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At the start of the project, the Z continued to form a characteristic feature of all the concept vehicles developed by BMW Technik GmbH during the subsequent years. At the beginning of the 1990s, the terminology had already got as far as number 11. The prototype designated internally as the BMW Z11 was ultimately launched in the public domain as the BMW E1 bore testimony to its revolutionary power unit. The BMW E1 presented at the Frankfurt Motor Show in 1991 had an electric motor mounted in the rear. The development goal of this project was to research the advantages and disadvantages of a car propelled entirely by electric motive power when subject to the practical test of everyday conditions on the road. The BMW E1 was also intended to represent a standalone, efficient automobile designed according to the defining principles of driving pleasure while making no compromises concerning functionality. Today, the BMW E1 is regarded as the launchpad for the holistic development of electro-mobility concepts in the BMW Group. Several electric vehicles had already been developed based on conventional series models from the 1970s onwards. These vehicles had yielded fundamental insights into the areas of power-unit and energy-storage technology. The BMW E1 was the result of the first vehicle concept based on electro-mobility. The electric motor of the BMW E1 packs 37 kW with power being transferred to the rear axle. The innovative extruded aluminum construction and plastic body produced an exceptionally lightweight city car with a top speed of 120 km/h and a range of 200 kilometers. The BMW E1 was a fully roadworthy prototype with the capability to be used in everyday traffic conditions. The performance and practical qualities of the vehicle with its aerodynamically pioneering design were immediately given a seal of approval by the test drivers at the time. High-grade materials and the quality of finish typical of BMW definitively set the BMW E1 apart from the few other electric vehicles. Airbags for drivers and passengers set a new benchmark for the protection of the occupants. The trade magazine “Auto Bild” designated the 2+2-seater that generated zero emissions when driving as “the most advanced car of the century.” And the readers’ choice in car magazine “Auto Zeitung” voted the BMW E1 as the winner in the category “Environment and Technology.” In the BMW E1, sodium-sulfur batteries are mounted under the rear seat and adequately protected in the event of a crash. A conventional domestic power socket is all that’s necessary to recharge the power supply. The BMW Z15 designed as a successor and the slightly bigger BMW E2 based on that platform are powered by a sodium nickel chloride battery. The basic conclusion from this development series established in the early 1990s was that vehicles powered with electric drive are technically feasible. Still, the technology for storing electric energy needs more work and sets practical limits for use. This has provided a technological basis for the MINI E and the BMW Concept ActiveE. Source: BMW Technik GmbH Images: BMW

In the early nineties, AZLK was still one of the largest automotive enterprises in the USSR. Since the end of the 80s, the automobile plant has been conducting design and experimental work to create several new car designs, one of which was the "Moskvich-2143". The car was created using components and assemblies "Moskvich-2141". Its prototypes, which received their name "Yauza," were born in 1991, when significant socio-economic transformations occurred throughout the country. "Yauza" was made in the style of biodesign, which was fashionable at that time - a rounded body, smooth transitions of a few planes. The car had a very controversial appearance even at that time. Still, the internal "Yauza" greatly surpassed the then products of the USSR automobile industry: an injury-safe steering wheel, a new instrument cluster, power windows, a standard Bylina audio system, a domestic on-board computer, a promising 95-horsepower gasoline engine " Moskvich-414 "with a volume of 1.8 liters, it was even supposed to produce an all-wheel-drive version (the all-wheel-drive transmission was tested on the Moskvich-21416 model). In total, three prototypes of the Yauza were created. Source: denisovets.narod.ru

This seven-seater minivan with plastic panels attached to a steel frame was based on "Moskvich-2141". The development of this car began in 1987, and the prototype was embodied in metal in 1991. The car received a transforming salon with swiveling front seats, which, in addition, have adjustable cushion length, a multifunction steering wheel, and an electronic instrument cluster. A minivan of this particular design was created as a mock search sample, but plans for the serial production of a minivan at AZLK existed in reality. It was planned to produce minivans in Sukhinichi, Kaluga Region, at the automatic lines plant, which was part of the Moskvich production association. Source: denisovets.narod.ru (translated from Russian)

In 1991, Autech (the then-growing aftermarket sports car brand of Nissan) was built and designed with Zagato styling. The Autech/Nissan/Zagato Gavia. It was the only Nissan that Zagato ever worked on. It was based on the Leopard but with a VG30DETT engine out of a 300ZX. This was when Nissan put their 280hp (closer to 300) VG30DETT in just about everything and seriously considered a high-performance mid-engine sports car on par with the NSX. The success of the Skyline and 300ZX and changing regulations ended the need. Later, Zagato and Nissan would end up in lawsuits over the use of the "Z" Logo in the 350Z. Source: oppositelock.jalopnik.com Images: Zagato

The Quattro Spyder (QS) debuted at the 1991 Frankfurt Motor Show, some 15 years before the R8 would enter production. Like the R8, the QS was mid-engined, all-wheel drive, and aluminum-bodied. Power came from a 2.8-liter V6 with 172bhp. Audi claimed it weighed 1,100kg, so it ought to have been reasonably sprightly, if not massively fast. Why didn’t Audi build it? Because the “envisioned price of 100,000 German marks could not be met”, even though widespread speculation that it would be built (it does look production-ready, doesn’t it?) resulted in Audi dealers taking thousands of advance orders. But it was not to be. Just a month after showing the QS, Audi went full concept and gave us the Avus, with its mid-ship (wooden) W12 and bright-finish body, and the QS was consigned to the history books for good. Source: https://www.topgear.com/

Unveiled at the 1991 Tokyo Motor Show, the Audi Avus concept was the world's first car with an entirely aluminum bodyshell. It paved the way for production cars built by Audi with all-aluminum space frames like the A8 and the A2. The Avus concept was designed by Munich-based Advanced Design Studio under the direction of Martin Smith. Named after a Berlin racetrack, the Avus featured an unpainted polished aluminum body that recalled the racing heritage of the "Silver Arrows" Auto Unions of the 1930′s. Chief Designer Martin Smith's polished aluminum body panels visually demonstrated how aluminum would play a significant role in automobile construction. In the Avus Concept, the hand-beaten panels were mounted on a light alloy tubular chassis, in a way similar to the "Touring Superleggera" construction system. The Avus was powered by a 6.0 liters W12 engine with three banks of four cylinders, which delivered 509 hp. The unit was coupled with Audi's Quattro wheel drive system and a six-speed gearbox. Claimed performances were a top speed of 340 km/h (211 mph) and a 0-96 km/h (0-60 mph) acceleration time of 3 seconds. Actually, the W12 unit was still under development at the launch date, so the prototype had a dummy engine made of painted wood and plastic. Today the Avus Concept is on display at AudAudi'sseum in Ingolstadt, Germany. Source: www.audistory.24max.de Images: AUDI AG.

Listed as a presented vehicle at the 1992 Detroit Auto Show, this Ford concept truck remains a major mystery. What is known is that it has sleek running boards that transition into a headache rack with what seems to be auxiliary lighting. Comment if anything else is known. Source: Wikipedia

In 1992, in the wake of the wins obtained by the 155 GTA in the Italian CIVT championship, Alfa Romeo decided to start the production of a "Stradale" version to be manufactured at the Abarth workshop. The car was displayed at Bologna Motor Show and used Monza GP d'Italia as a safety car. Designed by Abarth engineer Sergio Limone, the Stradale used the 155 Q4 as a base using its drivetrain and four-wheel-drive system. The interior was stripped of some creature comforts, and the car was fitted with a race-inspired body kit with a large rear spoiler. Only one unit was made before the project was abandoned due to high manufacturing costs. Source: Wikipedia Images: OldConceptCars

On the 1992 Geneva Auto Show, Lamborghini presented a prototype of an open-top version of their flagship, the Diablo Roadster, naturally the roof was removed and the chassis was altered to cope with this, but there were also some other changes which would make their way to the Diablo and Diablo VT production model. Like the exterior rear view mirrors, which were now finished in the same color as the bodywork, but a more evident change was the dashboard, reduced in size but still holding all the necessary elements. The engine lid was also redesigned, now with a ‘tunnel’ between the two seats to allow the rear view mirror, which was placed on top of the windshield, to pass between these seats. The body part behind the engine hood now used a grill to get rid of the heat generated by the exhaust system underneath it, and also because the air extractors in the engine hood became smaller. The two air intakes on top of the rear wings were larger, to allow a greater air flow into the engine compartment, and the two air ducts on the side of the car also became bigger, and were also to be used on the VT version. Production of this exclusive vehicle was intended to be limited at one time, but unfortunately it never reached the production stage. Some customers really wanted an open Diablo so Walter Koenig, from Germany converted a few Diablo Coupe’s into Roadsters, designed similar to the Prototype Lamborghini presented. Koenig could also mount a different front and rear spoiler (check out the Koenig Diablo), and tuned the engine to obtain a power output of about 750 Bhp by adding two turbo’s on the engine. Koenig also built some targa styled Diablo in those years, they were the same price at US $ 250,000, but lacked the design of the original Diablo Roadster prototype’s low front windscreen, according to several sources about five Roadster replica’s were made, three of them including the special Koenig bodywork, two with standard Diablo bodywork. Koenig actually contacted OZ-wheels to obtain the correct Lamborghini wheels design but enlarged to 18-inch, but a contract between OZ and Automobili Lamborghini SpA didn’t allow OZ to make this specific wheel design for anyone else, so Koenig had to use the standard 17-inch with the central wheel crest repainted in the cars main exterior color. In 1995 Koenig was stopped by the Lamborghini Factory, simply because the official Diablo Roadster was offered for sale to the public, directly from Sant’Agata, so it was understandable the demand for Koenig replicas didn’t last long after this. Source: https://www.lambocars.com/diablo-roadster-prototype/ Images: Lamborghini Archive

In the early nineties, Volvo again turned to the green car of the future. Shown in 1992, the ECC (Environmental Concept Car) was built almost entirely from recyclable materials. The car was equipped with a hybrid power plant, including a gas turbine and an electric motor. She could use almost all types of fuel, both of mineral origin and derived from plant materials. Design solutions were also worked out at ECC. The car's exterior was so successful that six years later, with minimal changes, it was borrowed for the production Volvo S80. Source: Sergey Pribytkov - www.carseller.ru Images: Volvo Car Corporation.

The 1991 Chico was an experimental Hybrid vehicle. Chico, in Spanish, means "small, tiny". It was a Hybrid-powered (petrol and electric) compact 2+2 vehicle designed for use in densely populated regions and the areas surrounding them. The vehicle allowed for automatic switch-over from a combustion engine to an electric motor. The spark ignition engine worked mainly during acceleration and at the speeds more then 32 mph. The 6 kW electric motor was utilised during phases when the vehicle was being driven at an almost constant speed in town traffic. The two-door hatchback Chico was only 126 inches long and 64 inches high. In order to provide easy entrance and exit, a four-joint door hinge was developed combining the elements of a sliding door with those of a wing door. The driver was supplied with information via two displays. There was a liquid crystal display on the dashboard which supplied the usual data, on road and engine speed, and a head-up display supplied destination-tracking information. A car well ahead of its time, and the sort of idea that many car manufacturers are pursuing today. Source: www.ltv-vwc.org.uk Images: Mario Buonocunto Concept Cars Page; www.volkswagen-classic.de

The 1992 Fiat Panda Destriero Prototipo was designed by Stola. It was a first-generation Panda converted by Carrozzera Stola to be a ship’s tender. Source: https://carsthatnevermadeitetc.tumblr.com/post/176302579922/fiat-panda-destriero-prototipo-1992-by-stola-a

The Seat Concept T was a prototype of the Spanish brand Seat revealed in the early '90s in the Salon de Paris as a surprise to the aesthetic and technical level. At the Geneva Motor Show, that same year was presented. The history of this concept began in 1989 when the design department at Seat's Martorell began to develop a mid-size coupe with 2 + 2 configurations based on Toledo's future to be in production a year later, but the Toledo Coupe (the name had been model if going into production) never was released. The exterior of the Concept T, apart from its pearl yellow, distinguishes the design of soft lines and angles almost glass roof-shaped cabin combined with excellent aerodynamics of only 0.27 cx. The Toledo inspires the headlights but with a more rounded design own a car exhibition, and the grille would become the new face of future Seat. At the same time, the rear is such elongated headlights more sleek design in saloon and an exhaust chrome pipe, but the inside few photos are available, as is known had more modern lines and soft than the sedan. Next year, Seat showed the convertible version, which had softer chassis lines, an electric canvas hood, and a red color that gave it a more elegant, like the coupe version advanced the future version of Toledo Cabrio, which never was released. Sources: Seat; www.seatfansclub.com

1992 was an important year for Franco Sbarro. It was the year he opened his first design school, Espace Sbarro, at Grandson in Switzerland. It was such a special event that he decided not to participate in the Geneva Motor Show because he did not have the time to create a new model. However, contrary to expectations, a new Sbarro was at the March 1992 show: the Astro. The story of how this car was born is worth telling. In 1991, Frank Verkhauser, a Zurich ophthalmologist, contacted Sbarro hoping to commission him to build his dream car. Sbarro refused because he was wholly taken up with creating the school, but he agreed to meet with Mr. Verkhauser. It was a decisive encounter: the warm-hearted Swiss craftsman changed his mind when faced with a sick man. Mr. Verkhauser had cancer and was exhausted by chemotherapy, and was looking for a project with which he could be actively engaged. He wanted to have built a unique car powered by a Ferrari engine, aggressively styled and with cutting-edge electronics. On the outside, the car is characterized by a plunging, wavy line from a massive rear topped with a substantial aerofoil to a very sharp front, typical of certain Sbarros, e.g., the Ionos. This bulky rear section, especially in profile, is a great benefit when one realizes the size of the rear alloys: an unprecedented 19 inches. The convoluted lines are that Frank Verkhauser wished to have three seats and plenty of room for luggage: there are boots back and front. The huge lateral air scoops provide cool fresh air to the engine. Notice the two micro-headlights unusually positioned just forward of the windscreen. The inside is wonderfully bright, mainly because of the sunshine roof and the light-colored leather trim. In contrast to some constructors, Sbarro has left the top of the dashboard dark to prevent annoying reflections in the windscreen. Mr. Verkhauser, a fan of electronics, had a TSO satellite navigation installed: the type approved for instrument flight by the American Federal Aviation Authority. This is integrated into the central console with a Sony display unit, a video recorder, a retractable keyboard, and a telephone. There is also a hi-fi system with a CD player, the top range for this era. In comparison to all the electronic extravagance, the engine seems quite ordinary. It is taken from a Ferrari 308 GTS, and this V8 motor develops 275 BHP. Curiously the engine uses carburetors rather than fuel injection, which was available. The rest of the Astro is a classic sports car: rear-wheel drive, manual five-speed gearbox, disc brakes all around but no ABS. Even though the Astro is on exhibit at the Centre Espera, the owner drove it for many trouble-free miles proving that Sbarro can make a reliable and unique car. Perhaps it is not the most spectacular or the most well-known Sbarro. Still, it certainly has a beautiful history: sometimes generosity and a big heart are more important and inspiring than technical wizardry. Features: engine: V8 (Ferrari 308 GTS) configuration: mid-engined, transverse capacity: 2926 cm3 - (81 x 71 mm) alimentation: four twin-choke Weber carburettors power: 275 BHP @ 7700 rpm torque: 284 Nm @ 5000 rpm transmission: Rear wheel drive gearbox: 5-speed manual (Ferrari 308 GTS) brakes: 4 vented discs wheels: OZ racing : 9x17" front, 12x19" rear weight: 1100 kg (estimation) dimensions: wheelbase 2.34 m, length 4.20 m (estimated) maw speed: 230 -240 km/h (140-150 mph) (estimated) Source: http://sbarro.phcalvet.fr/voitures/Astro/astrogb.html Images: Sbarro; Dingo; autodiva.fr

Styled very much of the era, Zoom was an urban and suburban concept car born of common research by Renault and Matra into modern electric vehicles. Zoom was a relatively early venture into the world of city runabouts and utilized an electric power system in addition to a variable wheelbase. Features Exterior architecture optimizes vehicle footprint, thereby helping ease urban and suburban traffic flows The modular wheelbase is variable between 2.65m and 2.30m when the vehicle is stopped. Width remains constant at 1.52m, which means Zoom is 23cm higher in retracted wheelbase configuration Two beetle-wing doors mounted on 9É-inclined axes reduce lateral bodywork clearance to a minimum and make Zoom easy to use in the tightest of spots Communication centre mounted between the two seats housing hands-free telephone and power-up control for Carminat navigation system 25kW engine is 90 percent recyclable, contributing to the protection of the environment Source: conceptcar.co.uk Images: Renault; www.autotecnica.org

The Renault Twingo is a city car built by French automaker Renault, officially presented at the 1992 Mondial de l’Automobile and going on sale in early 1993. The Twingo quickly became popular in Europe due to its unusual looks and its ease of use. The first-generation Twingo underwent three restylings in 1998, 2000, and 2004, and the second generation was officially presented in 2007. Source: wikipedia Images: Renault; LSD s.r.l. - photographers

The Renault Reinastella was an imaginary futuristic car model, designed by Renault to illustrate the Visionarium attraction at Disneyland Paris. The model was installed at the entrance to the attraction when the park opened in April 1992 and withdrawn in June 2002 at the end of the partnership between Renault and the theme park. As is often the case with Disney, each element of an attraction is the subject of extensive script research. The Reinastella is therefore endowed with a coherent and precise fictional history. The Reinastella was Renault’s take on the car from 2328. It was designed from the latest biomechanical techniques, coated with an innovative synthetic material and propelled by a bio engine supplied with a fluid named "PlasmElf" (reference to the French oil tanker Elf). Its generator allowed. it to move around 15cm above the ground at around 50 km/h in the city. It could also cross the country at a height of almost 150m at a speed of 300 km/h. Its exterior design was as such to improve its aerodynamics. It could carry up to five people in perfect silence, controlled by voice commands in automatic mode, thanks to its artificial intelligence. A porthole in the floor at the front helped occupants to enjoy the view at high altitude. The story goes on that there were rumours of accidents that occurred during its development. One of the prototypes during its test phase with two people on board went missing. It was found a few days later, in a desert area without any trace of the testers. The car was suspected of absorbing itself into its body as a result of a malfunction with no chance of the testers being found alive. The prototype was destroyed after analysis, however no other incidents were noted. For safety, the structure of Reinastella was been modified to make it incompatible with a mammal and thus avoid any phenomenon of assimilation. Totally fictional, as with many other attractions at the park, this story actually remains unknown to most visitors of the attraction. Source: Renault

The 1992 Pontiac Salsa concept vehicle was designed in GM’s Advanced Concept Center in Southern California. This vehicle transformed from an all-weather, five-seat hatchback to a five-seat convertible or a two-seat panel delivery truck. Each module has several potential spin-offs. This version featured seating for five. The removable folding canvas roof was composed of a front targa section and a rear segment with bows. The rear seat folded forward in conjunction with the convertible, and the sliding rear cargo drawer pulled out and dropped down. The overall effect was that of an open, two-passenger mini-pickup. An alternative to a small sedan, a two-passenger station wagon emerged when the rear seat folded down. Many items could be loaded into the rear cargo bay when the drawer was opened, and the hatch was left up. With the hard targa segment of the roof removed, open-air motoring could be enjoyed. Popular with California hot rodders and light commercial utility users alike, the panel delivery offered great opportunities for customizing to one’s tastes and needs. This module used a conventional liftgate, as opposed to the pullout drawer. In any configuration, Salsa featured the maneuverability of a sports car and the roominess of a full-size sedan due to its rear seat positioned between the rear wheels. As a result, the back seat room equaled a typical full-size sedan, even though Salsa was nearly 60 inches shorter. Source: history.gmheritagecenter.com Images: GM; Concept Car Central; Coconv Photostream

The Opel Twin articulated a staggering proposition which, for 1992, was considerably ahead of its time. Highlights of the Twin concept car included interchangeable drive units, with the engine, transmission, rear axle, and energy accumulator housed inside. This allowed the vehicle to run on whichever drive assembly made the most environmental and economic sense. For highway driving, for instance, there was a three-cylinder gasoline engine (0.8 liters, 34 hp), and for city or short distance driving, an electric unit with two wheel-hub motors (each with 14 hp). Arranging all the drive assemblies in the rear allowed for a variation to the usual seating layout. Instead of sitting front left, the driver had a central single-seat position, while three more passengers could sit in the back. Source: Simon Hacker/MSN Cars; www.carbodydesign.com Images: GM

The Oldsmobile Anthem four-door concept features a long, sloped front end with a steeply raked windshield, sweeping instrument panel, all-glass roof, and airbags on both sides of the front seats. A pivoting, reconfigurable screen, mounted between the front buckets, displayed full navigation and visual information system. Featured: Heads up display, driver info center with navigation, LCD roof panels that passengers could adjust to adjust the opacity of the glass from clear to nearly opaque. Source: www.chicagoautoshow.com; www.outrightolds.com Images: ConceptCarCentral