Fred Gallagher, Ambrosino/Guehennec and Lartigue/Périn took second, third and fourth places. Lartigue/Périn and Salonen/Gallagher took first and second place in the Baja 1000 in Portugal (2 - 3 July 1993). Lartigue/Périn and Salonen/Gallagher took first and third in Baja Aragon (21 - 25 July 1993). First and third places were secured in the Pharaoh's Rally (3 - 13 October 1993) by Salonen/Gallagher and Lartigue/Périn. Lartigue/Périn won the World Cup for Cross Country Rallying, Driver's Category and brought Citroën the Constructor's title with their victory in the Desert Challenge - United Arab Emirates (17 - 20 November 1993). 1994 The year was utterly dominated by Pierre Lartigue and Michel Périn who won all but one of their races. Two new versions of the ZX Rallye Raid were introduced during this season - the Evolution 3 and 4. Paris - Dakar - Paris (28 December 1993 - 16 January 1994) - Hubert Auriol came second to Lartigue/Périn. Salonen/Gallagher came second after Lartigue/Périn in the Tunisia rally (7 - 17 April 1994). Auriol/Picard finished third, first place going to Lartigue/Périn in the Atlas Rally (20 - 29 May 1994). First place in the Baja Portugal (23 - 26 June 1994) was taken by Lartigue/Périn in the Evolution 4's debut. The Baja Aragon (21 - 24 July) saw Lartigue/Périn taking second place to Salonen/Gallagher. Lartigue/Périn took first place in the Baja Italy (4 - 7 August 1994). Lartigue/Périn won the Montée de l'Olympe (12 - 14 August 1994). 1995 For the third year running, Citroën won the World Cup for Cross Country Rallying, Constructor's category and Lartigue/Périn won the Drivers' category. Lartigue/Périn won the Granada - Dakar (27 December 1994 - 15 January 1995). Lartigue/Périn took first place, followed by Salonen/Gallagher and Vatanen/Pons in second and third in the Tunisia rally (6 - 16 April 1995). Lartigue/Périn were pushed into second place by Vatanen/Pons while Salonen/Gallagher took third in the Atlas Rally (20 - 28 May 1995). Vatanen/Pons again beat Lartigue/Périn in the Baja Portugal (22 - 25 June 1995). Lartigue/Périn took first place in the Baja Italy (7 - 8 July 1995). Lartigue/Périn won the Baja Aragon (21 - 23 July 1995) with Salonen/Gallagher coming second. Vatanen won the Montée de l'Olympe. 1996 For the fourth year running, Citroën won the World Cup for Cross Country Rallying, Constructor's category and Lartigue/Périn won the Drivers' category. The Evolution 5 was launched. Lartigue/Périn took first place in the Granada - Dakar (27 December 1995 - 14 January 1996) and Wambergue/Gallagher came second. Lartigue/Périn took first place and Vatanen/Picard came second in the Tunisia rally (18 - 28 April 1996). The same result was achieved in the Baja Portugal (20 - 23 June 1996). The positions were reversed when Vatanen/Picard beat Lartigue/Périn in the Baja España (11 - 14 July 1996). Lartigue/Périn extracted their revenge in the Baja Italy (2 - 4 August 1996). In the Montée de l'Olympe (16 - 18 August 1996) Lartigue/Périn take first place for the second time. The Evolution 5 driven by Vatanen/Picard took first place, followed by Lartigue/Périn in second and Wambergue/Gallagher in third places in the 9 451 km/5,906 mile Master Rallye : Paris Ulan Bator (7 - 27 September 1996). 1997 In its seventh and final season, the ZX Rallye Raid won its fifth world title. Lartigue/Périn won the Baja Italy (28 February - 2 March 1997). Lartigue/Périn followed by Vatanen/Gallagher took the first two places in the Tunisia rally (4 - 13 April 1997). Vatanen/Gallagher took first place and Lartigue/Périn took second in the Atlas Rally (8 - 18 May 1997). Vatanen/Gallagher had their second win of the season in an Evolution 4 in the Baja Portugal (19 - 22 June 1997). Lartigue/Périn won the Baja Aragon (10 - 13 July 1997) ahead of Vatanen/Gallagher. In the Master Rallye : Paris - Samarkand - Moscow (22 August - 7 September 1997) Vatanen/Gallagher took first, Lartigue/Périn second and Wambergue/Picard third in this 8 948 km/5,592 mile race. Vatanen/Gallagher won the UAE Desert Challenge bringing Citroën the Drivers' and Constructor's World Cups for Cross Country Rallying for the fifth time. The ZX Rallye Raid has been replaced by the Saxo and Xsara Kit Cars . Engine Four cylinders in line, mounted transversely in the middle rear of the car, inclined 20 degrees towards the rear. Type XU 15 Capacity 2 499cm3 Bore and stroke 93 x 92mm Compression ratio - 6.7:1 Maximum power 300 bhp DIN @ 4500 rpm (227 kW) Evolution version produced 330 bhp @ 4500 rpm (250 kW) Maximum torque 59mkg @ 3500 rpm Maximum engine speed @ 7300 rpm Power output 132 bhp per litre Garett turbocharger with separate discharge valve Dry cartidge air filter Single length inlet manifold Magneti-Marelli electronic ignition Fuel supply using a mechanical pump plus high pressure electric priming pump 1 central fuel tank plus 2 additional tanks. Total capacity 480l Transmission Four wheel drive Two plate dry clutch with hydraulically controlled diaphragm mechanism Manual gearbox located transversely on end of engine. Seven forward dog gears controlled by floor mounted lever Front and rear axles employing self locking differentials with central Ferguson type limited slip differential Suspension Mechanical, all independent. Front and rear anti roll bars Front - two spring shock absorber units mounted on the upper arm Rear - two spring shock absorber units and one shock absorber linked with upper wishbone via tie-bar and rocker arm Steering Rack and pinion, open centre hydraulic assistance, 2,5 turns lock to lock. Brakes Two separate front and rear circuits with front/rear balance controlled from within the cockpit Four piston calipers, AP self ventilating discs, front diameter 355mm, rear diameter 315mm On the Evolution cars, rear discs were increased to 355mm Dimensions Length: 4690mm Width: 2018mm Height: 1810mm Wheelbase: 2996mm Ground clearance: 350mm Weight: 1450kg Tires Front: Michelin 18/80 x 18 on Speedline 18 inch ventilated wheels Rear: Michelin 21/80 x 16 on Speedline 16 inch ventilated wheels On the Evolution, all four wheels were 18 inch Bodywork Two door coupé made of Kevlar and carbon Maximum speed 205 kph Source: carsthatnevermadeitetc; http://www.citroenet.org.uk/sport/sport-90.html

Developed in conjunction with Seat, this car was the proposed future mid-range car for Spanish manufacturers: it entered production in 1991 as the Seat Toledo. Introduced as a solid epowood model at the Frankfurt motor show in 1989 named the Proto T, the car gained an interior passenger compartment at the next Geneva motor show. It became known as the Proto TL. The Proto T/TL, which gave rise to the Seat Toledo, was a five-door, two windowed saloon with a decidedly sporty feel, borne out by its Cd of 0.243. Compared with traditional standard-production bodies where the subdivision of volumes is always precise, the proto T/TL represented a combination of a classic three-box car and an MPV (just as the Proto C was to be a blend of hatchback and MPV). The windows were flush with the body, while the wings and bumpers were built into a vehicle body with compact overhangs. An air intake opened toward the rear wheel and formed out of the rail to cool the brake discs, which accentuated the sporty nature of the Proto T/TL. The roof was in a glass of variable transparency automatically modifiable based on the exterior lighting level. Two probes positioned at each side of the fog lights were designed to obtain traffic and weather conditions data from a hypothetical metal track embedded in the asphalt and control the car as part of hypothetical future development. Source: www.italdesign.it Images: ItalDesign; www.seatfansclub.com

Compact, aerodynamic, MPV-like - this car, developed with Seat, heralded specific motifs of the future segment C car that would give rise to the new Ibiza. With a Cd of just 0.25 and dimensions within 4 m, the Proto C continued the formal reworking of the package concept typical of the Proto T and TL prototypes. The blend between hatchback and MPV is evident from the side view: the bonnet, rear window, and roof form one continuous shape. Extensive glazed areas ensure plenty of light inside and adopt a solution that Giugiaro often crops up in research prototypes: the side windows are split into two parts, fixed at the top and sliding at the bottom, to lighten the window mechanism as much as possible. The roof, also in glass, is grooved by a longitudinal steel band connected to the tailgate and houses a spoiler. At the front, a traditional bumper was abandoned in favor of a soft nose. The interestingly-designed side mirrors contain two air intakes that make it easier to clean the mirror. Source: www.italdesign.it Images: ItalDesign

The 1990 Chrono hinted at its purpose with Swiss watch badges dotted around the body. This car was designed to go from 0-60mph (0-90kph) in the shortest possible time. Weighing just 1430 lb (650kg), the same as a 2CV, yet powered by a 500bhp BMW M1 engine, it could make the “sprint” in 3.5 seconds. In typical Sbarro touch, the whole car hinged in the middle to access the engine. Source: www.is-it-a-lemon.com Images: Espera Sbarro

Laguna is a roadster which is dedicated to "driving for the love of it." It's a 100 percent driver's car, which still manages to make significant contributions to technological innovation in the area of passive safety. There's no windscreen or roof to come between the driver and the experience of driving. It's the ideal car for any couple of getaway driving enthusiasts. The 1996 Renault Spider was descended from the Laguna Roadster concept. Features: 2.0-litre turbocharged engine developing 210bhp: 0-100kph in 6 seconds, standing start kilometer in 25.2 seconds Semi-automatic, pneumatic strut-assisted gullwing doors Forward-located cabin with wind deflector and aft-sliding tonneau cover for easy passenger access Electrically-operated seats with foldaway head restraints and semi-integral safety harnesses Driver and passenger wear the protective visor with a built-in infra-red radio transceiver Intelligent safety rollbar, invisible in normal driving conditions, detects serious safety risks and deploys in 1/10th of a second Source: Renault

Pontiac re-defined the 2+2 idea with the Sunfire concept sports coupe. This hot-looking little four-seater features a set of unique door openings which use one-and-a-half doors on each side to facilitate access to the rear seats while allowing normal front-seat entry and exit. It is powered by a front-mounted 16-valve dual overhead cam 2-liter engine that delivers 190 hp and 205 ft/lb of torque. It also features fully independent suspension, antilock brakes, and five-speed automatic transmission. The body is hi-tech carbon fiber and uses 20-inch front wheels with 21-inch rear wheels—the interior features all the latest electronics, including a HUD or Head-Up Display. The four-seater Pontiac Sunfire sports coupe was created in 1990. The car had carbon fiber bodies, was equipped with independent suspension, an anti-lock braking system, a five-speed automatic transmission, and was driven by an 8-cylinder 190-horsepower engine. The front was fitted with 20-inch wheels, while the rear had 21-inch wheels. A feature of the concept was the "half" rear doors that opened against travel direction and facilitated landing on the separate rear seats. Source: www.welovepontiacs.com Images: GM; Coconv Photostream

The 1990 Pininfarina CNR E2 was an aerodynamic 4-door saloon based on a Fiat Tipo. Source: https://carsthatnevermadeitetc.tumblr.com/

The futuristic Gobi was released at the 1990 Detroit Auto Show and consisted of an egglike cocoon segmented into divided zones. Thus the "whole" is not a single boring shape. The driver's seat location is designed as an "orthopedically fitted work station," and the glovebox is a removable canvas bag attached via velcro. Typically wasted, space under the truck bed is used for four rubberized lockable storage compartments that hold skis, soda, camping equipment, and other items. If you think entry-level trucks tend to be plain and bland, the Gobi will quickly change your mind. Nissan designers looked to the Bell helicopter for inspiration, and the chopper influence is quite evident in the pod-shaped cab and asymmetrical interior. Controls and instruments are grouped toward the driver, while passengers benefit from a spacious lounge-like area. Nissan adds a bit of wit to the already-amusing overall shape by labeling outside storage compartments: "Things," “Stuff,” and “Odds and Ends.” Many cars and trucks are already equipped with a removable radio, but the Gobi goes one better by giving you a removable glovebox. Outback, a functional bed, uses folding corrugated side panels for easy loading and unloading. The Gobi may not fly, but unlike some airlines, the truck at least gets you and your luggage to the same destination at the same time. Source: www.conceptnissan.com; Cliff Gromer "Trucks Dream Haulers" - Popular Mechanics, Sep 1990 Images: Nissan

Giovanni Michelotti died in 1980 at the age of 58. His son Edgardo continued his father's work until 1990. The last exhibited car of the Michelotti company was the "Villedeuxmille" shown in 1990 at the Turin Motor Show (only as a nonfunctional maquette). After that, the name "Michelotti" vanished out of the circle of car designers. Source: www.ultimatecarpage.com

Mercury's Cyclone concept car featured an extreme cab-forward design and a transparent, electrochromic glass roof that changed tints depending on the lighting. Inside the four-passenger cabin was a television screen that showed what was behind the car via tiny rearview TV cameras, eliminating the need for side-view mirrors. No one power source was specified, but the concept was engineered to house a V-8. High-performance features and the highest-quality luxury features were wrapped into the dramatic design of Mercury's Cyclone concept specialty car of 1999. Among many Cyclone, features was an electrochromic glass roof that could be changed electrically from transparent to opaque. A closed-circuit television system was used to provide the driver with rear vision rather than conventional side minors, interrupting the car's smooth lines. The cameras angled outwards from behind the front wheel, in the place of signal lights. Presented at the 1990 Chicago Auto Show, the Cyclone also utilizes a thin fiber-optic headlight system that improves vision while driving at night. From all angles, the Cyclone appears extremely aerodynamic for a four-door passenger vehicle, especially from the early 1990s. Source: www.chicagoautoshow.com; Concept Car Central Images: Popular Mechanics - October 1990; Concept Car Central; www.chicagoautoshow.com

The idea of ​​the Gnome was presented to the VAZ design team by P. Prusov, who was then the deputy chief designer. He also gave the optimal basic characteristics of the future car. Designer E. Lobanov worked on the exterior of the "Gnome." In addition to them, designers N. Taztdinov, S. Brusyanin, and Y. Sidorov, economist A. Alyonin, locksmith A. Fedorov and other specialists worked on the project. The Gnome is designed for four passengers - two adults and two children (2 + 2 formula). The car is quite dynamic: the "Gnome" is equipped with an engine from "Oka." But it itself is smaller than "Oka": length - 2.5 m (at "Oka" - 3.2 m). The vehicle's curb weight made according to serial technology should not exceed 500 kg, and the maximum speed should be 140 km / h. Modification of the Gnome pickup is possible. An open beach version was also developed , with its own name - Elf. In November 1992, the Gnome car took part in the Autoindustria-92 exhibition in Moscow. On April 25, 1996, the "Gnome" car and the "Elf" electric car were exhibited at the 66th International Automobile Salon in the Italian city of Turin. The prototype "Gnome" was sold to Deutsche Lada, and the technical documentation of the micro-car was put up for auction at the Togliatti Universal Exchange. Source: modeli-vaz.ru Images: AVTOVAZ Pictured above is the 1990 Lada Gnome. Pictured above is the first model of the Gnome (V. Kovtun, A. Krylov, Y. Larionov, E. Lobanov, N. Taztdinov), 1988. The Gnome was also in an electric vehicle variant.

The 1990 Kia KMX-02 was a four-door luxury sedan that never went into production. However, Kia released the Kia K900 29 years later in 2019. It took quite a while for Kia to release a luxury four-door. Source: https://carsthatnevermadeitetc.tumblr.com/post/172413664119/what-a-difference-29-years-makes-juxtaposition-of