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In 1991, with this ready-to-drive and a close-to-series-conditions prototype called "Idea," Karmann can impressively ascertain the company's complete vehicle competence. At the same time, this two-seated car initiates the worldwide comeback of the roadster. Much attention is paid to the new roof construction: the firm part assures additional protection for the passengers, and the way the top is folded (to a Z) makes the top its own lid when lowered into the body. Source: Karmann

Released in early 1991, the Jeep Wagoneer 2000 prototype attempted to predict what a full-size sport-utility vehicle of the 21st century might look like. The Wagoneer 2000 rolled on 20-inch diameter, 6-spook flangeless wheels, was equipped with all-wheel drive and featured an integrated step that extended from the doorsill to make entry and exiting from the interior more gracefully. Upholstered in leather, the two bench seats could be configured into a 2+2+2-bucket seating arrangement. Under the low-slung hood beat a 220 horsepower, 5.2-liter V-8 engine connected to a 4-speed automatic transmission. Source: www.chicagoautoshow.com Images: DaimlerChrysler

A crossover concept which used a 2-liter adiabatic engine using ceramic components. Several Isuzu concept cars of this period had a fifth wheel at the back to aid parking maneuvers though the system was never put into production. Source: https://carsthatnevermadeitetc.tumblr.com/

The 1991 Isuzu Nagisa was an amphibious car concept, with four-wheel drive and a 3.2L V6 engine for a truly go-anywhere capability presented at the 29th Tokyo Motor Show. The show's theme was "Discovering a New Relationship: People, Cars and the Earth as One." Source: https://carsthatnevermadeitetc.tumblr.com/

The Isuzu Como was one of the stars of the 1991 Tokyo Motor Show. Designed by Simon Cox - the man who would create vehicles like the Cadillac Cien and develop Cadillac's ultra-sharp styling - the Como was a crazy mix of supercar and pickup truck which Isuzu called a "grand sports-utility vehicle." The Isuzu Como had a mid-mounted 740 horsepower V12 engine derived from F1 race cars, dramatic gullwing doors, a four-seat cabin, and a decently sized rear cargo bed. Source: http://www.diseno-art.com/ Images: Concept Car Central; minkara.carview.co.jp

Presented in June 1991 near Modena, the Grifo 90 was an attempt to revive the Iso marque by Piero Rivolta and Piero Sala. Powered by a front-mounted turbocharged 5.7-liter Chevrolet V8 (tuned by Callaway) with 440bhp driving the rear wheels through a six-speed gearbox, only one (non-functioning) example was ever built. The aluminum body was fitted to a tubular steel chassis frame. Double wishbones and disc brakes were fitted all around. Both Gandini and Dallara were involved in the car's design, which was predicted to exceed 300km/h and need a mere 4.5 seconds to reach 100km/h. Source: www.isogrifo90.com Images: www.autotitre.com; www.callawaycars.com; www.ultimatecarpage.com

Finally in 1991, Honda bit the dream-car bullet when it displayed a pair of models at Frankfurt. These were the FS-X saloon and EP-X coupe. The FS-X (Futuristic Sports Experimental) was a bold and sleek design clearly targeted at the Lexus and Infiniti luxury Japanese brands, which had had such success in America. Typically advanced in engineering terms, the FS-X sported a 3.5-litre VTEC V6 engine producing 280bhp, liquid crystal sun visors and four airbags. Source: Auto Lemon Images: Concept Car Central; www.hondazine.com

With this EPX Concept car, introduced at the 29th Tokyo Motor Show, Honda explores a new architecture for a next-generation car style. The EPX represents an original urban commuter to optimize the economy, impact the environment, and provide a different driving experience. The two-passenger are seated in tandem. There are two doors on each side of a single seat, and the canopy can be opened for easy access. The design is heavily oriented toward aerodynamic and follows the simple shape of an egg as much as possible. The driver's all-around visibility is exceptional. The passenger might not appreciate it so much. The instrument panel incorporates a multifunction LCD (Liquid Crystal Display). Airbags are implemented for both places. It is not a running vehicle, and Honda does not provide any specification on the propulsion system. The little EP-X (Efficient Personal Experimental) was a curious, narrow tandem two-seater made entirely from aluminum. Powered by a 1.0-liter three-cylinder engine, it was highly aerodynamic, efficient, and safe if impractical. Sources: Auto Lemon; autoconcept-reviews.com Images: Honda

Painted in a hard-to-miss burnt orange hue, the Sagebrush concept vehicle sat on a raised platform at the GMC Truck exhibit. GMC used the Sagebrush to hint at the appearance of the coming-soon replacement for the full-size Jimmy sport-utility vehicle. Special features included a video rear-vision system, cupholders that could heat or cool beverages, a power/tilt and telescoping steering column, a video rear-vision system, and a multidisc CD player. Sagebrush also had an integrated step system--a modern version of the old running board--for easier access. The light orange Sagebrush was a four-wheel-drive concept presented alongside the GMC Rio Grande at auto shows throughout the United States in 1991. Powered by a 5.0-liter gasoline-powered US engine, the two-door Sagebrush could seat four people, with the rear seats capable of retracting to create more cargo space. Equipped with a specially-designed off-road grille, low-beam headlights on the bumper, and a rear-vision video system, the Sagebrush utilized various parts and features used on the Rio Grande of 1991. Sources: www.chicagoautoshow.com; Concept Car Central Images: Concept Car Central

Ford VP of Design J Mays recently described the 1991 Ford Contour show car as one of the most significant concepts in Ford's recent history. That is high praise indeed when it's considered that the Contour concept was developed and released during the tenure of Mays' predecessor, Jack Telnack. J Mays describes "design" as the integration of engineering and styling, and by this description, Contour might rightly be called "High Design." The Contour concept demonstrates a cornucopia of advanced concepts, processes, materials, and layout. It proposed a radical new front-drive package, a "T-Drive," that its inventor, Donald Carriere, patented for Ford. Its chassis frame is a proposal for an innovative chemically-bonded modular aluminum structure invented by Ford and Reynolds Aluminum. Its body panels were designed to be formed composite structures incorporating polyurethane and polyurea plastics and metal framing. Its lighting system was developed to utilize a Light Engine from General Electric, a high-efficiency single-source system using fiber optic light pipes to illuminate most of the Contour concept's lighting requirements. The Contour concept is visibly different as well. For starters, it is laterally asymmetrical in an effective and practical layout that complements its goal of being compact and space-efficient. The Contour concept's interior utilizes a fixed bench-style front seat as a body-stiffening member. The steering wheel, instrument duster, drivers' controls, and pedals have adjustable assemblies to accommodate different drivers. The T-Drive system proposed in Contour envisions a transversely mounted straight-eight engine with the transmission joining the center of the engine's crankcase and driven from a gear in the center of the crankshaft (Vittorio Jano, who put the camshaft, supercharger, and accessory drives of the straight-eight Alfa Romeo 8C in the center of his engine, would be pleased with the concept and delighted at the highly integrated structure proposed by Carriere's T-Drive package.). Suspension of the Contour concept is conceived as independent, with transverse leaf springs doubling as the upper control arm at each corner. A single sizeable crankshaft-driven alternator resolves accessory drives: everything in the T-Drive concept, even the water pump, is electrically driven. T-Drive also contemplates full-time all-wheel endeavor with a low-mounted driveshaft passing through a tiny tunnel to the rear differential. The front spring is located just above the straight-eight engine in an area of intense heat. Contour designers dealt with that issue by envisioning forced ventilation of the engine compartment. The front-wheel wells are the source of the cooling air. Venturing the wheel wells reduces turbulence induced by the rotating wheels and brake discs, reducing aerodynamic drag. "Contour" also appropriately describes the concept's visible design, which has no straight lines outside or inside. The interior is a pleasing, almost melodious, blending of contours. Ford is known for its Blue Oval trademark, and the Contour concept's design expresses a softly-curving oval theme. The front doors are front-hinged, while the back doors are hinged at the rear giving unobstructed access to the interior. Ford's 1991 Contour concept is one of design's great, pioneering executions. It is visually distinctive and pleasing. It is conceptually innovative. But for all that, it never strays from the art of the possible. Source: www.scottgrundfor.com Images: Ford; Concept Car Central

Referred to as the “Family Taxi,” this compact, aerodynamic car is a proposal for a functional vehicle with electric propulsion. The carbon fiber and kevlar body has a single door on the driver’s side and two on the passenger side. The interior offers the possibility of modulating the space available to occupants and the loading area. Having an Escort van as a basis might not sound very exciting, but Ghia's 1991 Ford Connecta was an important show car: it was Ford’s first electric show car. The body shell was in lightweight carbon fiber and could seat six people (four forward-facing, two rearward) in a length of only 166 in (421 cm). Source: AUTO LEMON; https://www.carrozzieri-italiani.com/ Images: Concept Car Central; www.carculture.com

Between 1991 and '92, a handful of Ferrari 348's had their original Pininfarina-designed bodywork extensively modified by carrozzeria Zagato of Milan. However, due to legislative restrictions on crashworthiness, Zagato decided not to modify the engine, running gear, or chassis of the stock 348 instead of focusing on the aesthetics inside and out. Indeed, this program influenced its designation, Zagato's creation being known as the Elaborazione. Visually, the front bumper was more rounded than Pininfarina's initial design like the rest of the car. It incorporated a fake central grille that was either oval or square, this being flanked by circular side and driving lights sunken into the surrounding valance. A lightweight aluminum bonnet featured two prominent NACA ducts carved into it. In contrast, the cabin unsurprisingly featured Zagato's trademark 'Double Bubble' roof treatment that provided a marginal increase in cockpit headroom. Meanwhile, the distinctive new engine cover was also fabricated from alloy. It featured a clear glass screen similar to those so often seen on Willy Koenig's Testarossa convertibles of the late 1980s and, more recently, for Pininfarina's 360 Modena. But Zagato could never have retained those heavily stylized engine vents from the stock 348 that was such an obvious Pininfarina trademark of the period, the Milanese designers blending in two substantial NACA ducts to help cool the engine. The tail treatment saw a switch to three circular pods located on each side of the rear facia. At the same time, an electronically operated deck spoiler featured Ferrari and Zagato graphics that only became visible when raised. Other exciting features of these bespoke 348's were their custom OZ Racing split rim alloy wheels, external fuel filler caps, and three-inch rear view TV monitors plumbed into the cabin. Indeed, the interior was very thoroughly redesigned and came trimmed almost exclusively in suede. Overall, the Elaborazione was a curious mix of design cues but was, nevertheless, a machine immediately recognizable as the work of Zagato. A production run of 22 was originally planned, although 10 were ever built. Each example slightly different. Source: www.ferraridatabase.com Images: Zagato; www.ferraridatabase.com

The 1991 Dodge Neon, a concept car that embraces environmentally friendly attributes with the freedom of open-top driving, is part of Chrysler Corporation’s research to provide future answers to complex environmental issues. Virtually every component on the Dodge Neon is made up of or can be recycled into reusable components. Interior panels are coded to identify the type of plastic, furthering the recycling process. Neon features a manual onboard trash compactor and wheels made from recycled aluminum. Chrysler presented this concept at the 1991 Frankfurt Motor Show. Source: Chrysler Design Public Relations Images: Dodge

The Daihatsu X-021, introduced at the 1991 Frankfurt Motor Show, was a proposal for a lightweight, two-seat sports car to rival the Mazda MX-5. The Daihatsu X-021 was an advanced vehicle that displayed some promising tech and specifications. It featured an aluminum space frame chassis, plastic bodywork, and race-derived inboard suspension. Powering the X-021 was 1.6 liter. 16 valve, inline four-cylinder engine which produced 140 horsepower. In such a diminutive vehicle, which weighed just 700 kgs (1,543 lbs), this drivetrain gave the X-021 a top speed of 125 mph (200 km/h). The X-021 is one of those 'what could have been' cars. It's so unfortunate that rather than developing this little firecracker of a roadster, Daihatsu decided to go ahead and produce the Copen instead. Source: http://www.diseno-art.com/encyclopedia/concept_cars/daihatsu_x-021.html Images: Mario Buonocunto Concept Cars Page

This 1991 microcar by Daihatsu was presented at the 1991 Tokyo Motor Show. On its promo, it reads, "Mira Milano - A Italian pop arrangement of Mira, the most popular light passenger car. Enjoy comfortable driving even in a mini skirt!" Source: Daihatsu

The 1991 Daihatsu FX-228 Concept was a prototype convertible version of the 4th generation Daihatsu Cuore displayed at the 29th Tokyo Motor Show. The FX-228 concept roadster with a funny roof hood went into production and was produced by Daihatsu based on the Leeza three-door hatchback from November 1991 to August 1993. Unlike the closed version, which was equipped with four engines, the Spider was equipped with an extremely powerful 660-cc turbo engine, which gave out an air intake on the hood. Source: carstyling.ru; carsthatnevermadeitetc.tumblr.com

The 1991 Colani Stringray AppC Racing Car. When developing this car, Colani was inspired by underwater animals, in particular - stingrays. It turned out similar. Another model for power transmission in the higher-horsepower segment was the vehicle shaped on a manta ray and now housed in the permanent collection of the Centre Pompidou in Paris. In this radical aerodynamic study which Colani proposed as a Le Mans racer, the shape generated up to 2 tons of downforce. Source: ultimatecarpage.com; https://carsthatnevermadeitetc.tumblr.com/ Images: Colani Design

After the Automorrow ’89 tour, one of Luigi Colani’s creations debuted a few years later with another design vision, the "Colani Corvette", which was planned to set land speed records at the Bonnieville Salt Flats after the SEMA show where it was on display in late October of 1993. Work continued on it’s progress, and it came to the US to set a new world land speed record on August 23, 1995, at the Bonneville Salt Flats. The average speed for the car was 230.928 M.P.H., and was driven by Mike Strasburg. Source: www.automorrow.com Images: Colani Design; www.automorrow.com

More than any other U.S. automaker, Chrysler has reached back into the past for its show cars. This 1990 Chrysler 300 concept sedan tried to recapture the flavor of Exner's 1950s Ghia cars, especially in the Italianate grille. Modern 300 also played off Chrysler's big performance cars of that same era. It even had suicide rear doors and faux quad lamps. The 1991 Chrysler 300 four-door concept car recalls the original Chrysler 300 series and other classics from the 1960s. Built in a 126-inch wheelbase, the rear-wheel-drive Chrysler 300 is powered by an 8-liter V-10 "Copperhead" engine mated to a 4-speed automatic transmission. Features include air conditioning vents in the performance driver's seat, a combination television/video cassette recorder/cellular phone and separate headphones for rear-seat passengers, functional rear-hinged back doors, and three levels of interior lighting. Source: Chrysler Design Public Relations Images: Concept Car Central; Chrysler Corporation

The Bugatti name returned in 1991 with the EB110 Gran Turismo The long-deceased Bugatti marque was revived during the early 1990s by Romano Artioli, a wealthy Italian car distributor who acquired the rights to Bugatti's famous name. He planned to launch an all-new model in 1989 with a 60-valve V12 engine, four turbochargers, and at least 550bhp. Full-time four-wheel drive and a six-speed gearbox would also be employed while the target weight was 1300kg. A lavishly funded operation from the outset, Artioli constructed a state-of-the-art factory in Campogalliano, just north of Modena, the global supercar epicenter. Fabricated from scratch with state-of-the-art componentry, the EB110 GT was launched on September 15th, 1991. Still, Artioli and Bugatti had missed the supercar boom and pitched their stunning new car into a, particularly severe recession. With its distinctive Gandini styling and near £300,000 list price, there just weren't enough buyers for the GT and fewer still for the subsequent £400,000 SS hot rod. So despite the exceptional performance, build quality, and dynamics, the EB110 was a commercial disaster, the Campogalliano factory producing just 126 customer cars before closing down in summer 1995. Incorporating bespoke parts throughout, the GT was based around a hugely advanced and wickedly expensive carbon-fiber tub fabricated by Aerospatiale. The EB110 and McLaren F1 were the only road cars available with composite monocoques during the early nineties, such outlandish features playing an integral part in the huge list prices of each. Bugatti's first five prototypes were completed with chassis fabricated from lightweight aluminum before switching to carbon composite, with eight further prototypes being completed in this state-of-the-art material. The suspension was via independent double wishbones, and with a wheelbase of 2550mm, full-time four-wheel drive, power-assisted steering, and switchable ABS, the GT was eminently predictable in almost any situation. Unique BBS 18-inch magnesium alloy wheels (9 and 12.5-inches wide front/rear) worked with power-assisted cross-drilled and ventilated 322mm brake discs and four-pot Brembo calipers. Although the GT came out 250kg heavier than had originally been intended (1560kg), it was still incredibly agile and, thanks to its sophisticated all-wheel-drive system, at home in any conditions. The EB110's jewel-like construction continued with a new scratch-built, 3.5-liter V12 engine. Mounted longitudinally, it featured an unprecedented four turbochargers, more than any previous production road car. Fabricated extensively from aluminum and titanium, a displacement of 3499cc was achieved thanks to a bore and stroke of 81 x 56.6mm, respectively. Bugatti also incorporated an exotic five-valve cylinder head, a technically advanced feature not even used by McLaren's BMW Motorsport engine, let alone Ferrari. Producing an awesome 553bhp at 8000rpm, compression was set at 8.0:1, Bugatti fitting four IHI turbochargers and coupling the engine to a six-speed gearbox. Despite there being noticeable turbo lag below 3500rpm, from this point on, the GT was incredibly quick, and with 451lbft of torque at 3750rpm, its performance was easily accessible. Sprinting to sixty in just 4.4 seconds and taking 9.1 to 100mph, the GT would reach a top speed of 209mph if you could find a quiet enough road. Easily the EB110's most controversial feature, though was not its awe-inspiring performance but bodywork that divided opinion and instantly became something you either loved or hated. Penned by Marcello Gandini, who had famously been responsible for Lamborghini's Miura, Countach, and Diablo, the shell was fabricated from a combination of carbon fiber and aluminum panels bonded to the chassis for ultimate rigidity. Gandini's design failed to captivate in the same way as those aforementioned Lamborghini's, the EB110's awkward headlights lending the car a slightly bizarre appearance. However, with time, it has mellowed, and many favorable features have become apparent. Other exciting details were the trademark Gandini scissor doors used so effectively on the Countach and Diablo, a glass engine cover providing a wonderful view of the V12 engine, and a huge speed-sensitive electronic rear wing that could be raised at the flick of a switch. Gandini also created the EB110 GT's rather somber cabin that, although fitted throughout with unique componentry, still looked a little downmarket compared to its rivals. Electrically-operated seats were trimmed in leather with ruffled bolsters and ribbed centers, and headrests. The seats themselves were reasonably comfortable but not enveloping enough for such a high-performance car. Like the door trim and center console, they were normally finished in a contrasting shade to the typical black or grey leather-covered dash and steering wheel. The three-spoke leather steering wheel was sometimes embossed with an EB insignia, fronted by a cheap seventies-looking walnut facia. Visually, access to the oil temperature gauge, tachometer, and speedo was reasonably good. However, rearward vision could hardly be considered up to Porsche standards, and the cabin was cramped for those over six feet. Other interior features included automatic climate control, electronic door releases, and the seating controls on a walnut insert alongside each seat bolster. A set of custom-fitted luggage could be stowed behind the seats. Launched with a lavish celebration held in Versailles during September 1991, the EB110 GT debuted as the world's fastest production car, although the styling was inevitably not to everybody's liking. Road testers heaped praise on the new car's performance and handling, particularly its astounding agility despite the relatively heavyweight. The first customer, EB110 GT, was supplied in December 1991, but Bugatti had long since missed the boom being experienced during its initial announcement. Instead, the EB110 was launched into one of the most severe recessions for decades. Demand for ultra-expensive motorcars had shrunk considerably in just a couple of years. Only well-established marques were able to see out a downturn that continued until the mid-1990s. After completing 95 GT's (all of which were left-hand drives), Bugatti closed its doors in September 1995, having endured the recessions worst years, the company filing for bankruptcy in the Italian courts. Source: www.qv500.com Images: Bugatti