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Designed to recreate the historic Zagato-Fiat Abarth link, this vehicle is a 2-seat coupe for those who enjoy driving. Stripped of luxuries such as the ventilation system, rear hatch (weight reduction), and rear seats, fitted with bucket seats for the driver and single passenger, the car also features a movable wing that allows the aerodynamics of the vehicle to be modified depending on its use. Source: www.carsfromitaly.net Photos: Zagato; www.carsfromitaly.net

The 65th Turin Motor Show (1994) presented a series of concepts based on the Punto. The 4x4 TL (or 'Tempo Libero,' which means 'Free Time') is designed to be functional, versatile and roomy, and is larger than the original Punto on which it is based. Steyr-Puch was involved in the mechanical development side of the project. Source: www.carsfromitaly.net Photos: www.carsfromitaly.net

A flying car or roadable aircraft is a type of vehicle that can function as both a personal car and an aircraft. The term "flying car" is also sometimes used to include hovercars. Many prototypes have been built since the early 20th century, using a variety of flight technologies. Although VTOL projects are increasing, most have been designed to take off and land conventionally using a runway. None has yet been built in more than a handful of numbers. Flying cars are also a popular theme in fantasy and science fiction stories. Futurologists often predict their appearance, and many concept designs have been promoted. But their failure to become a practical reality has led to the catchphrase "Where's my flying car?" as a paradigm for the failure of predicted technologies to appear. For the sake of this article, Story Cars will cover the flying concepts, projects, and prototypes of the 20th and 21st centuries. Part 3 of 3 includes every 2000 - current flying car known to the internet and eBooks. Comment below if any are missing from the archive. Part 1 1917 Curtiss Autoplan e 1921 Tampier Autoplane 1925 Skroback Roadable Airplane 1935 Autogiro Company of America AC-35 1935 Waterman Arrowbile 1935 Vlachos Triphibian 1939 Southernaire Roadable Flying Car 1940 Jess Dixon’s Flying Automobile 1942 Hafner Rotabuggy 1944 Airmaster Autoplane Flying Car 1945 Norman Bel Geddes Flying Car Model 1946 Fulton Airphibian Autoplane 1946 Convair Flying Car 1946 Aerauto PL.5C Autoplane 1949 Aerocar I N4994P Part 2 1950 Aircoupe Aut oplane 1953 Bryan Autoplane 1954 Aerocar I N101D 1956 Aerocar I N103D 1958 Ford Volante 1959 Halsmer Aero Car 1959 Piasecki VZ-8 AirGeep 1960 Aerocar I N102D 1960s Aerocar III N4345F 1965 Wagner Aerocar 1966 Aerocar II N107D 1971 AVE Mizar Flying Car 1973 Lebouder Autoplane 1981 AviAuto 1990 Flight Innovations Sky Commuter Moller Flying M400 Moller Flying 200 Part 3 2000s Aerocar 2000 2000s SkyRider X2R 2000s Urban Aeronautics X-Hawk 2005 Monster Garage "Red Baron" 2006 Terrafugia Transition 2008 I-TEC Maverick 2009 Parajet Skycar 2009 Butterfly Super Sky Cycle 2011 Scaled Composites Model 367 BiPod 2012 PAL-V Liberty AeroMobil Roadable Aircrafts 2018 Audi Pop.Up Next 2021 Klein Vision AirCar 2021 Plane Driven PD-1 2000s Aerocar 2000 The Aerocar 2000 was a proposed flying car under development in the early 2000s in the United States. The Aerocar 2000 was designed by Ed Sweeney, who was inspired by Moulton Taylor's Aerocar of the 1950s (and is the owner of the only still-flying example of this vehicle). The Aerocar 2000 consisted of removable wings, tail, and powerplant "flight module" added to a modified Lotus Elise roadster. In conception, this was far closer to the AVE Mizar of the early 1970s than Taylor's designs, the vehicle portions of which were purpose-designed and built. Another difference with the original Aerocar (and similarity to the Mizar) is that the flight module is not designed to be taken away from the airfield. Finally, while the Aerocar used one engine to drive both the road wheels and the propeller, the Aerocar 2000 (again like the Mizar) uses two separate engines. In the Aerocar 2000's case, the flight engine is a twin-turbocharged V-8 motor from a Lotus Esprit. A far lighter three-cylinder engine and gearbox from a Chevrolet Sprint are to be installed in the road module to power the vehicle on the ground. 2000s SkyRider X2R The SkyRider X2R is a flying car design developed by Macro Industries. The SkyRider incorporates rigid, lightweight composites for reduced structural weight. It utilizes four-ducted fans with wings to generate lift and maintain flight and uses control systems and onboard computers to generate a travel path to reach a destination given by voice commands. While still in the prototype phase, the SkyRider is estimated to cost between $500,000 to $1 million, although the price is expected to drop to $50,000 if it reaches mass production. In the early 2000s, Macro Industries planned but failed to have an operational prototype by 2005. In 2010, Macro Industries designed and proposed a militarized version of its SkyRider for the DARPA Transformer program. This has not been built as of July 2017. 2000s Urban Aeronautics X-Hawk The Urban Aeronautics X-Hawk is a proposed flying car designed by Rafi Yoeli in Yavne, Israel, built by Metro Skyways Ltd., a subsidiary of Yoeli's privately held company, Urban Aeronautics. The firm claims to have flown the car to a height of 90 cm (3 ft) and that greater heights are possible. The X-Hawk and its smaller unmanned version, the Tactical Robotics Cormorant, would be used in search and rescue operations where a helicopter would be useless, or at least very dangerous, such as evacuating people from the upper stories of burning buildings or delivering and extracting police and soldiers while very close to structures, narrow streets, and confined spaces, with a projected size similar to that of a large van. Urban Aeronautics Ltd. patented its design as Fancraft. Fancraft technologies had registered 37 patents, with 12 additional patents pending in 2013. Metro Skyways Ltd. (MSL), a subsidiary of Urban Aeronautics Ltd., led in developing the X-Hawk and exercises exclusive license of manned air-taxi (civil), air-rescue, and medical evacuation markets. Another subsidiary, Tactical Robotics Ltd. (TRL) has taken the lead in developing the Cormorant (formerly AirMule) and exercises exclusive licenses in unmanned military and national security markets. In 2004, the development and the proof-of-concept vehicle CityHawk completed more than 10 hours of hover testing near Ben Gurion Airport in Israel. Its success encouraged the development of the X-Hawk and the Mule, since renamed Cormorant. Shortly after, Urban Aeronautics published the X-Hawk LE concept. Development is being done in parallel to the primary effort put into the Tactical Robotics Cormorant. Urban Aeronautics plans to begin testing its CityHawk eVTOL in 2021. The X-Hawk is a vertical take-off and landing (VTOL) aircraft with no exposed rotors, configured as a tandem-fan, turbine-powered vehicle. Pilots will use a fly-by-wire multi-channel flight control system with automatic stabilization to help control the aircraft and maintain level flight. The ducted fan design allows the car to achieve the speed and maneuverability of a helicopter. Variants: CityHawk prototype can carry two people, stay aloft for close to one hour, maximum ceiling estimated to be 8,000 ft (2,400 m), with flight speeds of 150–170 km/h (80–90 kn). Merely 2.2 m × 4.7 m (7.2 ft × 15.4 ft) in size. X-Hawk LE is a more powerful version for law enforcement, one pilot + 3 officers, three h plus reserve at 259 km/h (140 kn). X-Hawk EMS is for emergency medical services. 2005 Monster Garage "Red Baron" The goal isn't actually to get airborne--the first flight is scheduled to happen about a month later, but anything is possible on Monster Garage. Engineer Neal Willford designed a custom airfoil shape that generates more lift at a smaller angle of attack so the flying car won't need to rotate. Jesse won't have to pull back hard on the stick--which might make him over control and go too high. The flying car has two engines: the V8 Ford engine coupled to the rear wheels and the Lycoming that drives the pusher prop. The V8 accelerates the heavy (3800 pounds) vehicle to liftoff speed. (A Cessna powered by the same engine weighs less than 2300.) The 320-cu.-in. flat Four Lycoming engine generates about 160 hp at takeoff rpm. That's enough power to keep the flying car flying but not enough to let it climb out of the ground effect. 2006 Terrafugia Transition The Terrafugia Transition is a light sport, roadable airplane under development by Terrafugia since 2006. The Rotax 912ULS piston engine-powered, carbon-fiber vehicle is planned to have a flight range of 425 nmi (489 mi; 787 km) using either automotive premium grade unleaded gasoline or 100LL avgas and a cruising flight speed of 93 kn (107 mph; 172 km/h). Equipment includes a Dynon Skyview glass panel avionics system, an airframe parachute, and an optional autopilot. On the road, it can drive up to 70 miles per hour (110 km/h) with normal traffic. The Transition Production Prototype's folded dimensions of 6 ft 8 in (2.03 m) high, 7 ft 6 in (2.29 m) wide, and 18 ft 9 in (5.72 m) long are designed to fit within a standard household garage. When operated as a car, the engine power take-off near the propeller engages a variable-diameter pulley CVT automatic transmission to send power to the trailing-suspension mounted rear wheels via half-shafts powering belt drives. In-flight, the engine drives a pusher propeller. The Transition has folding wings and a twin tail. Additional Terrafugia Roadable Aircraft Concepts: DARPA Transformer (TX) Project: A DARPA US$65m, five years, a three-phase program intended to develop a 'flying Humvee.' A Phase 1 proposal from AAI Corporation was awarded a US$3m contract in September 2010 and incorporates deployable surfaces technology from subcontractor Terrafugia. Terrafugia TF-X: On May 7, 2013, Terrafugia announced the successor of Transition, called the TF-X. TF-X is a plug-in hybrid tilt-rotor vehicle and would be the first fully autonomous flying car. It has a range of 500 miles (800 km; 430 nmi) per flight, and batteries are rechargeable by the engine. It is expected to hit the market at least six years after Transition (2023). 2008 I-TEC Maverick The ITEC Maverick is a powered parachute aircraft with a roadable fuselage. Equipped with the largest powered parachute certified by the FAA, the Maverick received experimental aircraft airworthiness certification on April 14, 2008, with N-Number 356MV. Capable of interstate speeds on pavement, the Maverick's dune buggy-like frame of chromoly tubing gives it the ability to be used off-road. Additionally, the vehicle can deploy a parafoil and fly as a powered parachute. It weighs about 1100 pounds and has a useful carrying capacity equivalent to a Cessna 172 (fuel and 550 pounds cargo). With a 22-foot mast, the Maverick can take off and land in weather conditions that other powered parachutes would not be able to operate in safely. Steve Saint has said he envisions the Maverick being useful to the Huaorani and other Indian groups, farmers and ranchers, pipeline inspection crews, and anyone else with a requirement to traverse rough, roadless ground. Popular Mechanics gave it their Breakthrough Award in 2009. In 2012, the Maverick was accepted by the United States FAA to operate as an Experimental homebuilt, S-LSA, or E-LSA 2009 Parajet SkyCar The Parajet SkyCar is a roadable aircraft (or PAV) developed by British paramotor manufacturer Parajet, a subsidiary of Gilo Industries. It utilizes a paramotor and a Paramania ParaWing (a parafoil) attached to a roadworthy vehicle to achieve sustained level flight. Should the engine fail, the vehicle can glide back to the ground. In the event of catastrophic wing failure, car connection system failure, or mid-air collision, an emergency ballistic reserve parachute would be deployed. It requires three minutes to convert it from a car to an aircraft. The prototype model runs on biodiesel and is fully road-legal. An expedition team led by Neil Laughton set out on 15 January 2009 to fly and drive the SkyCar from London to Timbuktu. After the Civil Aviation Authority failed to grant permits in time due to confusion over how to categorize the SkyCar, the team decided to start flying the SkyCar from northern France, however, this was also not possible without permission from the CAA, and the skycar was driven to southern Spain. Neil Laughton managed to fly across the Straits of Gibraltar, damaging the car on landing in Morocco. After repairs, the car was driven to Mauritania, where the team made a couple of short flights. Although the car was designed for two people, it never flew successfully with more than a driver/pilot. The flying portion of the expedition eventually ended when inventor Gilo Cardozo crashed into a tree in the sparsely vegetated desert while attempting to take-off for a third flight. The team deemed the expedition completed on February 25, 2009 and returned the Skycar to Wiltshire, England. 2009 Butterfly Super Sky Cycle The Butterfly Super Sky Cycle is an American homebuilt roadable gyroplane designed and manufactured by The Butterfly Aircraft LLC. The Super Sky Cycle is a pusher gyroplane with tricycle undercarriage and belt drive propulsion. A second two-cycle engine drives the main wheels. A kevlar tail provides directional control in flight. The rotors can be folded for road travel. Two 5 U.S. gallons (19 L; 4.2 imp gal) tanks are mounted in reserve. 2011 Scaled Composites Model 367 BiPod The team at Scaled Composites pulled out all the stops to realize the final design of the company's founder and former CTO, Burt Rutan, ahead of his retirement in April earlier this year. In just four months, the Scaled Composites team went from beginning the preliminary design to the first flight of the "BiPod," a hybrid gasoline-electric flying car that grew out of a program to develop a rapid, low-cost electric testbed using as many off-the-shelf components as possible. Rutan's Scaled Composites is the company behind a string of groundbreaking aircraft, including the GlobalFlyer, the sub-orbital spaceplanes SpaceShipOne and SpaceShipTwo, and its launch aircraft White Knight Two. But while he wasn't busy with those projects, Rutan was also toying with the idea of a personal electric aircraft, including VTOL (vertical take-off and landing) and roadable concepts. When those working on the BiPod program realized that many of the propulsion system characteristics of their electric test-bed vehicle aligned with the drivetrain needs of a roadable vehicle, they expanded the research program to include a "flying car" airframe. The result was an entirely new design with the ability to operate as a high-performance airplane with STOL (short take-off and landing) capabilities, a 200 mph (322 km/h) maximum speed, and range of 700 miles (1,127 km) or as a road commuter vehicle capable of freeway speeds, urban driving and garage storage. Designed for the dual emphasis of safe ground operations and efficient high-speed flight, the BiPod features a twin-fuselage configuration with a 4-wheeled chassis with two cockpits - the left-hand cockpit used for ground driving and the right-hand cockpit used for flight. There is also a protected storage area for stowing the wings and tail surfaces during ground operations. This unique configuration is enabled through electric power transmission, which decouples the engine location from the propeller location without the need for mechanical shafts and gearboxes. The craft has two 450cc internal-combustion engines, one per fuselage, which provide electrical power to the rear wheels and propellers located on the horizontal stabilizer by way of a generator. There are also lithium batteries located in the nose to provide additional energy for take-off and in case of an engine emergency. While the propellers are yet to be fitted, the vehicle has already made several bunny hops along the company's main runway in Mojave, California, propelled by the rear wheels. The first "flight" took place on March 30, 2011. Scaled Composites doesn't yet have any plans to commercially produce the vehicle, also known as Model 367, saying it is continuing to test and develop the BiPod configuration and hybrid propulsion system, intending to use similar systems on future aircraft configurations. 2012 PAL-V Liberty 2012 PAL-V Liberty The PAL-V Liberty combines a car and an autogyro, or gyroplane under development by PAL-V. Both a driver's license and an autogyro pilot's license are required to operate the vehicle. The company settled on a gyroplane design for several reasons. "The gyroplane principle not only provides us with a safe and easy-to-operate flying car but it also enables us to make it compact and within existing regulations, which is the most important factor to build a useable flying car," said Mike Stekelenburg, Chief Engineer at PAL-V. Pilots will require a Private pilot license) with a gyroplane rating to fly the PAL-V Liberty. In addition, it also has a high center of gravity to make it stable in the air by allowing the propeller to act through the vertical center of gravity. In 2005, new technology by Carver provided a solution for the high center of gravity issue. Their Dynamic Curve Stabilizer System ensured the road safety of the 'roadable gyroplane.' On the ground, the propeller and rotor are stopped, and power is diverted to the wheels, allowing it to travel as a three-wheeled car, which will enable easier and safer take-off and landing. In 2009, PAL-V tested the tilting system with Prototype X1 on the road. After the successful test, PAL-V started to build Prototype X2, also known as the PAL-V ONE. PAL-V made its first flight with the PAL-V ONE in 2012. At that time, the company was seeking funds to develop the type for production. The estimated unit price in 2012 was around €300,000. By proving this concept, PAL-V started the design of its first commercial flying car model based on proven technologies. In February 2017, PAL-V started its marketing campaign with the public launch of the PAL-V Liberty and announced that they had started selling the first commercial flying car. The production model was first publicly shown at the Geneva Motor Show in Switzerland on March 6, 2018. CEO Robert Dingemanse expected then that all certification requirements would be completed by 2021. PAL-V Liberty Sport Edition PAL-V has two different versions, the Liberty Sport and the Liberty Pioneer. The Sport edition is the base model. The Pioneer Edition is the limited edition model. This model will be delivered before any other version and includes all available options. Sport prices were expected to start from €300,000, and the Pioneer edition will be €500,000. PAL-V Liberty Pioneer Edition After delivering 90 Pioneer Editions, PAL-V will start shipping the Sport Edition. The first delivery is expected to be in 2021. PAL-V (Publicly Launching in the 2017 Geneva Motor Show) On March 9, 2020, the company VP, international business development, Carlo Maasbommel, signed a Memorandum of Understanding with the Indian state of Gujarat to set up a manufacturing and export plant there. The company aimed to export PAL-V from India to the US, the Netherlands, the UK, etc., by 2021. AeroMobil Roadable Aircrafts 2014 AeroMobil 3.0 The AeroMobil s.r.o. AeroMobil is a prototype roadable aircraft, designed by Štefan Klein and first flown in 2013. Slovak company AeroMobil s.r.o will produce the aircraft. AeroMobil s.r.o. company co-founder and CEO Juraj Vaculík indicated in March 2015 that the vehicle is intended for "wealthy supercar buyers and flight enthusiasts." Aeromobil unveiled the vehicle's production version in April 2017 and announced that it would be available for preorder before the end of 2017. The prototype was conceived as a vehicle that can be converted from an automobile to an aircraft. The version 2.5 proof-of-concept took 20 years to develop, and first flew in 2013. The prototype was constructed by the AeroMobil Team, based in Bratislava, Slovakia, and led by co-founders Štefan Klein and Juraj Vaculík, advised by inventor Dean Kamen. As of 2013, there have been four developmental versions of the Aeromobil, 1.0, 2.0, 2.5, and 3.0, with earlier versions lacking folding wings, while later versions have folding wings and fins around the wheels. Version 2.5 was first exhibited in Montreal at the SAE AeroTech Congress and Exhibition. Version 3.0 was introduced at the Pioneers Festival 2014 in Vienna, Austria, and flew in October 2014. The designers intend to include a ballistic parachute. In 2014 the company said there was no date for a finished product, but in 2015, after the prototype crash, they hoped for deliveries by 2018. On 6 April 2016, the company raised €3 million ($3.2 million US) to help fund the production and demonstration of a new vehicle. This round of funding comes from individual investor Patrick Hessel, a founder of c2i. The company, c2i, is a maker of aerospace and automotive parts constructed from composite material. On 20 April 2017, AeroMobil s.r.o. unveiled the vehicle's production model at Top Marques Monaco in Monte Carlo, Monaco, and announced that it would begin to take preorders for a "limited first edition" of it before the end of 2017. The first edition was to consist of no more than 500 vehicles, and the first 25 ordered were planned as a "Founders Edition" with "series-specific product content along with an expanded benefits package" with "details to be announced separately." 2017 AeroMobil 4.0 Variants AeroMobil 1.0 (1990–94): Initial concept vehicle. AeroMobil 2.0 (1995-2010): Concept development. AeroMobil 2.5 (2010-2013): The pre-prototype of the Aeromobil concept. AeroMobil 3.0 (2014-2017): further development of the concept. First publicly shown in October 2014 and crashed on 8 May 2015. Powered by a Rotax 912S engine, it was constructed with a steel frame covered in carbon fiber. AeroMobil 4.0 (2017-): Hybrid power based on a Subaru boxer engine. 300 hp gasoline or 110 hp electric. 2018 Audi Pop.Up Next The Audi Pop.Up Next is a conceptual unmanned flying electric vehicle that can move both on the ground and through the air of the joint development of the German automaker Audi AG, the Airbus company, and the design company Italdesign Giugiaro. It was first presented at the Geneva Motor Show in 2018. 2021 Klein Vision AirCar The Klein Vision AirCar is a prototype two-seat flying car designed by Štefan Klein and made in Slovakia. Slovakian designer Professor Štefan Klein began working on flying cars in the late 1980s. Having developed the AeroMobil, he left the company to develop a new idea as the AirCar and set up Klein Vision with colleague Anton Zajac. The main fuselage of the AirCar doubles as a two-seat road car with four large road wheels. Styled like a sports coupe, it contributes 30-40 percent of the total lift when in the air. For flight, it is fitted with foldout wings and extending tail booms carrying a high tail. A pusher propeller is permanently installed between the fuselage and tail, and a safety parachute is installed. Construction is primarily a semi-monocoque of carbon fiber composite over a steel subframe. Over 20 programmable servo motors are used to perform the transition between road and air configurations. When on the road, the retracted tail surface creates a downforce similar to conventional rear aerofoils. Power is provided by a 1.6 liter BMW road car engine, running on automotive petrol or gasoline and delivering 104 kilowatts (139 hp). The prototype AirCar is of comparable length to a Mercedes S-Class saloon, at 5.2 meters (17 ft 1 in) and around 2 cm (1 in) narrower. Overall weight is 1,100 kilograms (2,400 lb). A second pre-production prototype is expected to have a monocoque fuselage with a more powerful 300 horsepower (220 kW) engine. The prototype takes off at around 120 kilometers per hour (75 mph) after 300 meters (980 ft) run. Cruising speed in the air is said to be 170 kilometers per hour (92 kn). The range is estimated as 1,000 kilometers (620 mi) at the height of 8,200 feet (2,500 m). It is said to take two minutes and 15 seconds to transform from the car into aircraft. The prototype first flew on 22 or 27 October 2020. In June 2021, the prototype AirCar carried out a 35-mile flight between Nitra and Bratislava airports. It has yet to receive flight certification for sales. 2021 Plane Driven PD-1 The Plane Driven PD-1 is modified to the Glasair Sportsman 2+2 to convert it into a practical roadable aircraft. The approach is novel in that it uses a mostly-stock aircraft with a modified landing gear "pod" that carries a separate engine for road propulsion. The PD-1's wings fold along its sides, and the main landing gear and road engine pod slide aft along special rails, creating a driving configuration. The driving configuration compensates for the rearward center of gravity created by the folded wings and provides additional stability for road travel. Trey Johnson, an award-winning homebuilt aircraft builder, took on the challenge of making a roadable aircraft. The PD-1 is intended to be an aircraft first and a car second. The vehicle can cruise at a speed of up to 140 mph in normal flight, even with the road engine sitting dead weight. The engine pod carries a separate engine for road travel with its fuel tank. The wheels are driven through an automatic transmission with a reverse gear. The lightweight fuselage coupled with a low power engine allows 25 miles per US gallon (9.4 L/100 km; 30 mpg‑imp) fuel economy with 5 US gallons (19 L) of usable fuel. The aircraft is registered in Washington state as a motorcycle due to its 3-wheel configuration. The wings are hinged to rotate and fold back against the rear fuselage of the plane. The horizontal stabilizer is also hinged to reduce the width of the vehicle in road travel mode. The prototype was constructed using Glasair's two weeks taxi program. It was started on March 29, 2010, and the modified prototype was test flown by July 21, 2010. The prototype was displayed at the Experimental Aircraft Association Airventure airshow in 2010. The company's second-generation refinement was code-named the PD-X to build a marketable aircraft based on the PD-X test results. Variants PD-1 PD-2 A second-generation version of the PD-1 using the same Sportsman airframe as the PD-1. The PD-2 uses two forward-mounted wheels with suspension in a conventional landing gear layout. A single rear wheel is mounted aft on the pod containing the second engine for road use. An updated pod was developed using a 50 hp four-cycle engine with casters that fits into the baggage compartment. A custom lightweight four-piece carbon-fiber ramp can be used to load the pod without lifting. Gas mileage is 24mpg in-ground use.

A flying car or roadable aircraft is a type of vehicle that can function as both a personal car and an aircraft. The term "flying car" is also sometimes used to include hovercars. Many prototypes have been built since the early 20th century, using a variety of flight technologies. Although VTOL projects are increasing, most have been designed to take off and land conventionally using a runway. None has yet been built in more than a handful of numbers. Flying cars are also a popular theme in fantasy and science fiction stories. Futurologists often predict their appearance, and many concept designs have been promoted. But their failure to become a practical reality has led to the catchphrase "Where's my flying car?" as a paradigm for the failure of predicted technologies to appear. For the sake of this article, Story Cars will cover the flying concepts, projects, and prototypes of the 20th and 21st centuries. Part 2 of 3 includes every 1950-1999 flying car known to the internet and eBooks. Comment below if any are missing from the archive. Part 1 1917 Curtiss Autoplan e 1921 Tampier Autoplane 1925 Skroback Roadable Airplane 1935 Autogiro Company of America AC-35 1935 Waterman Arrowbile 1935 Vlachos Triphibian 1939 Southernaire Roadable Flying Car 1940 Jess Dixon’s Flying Automobile 1942 Hafner Rotabuggy 1944 Airmaster Autoplane Flying Car 1945 Norman Bel Geddes Flying Car Model 1946 Fulton Airphibian Autoplane 1946 Convair Flying Car 1946 Aerauto PL.5C Autoplane 1949 Aerocar I N4994P Part 2 1950 Aircoupe Aut oplane 1953 Bryan Autoplane 1954 Aerocar I N101D 1956 Aerocar I N103D 1958 Ford Volante 1959 Halsmer Aero Car 1959 Piasecki VZ-8 AirGeep 1960 Aerocar I N102D 1960s Aerocar III N4345F 1965 Wagner Aerocar 1966 Aerocar II N107D 1971 AVE Mizar Flying Car 1973 Lebouder Autoplane 1981 AviAuto 1990 Flight Innovations Sky Commuter Moller Flying M400 Moller Flying 200 Part 3 2000s Aerocar 2000 2000s SkyRider X2R 2000s Urban Aeronautics X-Hawk 2005 Monster Garage "Red Baron" 2006 Terrafugia Transition 2008 I-TEC Maverick 2009 Parajet Skycar 2009 Butterfly Super Sky Cycle 2011 Scaled Composites Model 367 BiPod 2012 PAL-V Liberty AeroMobil Roadable Aircrafts 2018 Audi Pop.Up Next 2021 Klein Vision AirCar 2021 Plane Driven PD-1 1950 Aircoupe Autoplane James W. Holland had a similar idea to René Tampier’s invention. He removed the wings from an Eco Ercoupe monoplane aircraft and used it for city travel, as seen in this photo taken in Valdosta, Georgia, U.S.A., in March 1950. While the history books don’t elaborate on the fate of this project, we can assume that the roadable aircraft didn’t meet American road safety standards. 1953 Bryan Autoplane Leland Bryan is an American from Milford, Michigan. He built three prototypes of the Bryan Autoplane: the first single-seat prototype was based on the Briegleb BG-6 glider and equipped with an automobile engine. This prototype ran 500 miles (805 kilometers) on the road and successfully took flight in 1953. The second prototype, a single-seater, was based on an Erco Ercoupe aircraft with a stretched midsection. The engine was positioned in the rear (see photo above). This prototype clocked 80 hours of flight time and covered 4,000 miles (6,427 kilometers) on the ground. Eventually, a flying accident caused major damage to this unit. When repairing it, Leland Bryan decided to make it into a two-seater. During a flight demo in 1974, the craft lost a poorly secured wing, and Bryan was killed in the accident. 1954 Aerocar I N101D Greg Herrick's Yellowstone Aviation Inc owns the 1954 N101D. It is maintained in flying condition and is on display at the Golden Wings Flying Museum located on the southwest side of the Anoka County-Blaine Airport in Minneapolis. This aircraft is featured flying overhead on the cover of Jake Schultz's book "A Drive In the Clouds." In December 2011, N101D was being offered for sale at an asking price of USD1.25 million. 1956 Aerocar I N103D The 1956 N103D has been repainted to red/black with red wings. It has been owned by Carl Felling and Marilyn Stine of Grand Junction, Colorado, since 1981. It once flew Fidel Castro's brother, Raúl Castro, in Cuba. It hit a horse on the runway and damaged the aircraft. From 1961-1963 the Aerocar was operated under a contract between Star Stations (Don Burden) and Wik's Air Service, Inc. It was used as a traffic-watch (AIRWATCH) aircraft for KISN (910AM) radio station in Portland, Oregon, where it was flown by "Scotty Wright" (Scotty Wright was the alias used by the acting pilot of the Aerocar during traffic-watch transmissions). Several pilots provided the AIRWATCH service beginning with World War II veteran pilot Guilford Wikander, President of Wik's Air Service, Inc. Guilford was followed in order by his sister Ruth Wikander, W. John Jacob III, Wayne Nutsch, and Alan Maris. Scotty Wright reports Nutsch having 350 flying hours in N103D performing AIRWATCH duty. During the Aerocar's AIRWATCH missions, it was painted white with red hearts and had the letters KISN on the top and bottom of the wings. The aircraft was equipped with an emergency police/fire receiver to report emergency events on KISN radio stations broadcast. When flown for KISN, it was based at Wik's Air Service, Hillsboro Airport (HIO), Hillsboro, Oregon. On one of its more eventful flights for KISN, it survived the Columbus Day Storm of 1962 without damage after its evening traffic reporting flight. Ruth Wikander was piloting the aircraft at that time and is credited with the successful landing during extreme wind conditions (perhaps more than 100 mph). Ruth Wikander was an active member of the 99's, the International Organization of Women Pilots. In 1962 Ruth Wikander drove the Aerocar as an automobile while trailering the wings in the annual Portland Rose Festival parade. The Aerocar was an integral part of KISN Radio and can be seen at stumptownblogger.com, along with photos of famous rock musicians and KISN DJs of the times. Last flown in 1977, the aircraft is no longer airworthy and has been in storage ever since. 1958 Ford Volante In 1958, Ford built several 3/8-scale concept car models, including the Volante. Looking slightly like an oversized kazoo, it was designed to use three ducted fans, each with its motor, to levitate the vehicle from a parking place into the air. Perhaps the most unusual of these models was the "Nucleon." While the Nucleon was not intended to be a flying car, it had on its rear deck something that looked like it was off the back of a Lincoln Continental. It was a small nuclear reactor that would power the car through the Atomic Age. This idea was typical of the times. Atomic energy was new to the world in 1945. For almost twenty years, engineers envisioned this new form of power as readily useable by the public, just like ordinary electric power. Various large corporations scrambled to get in on the action and formed subsidiaries to experiment with atomic power. Three Mile Island and Chernobyl had not yet demonstrated the limitations of this new source of energy. Undoubtedly, the designers of the Volante thought that it too might be powered by an atomic energy-driven motor. 1959 Halsmer Aero Car The Halsmer Aero Car [N9085C] was built in 1959 by Joseph L. Halsmer of Lafayette, Indiana, was one of the numerous attempts at building a roadable aircraft (and it is quite remarkable that this Seaboard World Airlines captain and father of 11 children could find any time at all to get this airplane built and flown!) The Aero Car was a high-wing monoplane with two engines in a tractor-pusher configuration, a tricycle gear, and tail booms. Halsmer built this machine over two years and later converted it into the single-engine pusher Aero Car 3 presented in 1963 , powered by a Continental C-85-12 engine. Halsmer also built a high-wing two-seater [N12043] (possibly the Aero Car 2) with a uni-twin arrangement of two 65 hp engines driving two counter-rotating props. 1959 Piasecki VZ-8 Airgeep The Piasecki VZ-8 Airgeep (company designation PA-59) was a prototype vertical takeoff and landing (VTOL) aircraft developed by Piasecki Aircraft. The Airgeep was developed to fulfill a U.S. Army Transportation Research Command contract for a flying jeep in 1957. The flying jeep was envisioned to be smaller and easier to fly than a helicopter. Piasecki AIRGEEP II (Army) during its first flight, 15 February 1962. To meet the U.S. Army's requirement, Piasecki's design featured two tandem, three-blade ducted rotors, with the crew of two seated between the two rotors. Power was by two 180 hp (134.2 kW) Lycoming O-360-A2A piston engines, driving the rotors by a central gearbox. The first of two aircraft ordered by the Army, initially designated the Model 59K Skycar (and later renamed Airgeep) by Piasecki and designated VZ-8P by the Army, flew on 22 September 1958. It was re-engined with a single 425 hp (317 kW) Turbomeca Artouste IIB turboshaft replacing the two piston engines, flying in this form in June 1959. After being loaned to the U.S. Navy for evaluation as the Model 59N, fitted with floats, it was returned to the Army and its engine replaced by a lighter and more powerful 550 hp (410.1 kW) Garrett AiResearch TPE331-6 engine. The second prototype was completed to a modified design, designated Model 59H AirGeep II by Piasecki and VZ-8P (B) by the Army. It was powered by two Artouste engines, with ejection seats for the pilot and co-pilot/gunner and a further three seats for passengers. It was also fitted with a powered tricycle undercarriage to increase mobility on land. The AirGeep IIs first flight occurred on 15 February 1962, piloted by "Tommy" Atkins. While the Airgeep would typically operate close to the ground, it could fly to several thousand feet, proving to be stable in flight. Flying low allowed it to evade detection by radar. Despite these qualities, and its superiority over the other two types evaluated by the U.S. Army to meet the same requirement (the Chrysler VZ-6 and the Curtiss-Wright VZ-7), the Army decided that the "Flying Jeep concept [was] unsuitable for the modern battlefield," and concentrated on the development of conventional helicopters instead. Variants Model 59K Skycar: Company designation for the first aircraft powered by two 180 hp (134.2 kW)) Lycoming O-360-A2A piston engines, given the military designation VZ-8P Airgeep. Later, the piston engines were replaced by a single 425 hp (316.9 kW)) Turbomeca Artouste IIB turboshaft engine. Model 59N SeaGeep I: The first aircraft (after a single Artouste replaced the piston engines) was fitted with floats while on loan to the United States Navy. PA-59H AirGeep II: The second aircraft, military designation VZ-8P (B), completed with two 400 hp (298.3 kW)) Turbomeca Artouste IIC turboshaft engines and seats for up to five, including the crew. VZ-8P Airgeep I: The military designation of the first aircraft as delivered VZ-8P-1 Airgeep I: After the piston engines were replaced by a single 425 hp (316.9 kW) Turbomeca Artouste IIB. VZ-8P-2 Airgeep I: The first aircraft after the Artouste engine was replaced by a lighter and more powerful 550 hp (410.1 kW)) Garrett AiResearch TPE331-6 engine. VZ-8P (B) Airgeep II: The military designation of the second aircraft. 1960 Aerocar I N102D The 1960 N102D is yellow and green. The last Aerocar built and the only one still flying, it is owned by Ed Sweeney and is on display at the Kissimmee Air Museum located at the Kissimmee Gateway Airport in Kissimmee, Florida. N102D was the only Aerocar built with the larger O-360 Lycoming powerplant giving it much better performance. It is the only road legal and driven Aerocar left. It is currently flown by the owner's son Sean Sweeney. It was previously owned by actor Bob Cummings, who used it in his TV sitcom The New Bob Cummings Show. It also appeared on James May's Big Ideas TV show on BBC2, aired in September 2008. Inspired by this vehicle, Ed Sweeney is currently developing the Aerocar 2000 via his Aerocar firm. 1960s Aerocar III N4345F The sixth Aerocar (N4345F) from the 1960s, Moulton Taylor's final flying car effort, is red with silver wings. It began as one of the original Aerocars, which Taylor bought back from a customer when it was damaged in an accident on the ground in the 1960s. Taylor rebuilt it as the Aerocar III, replacing the original cabin with a sleeker, more streamlined front-wheel-drive version (although it still "fell far short" of the sporty lines Taylor wanted to give it). The automotive unit weighs 1,100 lbs and is powered by a 140 hp Lycoming O-320. The trailer wheels for the wings in a towed configuration are deployable from a compartment on the outside of each wing's leading edge. The propeller driveshaft contains fine ball bearings that swing outward with centrifugal force, creating stiffness and dampening. The four retractable wheels are extended for takeoff and landing, partly retracted for road travel, and fully retracted in flight. Taylor attracted some interest from Ford in the Aerocar III, but no production resulted. The single prototype is displayed at Seattle's Museum of Flight with the registration N100D. 1965 Wagner Aerocar The Wagner FJ-V3 Aerocar was a prototype 4-place flying automobile. The vehicle used counter-rotating rotor helicopter technology for flight. The Aerocar was developed in the era of space-age futurism and looked the part. It looked slightly like the Jetsons flying car, with a large bubble cockpit, tailfins, and disproportionately small wheels for a car. It was developed from the Rotocar III design, which was based on the Sky-trac 3 helicopter. The helicopter used counter-rotating rotors. On-ground propulsion to the wheels was through a hydraulic linkage to the engine. The Franklin 6AS-335-B engine replaced a 134lb, 420shp Turbomeca Oredon turbine engine with a front-mounted gearbox. The design was sold to Helikopter Technik München (HTM). A prototype with the registration D-HAGU was completed and flown in 1965. HTM suspended the development of the Aerocar in 1971. Variants HTM Skytrac 1966 Aerocar II N107D [Still need photo] The 1966 N107D is an Aerocar Aero-Plane, or Aerocar II. It is not a roadable aircraft but is based on the original Aerocar design. It uses the wing and tail section from the Aerocar. It seats four and is powered by a 150 hp IO-320 Lycoming engine. Only a single example was built. It is presently located in Colorado Springs, Colorado, owned by Ed Sweeney, owner of N102D. 1971 AVE Mizar Flying Car The AVE Mizar (named after the star Mizar) was a roadable aircraft built between 1971 and 1973 by Advanced Vehicle Engineers (AVE) of Van Nuys, Los Angeles, California. The company was started by Henry Smolinski and Harold Blake, both graduates of Northrop Institute of Technology's aeronautical engineering school. The prototypes of the Mizar were made by mating the rear portion of a Cessna Skymaster to a Ford Pinto. The pod-and-twin-boom configuration of the Skymaster was a convenient starting point for a hybrid automobile/airplane. The passenger space and front engine of the Skymaster were removed, leaving an airframe ready to attach to a small car. AVE planned to have its airframe purpose-built by a subcontractor for production models, rather than depending on Cessna for airframes. By mid-1973, two prototypes had been built, and three more were under construction. One prototype was slated for static display at a Van Nuys Ford dealership, owned by AVE partner Bert Boeckmann. The other prototype, fitted with a Teledyne Continental Motors 210 horsepower (160 kW) engine, was unveiled to the press on May 8, 1973. Petersen Publishing photographer Mike Brenner photographed both vehicles for Hot Rod magazine in late April. It then began a series of taxi tests at Van Nuys Airport. AVE made special arrangements to do flight testing at the U.S. Navy's test facilities at Naval Air Station Point Mugu, California. AVE stated that Federal Aviation Administration certification flights were underway in mid-1973. The Mizar was intended to use both the aircraft engine and the car engine for takeoff. This would considerably shorten the takeoff roll. Once in the air, the car engine would be turned off. Upon landing, the four-wheel braking would stop the craft in 525 ft (160 m) or less. Telescoping wing supports would be extended on the ground, and the airframe would be tied down like any other aircraft. The Pinto could be quickly unbolted from the airframe and driven away. Production was scheduled to begin in 1974. AVE had stated that prices would range from US$18,300 to $29,000. On a test flight from Camarillo Airport in California on August 26, 1973, according to test pilot Charles "Red" Janisse, the right-wing strut base mounting attachment failed soon after takeoff. Because turning the aircraft would put too much stress on the unsupported wing, Janisse put the aircraft down in a bean field. After the roadway was closed to traffic, Janisse drove the otherwise undamaged aircraft back to the airport. On September 11, 1973, during a test flight at Camarillo, the right-wing strut again detached from the Pinto. With Janisse not available for this test flight, Mizar creator Smolinski was at the controls. Although some reports say the Pinto separated from the airframe, air traffic controller Reed Weske who was watching through binoculars, said the aircraft disintegrated after taking off and making a right turn. According to Janisse, the wing folded because the pilot tried to turn the aircraft when the wing strut support failed. Smolinski and the Vice President of AVE, Harold Blake, were killed in the resulting crash. Even though the Pinto was a light car, the total aircraft without passengers or fuel was already slightly over the certified gross weight of a Skymaster. However, in addition to poor aircraft design and loose parts, the National Transportation Safety Board reported that bad welds were partly responsible for the crash, with the right-wing strut attachment failing at a body panel of the Pinto. 1973 Lebouder Autoplane The Lebouder Autoplane was a French amateur-built modular roadable aircraft with a car-like component separated from its aeronautical parts. The sole Autoplane flew and drove successfully in the early 1970s. The two-seat Autoplane appeared to be a conventional, single-engined, high-wing braced monoplane with a fixed tailwheel undercarriage from a distance or in flight. On the ground, the front part of the fuselage was seen to be a seriously modified Vespa 400 micro-car, a common, small, four-wheeled, open top two-seater powered by a 13 kW (18 hp) motorcycle engine. For road use, this had lights and direction indicators mounted on a nose grille, a forward bumper, and, inside, a standard steering wheel but also a set of flight instruments and engine controls. The Autoplane's roadable component also had the aircraft's 75 kW (100 hp) Continental air-cooled flat-four under the bonnet and the original engine that powered it on the road at up to 70 km/h (43 mph). The Autoplane had a rectangular plan wing. Its rear fuselage, open at the front until the car/forward fuselage was inserted, was attached to the wing underside from about half chord and tapered rearwards to a conventional tail with a triangular dorsal fillet leading to a large rectangular fin and rudder. The horizontal tail, also rectangular in plan, was attached to the fuselage bottom. Joining these two parts into an aircraft took two people a little over half an hour. The steering wheel stowed in the car and the bumper in the rear fuselage, then the car was backed into the fuselage opening and linked to the wings by attaching on each side a single lift strut to a bracket on the lower car body. This positioned the windscreen at the wing leading edge, and the side windows enclosed the cabin. Entry was via standard car-type, forward-hinged doors. Removing the grille revealed a propeller boss, and the propeller was bolted on. The Vespa 400 had been modified so that the front wheels could be swung downward and forward on V struts, forming the Autoplanes's narrow track main undercarriage. Its rear suspension was also modified to allow the wheels to be retracted upwards into the body. After a flight, this procedure was reversed, releasing the car to the road. The date of the first flight is uncertain, but it was before 13 July 1973 when the Autoplane received its Certificate of Airworthiness. Later in 1973, it appeared at two RSA meetings, at Montdidier and Montargis, winning four prizes. Lebouder flew it until it was damaged in an accident in 1975. The damage was chiefly confined to the undercarriage and propeller, but the Autoplane never flew again, though the road vehicle survived. 1981 AviAuto [Still need photo] The 1981 AviAuto project was designed by Harvey Miller. Lots of information is still needed on this flying car project. 1990 Flight Innovations Sky Commuter The 1990 Sky Commuter, a flying car concept from a long-dead flop of a company that, like so many others, dreamed of sending ill-equipped and easily-distracted American drivers hurtling across the ether. Sadly, it's not a working prototype. Noted flying car truther Matt Novak at Paleofuture digs into the star-crossed history of Sky Innovations, the Washington state dream team of former Boeing employees who banded together in the late 1980s in hopes of sending commuters skyward. Sky Innovations was full of promise, tempting investors with the dream of an 85 MPH cruiser with a 225-mile range. Landing strips? Forget them–the Sky Commuter was a vertical-takeoff-and-landing (VTOL) machine. If that sounds too good to be true, you probably won't be surprised to find out that it was all a big flop. Over at Paleofuture, Matt Novak explains that, while Sky Innovations claimed to have successfully test-flown some prototype vehicles, it's impossible to find photo or video evidence of such an event. The company burned through $6 million in investor money, built three prototypes, and folded–leaving around 60 angry investors and the unfulfilled dream of flying cars behind. The example on offer by Barrett-Jackson is the only surviving product of Sky Innovations' Icarus-like short life. When it was last on sale in 2008, it went for $130,000 on eBay. When it hits the block at Scottsdale this weekend, it'll do so with no reserve–and no engine: while the design called for a gas turbine to power the twin VTOL fans in flight and drive the car with exhaust thrust on land, this prototype only carries a simulated fan array in its engine compartment. Moller M400 Skycar The Moller Skycar is a prototype personal VTOL (vertical takeoff and landing) aircraft – a "the flying car" – a concept invented by Paul Moller. He has been attempting to develop such a vehicle type for more than fifty years. After four decades of failed attempts, as of 2019, no Moller air vehicle has flown in free, non-tethered flight, a condition imposed by FAA for testing his concept. The parent company, Moller International, has been dormant since 2015. The M400 craft, previously under development, is purported to transport four people ultimately; single-seat up to six-seat variations are also planned. It is described as a car since it is a popular means of transport for anyone who can drive, incorporating automated flight controls, with the driver only inputting direction and speed required. After forty years and $100,000,000 in expenditure, the Skycar demonstrated tethered hovering capability in 2003. It has been extensively marketed for pre-order sales since the 1990s as Moller attempted to raise more money for development. In April 2009, the National Post characterized the Moller M400 Skycar as a "failure" and described the Moller company as "no longer believable enough to gain investors." On May 18, 2009, Paul Moller filed for personal protection under the Chapter 11 reorganization provisions of the federal bankruptcy law. It is unknown how this will impact the fate of his ideas; Moller International itself did not file for bankruptcy but reduced operations. As explained in a Freedom Motors newsletter from August 2019, Moller International has been dormant since 2015. Shares of Moller International were revoked by the SEC in September 2019. A Skycar is not piloted like a traditional fixed-wing airplane and has limited pilot controls, which the pilot uses to inform the computer control system of the desired flight maneuvers. The Skycar's ducted fans deflect air vertically for takeoff and horizontally for forwarding flight. The ducted fans encase the propellers and engines, preventing bystanders from being exposed to moving blades, improving aerodynamic efficiency at low speeds, and generating lift in forwarding flight. The engines to be used are being developed by an affiliate Moller company called Freedom Motors. They are Wankel engines branded "Rotapower," which have a direct drive to a propulsion fan. Each fan is contained in Kevlar-lined housings, which provide further protection for bystanders. The Skycar has four nacelles, each with two computer-controlled Rotapower engines. All eight engines operate independently and, as demonstrated during a tethered flight, allow for a vertical controlled landing should anyone fail. The Rotapower Wankel engine announced by Freedom Motors has the claimed ability to operate on any fuel, including, but not limited to, gasoline, diesel, methanol, and clean, renewable ethanol. Earlier Rotapower models used gasoline. The Rotapower engine is based on a rotary engine developed by Outboard Marine Corporation (OMC) in the 1970s. On November 1, 2013, Moller announced that the 530 cc Rotapower engine had achieved 102 horsepower (76 kW) using alcohol (ethanol) on their test stand, yielding an effective three horsepower per pound (5 kW/kg) of weight. Despite announcements since 2001, the Rotapower engine has never been mass-produced. As of 2015, Moller claims to have a backlog of conditional orders and letters of intent for over 3.5 million Rotapower engines. Variants Moller M150 Skycar: The initial single-seat technology demonstrator incorporates a Bede BD-5 with two of Moller's ducted fan units. Prototype only; no public demonstration flights. Moller M400 Skycar: The prototype version powered by four Moller propulsors incorporating Rotapower 500 Wankel rotary engines; has flown several times without a pilot but tethered via slack safety line to an overhead crane. Moller 400 Skycar: Production version; unbuilt. Moller 100LS and 200LS: Proposed 1-and-2 seat volantor air vehicles, similar to the 400 Skycar Neuera: A two-seater, round, flying saucer-like aircraft that uses 8 Rotapower rotary engines. Firefly: Designed as a high-rise rescue vehicle that would carry up to 3 passengers and one operator. Moller M200G Volantor The M200G Volantor is a prototype of a flying saucer-style hovercraft designed by aeronautics engineer Paul Moller. The vehicle is envisioned as a precursor to the Moller M400 Skycar. The M200G Volantor uses a system of eight computer-controlled fans to hover up to 10 feet (3 m) above the ground. Volantor is a term coined by Moller, meaning "a vertical takeoff and landing aircraft." The M200G Neuera is a circular craft with seats in the middle for two passengers and a control panel. The vehicle is 3 feet (0.9 meters) tall and 10 feet (3 meters) in diameter. Eight Wankel rotary engines power eight enclosed fans. The fans allow for vertical takeoff and landing and, once the vehicle is aloft, rely upon the ground effect to create a cushion of air that the vehicle sits upon while flying. The eight separate engines exist for redundancy, allowing the craft to continue flying if one engine goes out. If two engines go out, the craft will make a "survivable hard landing." The engines can be powered with gasoline, diesel, or ethanol fuels. The computer system monitors stability, and the vehicle has only two controls, one for speed and direction and the other for altitude. The computer system also prevents the machine from flying higher than 10 feet (3 m) above the ground. Per Federal Aviation Administration regulations, any vehicle which flies above 10 feet is regulated as an aircraft. The M200G Neuera is expected to travel over any terrain at speeds up to 50 mph (80 km/h). Moller and his team claim that over 200 test flights of the M200G Neuera have already been conducted. However, these flights rely on ground effect and do not necessarily suggest significant movement toward the goals set forth for the flagship model, the Skycar M400. Moller had predicted they would have the M200G ready for sale by early 2008 with a goal of 250 units produced in the year, but this did not occur. Depending upon demand, the M200G could cost under US$100,000, according to the company. As of August 2007, Moller had not yet established if the vehicle would be regulated by the United States Federal Aviation Administration or the Department of Transportation. Moller International has a long record of making promises that are not fulfilled, which generates skepticism about its claims. In a 2005 episode of the Discovery Channel television show MythBusters, more than US$200 million had gone into the development of the Skycar. Moller has been claiming to be attempting to build a flying car since 1974, constantly promising delivery dates that are just "around the corner." Still, the closest Moller has come to producing a vehicle that flies is the M200G Neuera, which has been demonstrated to hover outside of the ground effect. He has not produced any evidence or figures to support the promised abilities, such as fuel economy equivalent to that of an automobile; indeed, each proposed model would use eight less fuel-efficient but very good weight to power ratio Wankel engines, each of which must maintain high RPMs even when idle. The only demonstration approaching flight was a "hover" test performed by a Skycar prototype tethered, not hung, to a crane, which Moller claimed was "for insurance purposes." Each time the deadline approaches, Moller has postponed it. For example, since 2003, when he started taking presale deposits for the flagship model M400, the date for FAA certification promised to investors and buyers has been moved forward one year each year, and lastly stood at December 31, 2008. In 2003, the Securities and Exchange Commission sued Moller for civil fraud (Securities And Exchange Commission v. Moller International, Inc., and Paul S. Moller, Defendants) in connection with the sale of unregistered stock and making unsubstantiated claims about the performance of the company's flagship M400 Skycar. Moller settled this lawsuit by agreeing to a permanent injunction and paying $50,000. In the words of the SEC complaint, "As of late 2002, MI's approximately 40 years of development has resulted in a prototype Skycar capable of hovering about fifteen feet [4.5 m] above the ground." Variants M200X: Effectively the prototype of the Flying saucer-like Volantor and Neuera. Moller claims a performance of 100 mph (160 km/h), 900 miles (1,450 km) range, eight low-emissions Wankel engines that run on a 70% (bio)ethanol and 30% water mixture; earlier models ran on gasoline. The ethanol/water fuel mixture reduces fire hazards, as it does not easily burn outside the engines. The water cools the engines from within, and the engines can use higher compression ratios and make more power than with 100% ethanol. Because of the mixture, the engine fulfills California SULEV requirements. M200G Volantor: A proposed production version of the M200. M200G Neuera: The latest incarnation of the M200 is reputed to be certified for flight above the FAA 10 foot altitude restriction.

A flying car or roadable aircraft is a type of vehicle that can function as both a personal car and an aircraft. The term "flying car" is also sometimes used to include hovercars. Many prototypes have been built since the early 20th century, using a variety of flight technologies. Although VTOL projects are increasing, most have been designed to take off and land conventionally using a runway. None has yet been built in more than a handful of numbers. Flying cars are also a popular theme in fantasy and science fiction stories. Futurologists often predict their appearance, and many concept designs have been promoted. But their failure to become a practical reality has led to the catchphrase "Where's my flying car?" as a paradigm for the failure of predicted technologies to appear. For the sake of this article, Story Cars will cover the flying concepts, projects, and prototypes of the 20th and 21st centuries. Part 1 of 3 includes every pre-1950 flying car known to the internet and eBooks. Comment below if any are missing from the archive. Part 1 1917 Curtiss Autoplane 1921 Tampier Autoplane 1925 Skroback Roadable Airplane 1935 Autogiro Company of America AC-35 1935 Waterman Arrowbile 1935 Vlachos Triphibian 1939 Southernaire Roadable Flying Car 1940 Jess Dixon’s Flying Automobile 1942 Hafner Rotabuggy 1944 Airmaster Autoplane Flying Car 1945 Norman Bel Geddes Flying Car Model 1946 Fulton Airphibian Autoplane 1946 Convair Flying Car 1946 Aerauto PL.5C Autoplane 1949 Aerocar I N4994P Part 2 1950 Aircoupe Aut oplane 1953 Bryan Autoplane 1954 Aerocar I N101D 1956 Aerocar I N103D 1958 Ford Volante 1959 Halsmer Aero Car 1959 Piasecki VZ-8 AirGeep 1960 Aerocar I N102D 1960s Aerocar III N4345F 1965 Wagner Aerocar 1966 Aerocar II N107D 1971 AVE Mizar Flying Car 1973 Lebouder Autoplane 1981 AviAuto 1990 Flight Innovations Sky Commuter Moller Flying M400 Moller Flying 200 Part 3 2000s Aerocar 2000 2000s SkyRider X2R 2000s Urban Aeronautics X-Hawk 2005 Monster Garage "Red Baron" 2006 Terrafugia Transition 2008 I-TEC Maverick 2009 Parajet Skycar 2009 Butterfly Super Sky Cycle 2011 Scaled Composites Model 367 BiPod 2012 PAL-V Liberty AeroMobil Roadable Aircrafts 2018 Audi Pop.Up Next 2021 Klein Vision AirCar 2021 Plane Driven PD-1 1917 Curtiss Autoplane The Curtiss Autoplane, invented by Glenn Curtiss in 1917, is widely considered the first attempt to build a roadable aircraft. Although the vehicle was capable of lifting off the ground, it never achieved full flight. The Autoplane was a triplane, using the wings from a Curtiss Model L trainer, with a small foreplane mounted on the aircraft's nose. The Autoplane's aluminum body resembled a Model T and had three seats in an enclosed cabin, with the pilot/chauffeur sitting in the front seat and the two passengers side-by-side to the rear. It used a four-blade pusher propeller and a twin-boom tail. A 100 horsepower (75 kW) Curtiss OXX engine drove the propeller via shaft and belts. The aircraft had a four-wheel undercarriage, with the front two wheels being steerable. The wings and tail could be detached for use as an automobile. It was shown at the Pan-American Aeronautic Exposition in New York City in February 1917. It made a few short hops before the entry of the United States into World War I in April 1917 ended the development of the Autoplane. 1921 Tampier Autoplane In France, René Tampier unveiled an airplane-motor car prototype that impressed the crowds. While driving on the road, imagine the field of vision as the aircraft's tail obstructed it! To prepare the flying machine for road use, the pilot had to turn to face the other direction and fold down the wings. This prototype was the only unit ever built, and it ended up in a museum following reliability issues. 1925 Skroback Roadable Airplane The Skroback Roadable Airplane was an early attempt to produce a roadable airplane. To keep the aircraft within a reasonable width for driving with fixed wings, the inventor used many wing surfaces along the length of the vehicle. Frank E. Skroback was an inventor with several patents. His concept of a roadable started with sketches in 1927. The vehicle was inspired by the French designs of Henri Mignet and his Flying Flea. The prototype was completed in 1934. The finished prototype used three pairs of short seven-foot span biplane wings positioned at the vehicle's front, middle, and rear. A small set of rudders on the rear wing assembly could be operated differentially to provide yaw and roll in flight. The vehicle was powered by a tractor configuration Continental A-40 engine driving a propeller. The "body" or fuselage, used spruce stringers, was fabric covered and resembled a dirigible shape. The wheels were positioned in the conventional taildragger configuration. Initial tests in 1945 proved the vehicle lacked rudder authority on the ground. It was placed in storage, and then work commenced again in 1957. The vehicle was road driven in Syracuse, New York, and Maine. The Willowbrook Village Museum in Newfield, Maine, had the vehicle in its collection but later considered it out of the museum's scope. It was offered by auction in Atlanta, Georgia, in 2010, with a sale price of $66,175. 1935 Autogiro Company of America AC-35 The Autogiro Company of America AC-35 was an early attempt to make a roadable aircraft in the United States during the 1930s. Although it was successfully tested, it did not enter production; a 1960s attempt to revive the aircraft in a non-roadable version failed to succeed. The aircraft design process started in 1935. The Experimental Development Section of the Bureau of Air Commerce contracted a roadable aircraft based around a PA-22 autogyro from ACA's parent company, Pitcairn Autogiro Company. The vehicle could fly at high speed in the air and drive up to 25 mph (40 km/h) on the ground with its rotors stowed. Six other companies were contracted to produce a roadable aircraft, but the AC-35 was the only one that met all the requirements. The AC-35 had side-by-side seating with a small baggage compartment. The fuselage was a steel tube in front and wood construction in the tail with fabric covering overall. The engine was rear-mounted with a shaft-driven forward propeller. The vehicle had three equal size wheels (two in front, one in the rear). The rear wheel was shaft driven from the engine, and the front wheels provided steering. On March 26, 1936, the AC-35 was flown by test pilot James G. Ray with counter-rotating propellers. These were later replaced with a single conventional propeller arrangement. On October 2, 1936, Ray landed the AC-35 in a downtown park in Washington, D.C., where it was displayed. On October 26, 1936, the aircraft was converted to a roadable configuration. Ray drove it to the main entrance of the Commerce Building, where it was accepted by John H. Geisse, chief of the Aeronautics Branch. It was driven to Bolling Field for additional testing and review by Hap Arnold. The Autogiro Company of America tested the aircraft at Pitcairn Field until 1942. In 1950 the Bureau of Air Commerce transferred the AC-35 to the Smithsonian Institution. 1935 Waterman Arrowbile The Waterman Arrowbile was a tailless, two-seat, single-engine, pusher configuration roadable aircraft built in the US in the late 1930s. One of the first of its kind, it flew safely but generated little customer interest, and only five were produced. Waldo Waterman's first flying wing aircraft was the unofficially named Waterman Whatsit, a pusher configuration low swept-wing monoplane with fins near its wingtips. The Whatsit also featured a wing-mounted tricycle undercarriage and a trim foreplane. Powered by a 100 hp (75 kW) Kinner K-5 5-cylinder radial pusher engine, it first flew in 1932. In May 1935, Waterman completed a submission to the government-funded Vidal Safety Airplane competition. This was the Arrowplane, sometimes known as the W-4. This adopted a similar layout to the Whatsit but had a strut-braced high wing on a blunt-nosed, narrow fuselage pod with a tricycle undercarriage mounted under it. Its wings had wooden spars and metal ribs and were fabric-covered, with triangular endplate fins carrying upright rudders. Its fuselage was steel framed and aluminum covered. It was powered by a 95 hp (71 kW) inverted inline 4-cylinder Menasco B-4 Pirate pusher engine mounted high in the rear of the fuselage. The Arrowplane was not intended for production or to be readable. Still, its success in the Vidal competition encouraged Waterman to form the Waterman Arrowplane Co. in 1935 to produce a roadable version. The resulting Arrowbile, referred to by Waterman as the W-5, was similar structurally and aerodynamically to the Arrowplane. However, the fins differed in shape, with rounded leading edges and swept-back rudder hinges. For road use, the wings and propeller could be quickly detached. The main other differences were: Engine choice. The need to drive the wheels. Using conventional car floor-type controls on the road. The air-cooled Menasco was replaced by a water-cooled engine as used by most cars. Waterman modified a 6-cylinder upright, 100 hp (75 kW) Studebaker unit and placed it lower down in the pod, driving the propeller shaft at the top of the fuselage via six ganged V-belts with a 1.94:1 speed reduction. The radiator was in the forward fuselage, fed from a duct opening in the extreme upper nose. The engine drove the main wheels through a differential gear on the ground, as normal, and the car was steered by its nosewheel. The wheels were enclosed in fairings, initially as a road safety measure. Instead of removing the propeller for the road, it could be de-clutched to prevent windmilling the engine at speed. The wheel in the two-seat cabin controlled the Arrowbile both on the road and in the air. Outer wing elevons moved together to alter pitch and differentially to bank. The rudders, interconnected with the elevons when the wheel was turned, moved only outwards, so the inner rudder was used in turn, adjusting yaw as normal and assisting the elevon in depressing the inner wingtip. This system had been used on the Arrowplane as a safety feature to avoid the commonly fatal spin out of the climb and turn from take-off accident. Still, the raked rudder hinge of the Arrowbile provided the banking component even from a nose-down attitude. There were no conventional flaps or wing-mounted airbrakes, but the rudders could be operated as brakes by opening them outwards together with a control independent of the wheel. The cabin interior was designed to motor car standards, with easy access and a baggage space under the seats. The Arrowbile first flew on 21 February 1937, making it a close contemporary of the Gwinn Aircar. 1935 Vlachos Triphibian In 1935, inventor Constantinos Vlachos built a prototype of a 'tri-phibian' vehicle. Still, it caught fire after the engine exploded, while Vlachos was demonstrating it in Washington, D.C. Vlachos' prototype is most notable for a newsreel that captured the incident, which left him in hospital for several months. 1939 Southernaire Roadable Flying Car Theodore Parsons “Ted” Hall, an aeronautical structure engineer, designed the Hall XCP‑1 autoplane in 1939. He managed to make it fly in 1940 at the Linda Vista airport in San Diego, California. Hall then sold the rights to his invention to the Southern Aircraft Corporation and took a job with the firm, allowing him to continue working on the product’s development. Three prototypes were produced but, due to a lack of funding, the project was dropped before commercial units were built. 1940 Jess Dixon’s Flying Automobile Jess Dixon of Andalusia, Alabama, designed this flying car as a remedy for city traffic problems. Because of its small, mid-position wheels, this single-seater wasn't equipped to reach high speeds. Unfortunately, the history books don't say what became of this gadget. "Can fly forward, backward, or straight up or hover in the air. Runs on-road or flies across the country. 40 H.P. motor, air-cooled, speeds to 100 m.p.h." 1942 Hafner Rotabuggy The Hafner Rotabuggy (formally known as the Malcolm Rotaplane and as the "M.L. 10/42 Flying Jeep") was a British experimental aircraft that was essentially a Willys MB combined with a rotor kite, developed to produce a way of air-dropping off-road vehicles. It was designed by Raoul Hafner of the Airborne Forces Experimental Establishment (AFEE) after their development of the Rotachute enjoyed some success. The prototype was built by R. Malcolm & Co. Ltd (also producer of the Malcolm hood) at White Waltham in 1942. Air Ministry specification 10/42 for a "Special Rotating Wing Glider" was used to identify the project. Initial testing showed that a Willys MB could be dropped from heights up to 2.35 meters (7.7 ft) without damage to the vehicle. A 12.4 meters (40 ft 8.2 in) diameter rotor was attached, along with a tail fairing and fins, but no rudders. Two men were required to pilot the aircraft: one to drive it as an automobile and pilot it in the air using a control column. Initially, it was named the "Blitz Buggy," but that was soon dropped for the "Rotabuggy." The first trial was conducted on 16 November 1943, with the unit being towed behind a Diamond T lorry, but the lorry could not get enough speed to put the Rotabuggy in the air. A more powerful vehicle, a supercharged 4.5-liter Bentley automobile, was used on 27 November to allow the machine to become airborne finally and in the test could obtain glide speeds of 45 mph. Later tests were made towed behind an Armstrong-Whitworth Whitley bomber. Although initial tests showed that the Rotabuggy was prone to severe vibration at speeds greater than 45 miles per hour (72 km/h), with improvements, the Rotabuggy achieved a flight speed of 70 mph (113 km/h) on 1 February 1944. The last test flight occurred in September 1944, where the unit flew for 10 minutes at an altitude of 400 feet (121.9 m) and a speed of 65 mph (105 km/h), after being released by a Whitley bomber, and was described as "highly satisfactory." However, the introduction of gliders that could carry vehicles (such as the Waco Hadrian and Airspeed Horsa) made the Rotabuggy superfluous, and further development was canceled. A replica of the Rotabuggy is displayed at the Museum of Army Flying in Middle Wallop. Hafner also came up with the idea of a similarly outfitted "Rotatank" using a Valentine tank, but that was never built. 1944 Airmaster Autoplane Flying Car In 1944, Herbert and Helen Boggs filed a patent for a highly unusual modular plane called the Airmaster. Their invention consisted of an airplane frame (without the cockpit), an automobile frame (without the cabin), and a detachable cockpit functional for the two frames. Their idea was somewhat ludicrous, as the cabin had to be transferred (probably using a crane) from the aircraft to the automobile. Steering, brakes, throttle, electrical unit, etc., would also have had to be transferred from one structure to the other: an impractical venture to say the least! According to records, no prototype was built. 1945 Norman Bel Geddes Flying Car Model Norman Bel Geddes (born Norman Melancton Geddes; April 27, 1893 – May 8, 1958) was an American theatrical and industrial designer. One of his designs was for a conceptual flying car. Like other flying cars, this one would have folding wings so that it could easily travel on the road. 1946 Fulton Airphibian Autoplane In Danbury, Connecticut, Robert Edison Fulton, Jr. designed a roadable aircraft called the Fulton Airphibian. Its cockpit is separated from the wings for road driving. Continental Inc. and all in all built four prototypes of this two-seater. They flew quite well. Countless license and certification applications were submitted for this roadable aircraft, but it never went into commercial production, much to its inventor’s dismay. Today, one of the prototypes has been restored and is on display at the Steven F. Udvar-Hazy Center (part of the National Air and Space Museum in Washington, D.C.). 1946 Convair Flying Car Theodore Parsons “Ted” Hall, the man who developed the Southernaire Roadable in 1939, came up with the Convair in 1946. The Convair Model 116 two-seater and Convair Model 118 four-seater could detach from the airplane structure for land travel. When the aviation industry boomed after the war, some 160,000 units were to be sold at US$1,500 each. While an accident occurred involving the first prototype, the second prototype had successful test flights—but the potential clients had lost interest. 1946 Aerauto PL.5C Autoplane The Aerauto PL.5C was a roadable aircraft developed in Italy in the early 1950s. It was a high-wing two-seat monoplane whose wings could be folded to transform it into an automobile quickly. It was different from many such projects in that it used its pusher propeller (powered by a Continental C85) for propulsion not only in the air but also on the road. Designed by aircraft engineer Luigi Pellarini, the Aerauto was built by Carrozzeria Colli in Milan. Development was abandoned in 1953. 1949 Aerocar I N4994P N4994P (1949, originally N31214) is yellow with silver wings. It was the first Aerocar and is on display at the EAA AirVenture Museum in Oshkosh, Wisconsin. It is maintained in flying condition but is not flown. The idea for the Aerocar occurred to its designer, Moulton (Molt) Taylor, in 1946. During a trip to Delaware, he met inventor Robert E. Fulton Jr. and became captivated by the concept of his roadable airplane, the Airphibian. Molt immediately saw the weakness in Fulton's design's fixed, detachable wings and set about building his prototype Aerocar with folding wings, which he completed in 1949. After a successful demonstration flight, Molt promoted the Aerocar at aircraft and auto shows and on TV. As the flood of inquiries poured in, Molt raised money to certify the machine as an airplane and build four “pre-production” Aerocars for demonstrations and eventual sale. The Aerocar is a two-place aircraft with side-by-side seating, four wheels, high, unobtrusive wings, and a single Lycoming 0-320 engine mounted over the rear wheels. The propeller is mounted at the end of a long tail cone, and the latter is angled up considerably to provide adequate propeller clearance. Its cruise speed was 100 mph, and it initially sold for $25,000.

At the 1994 Turin motor show, Fiat asked "carrozzieri" belonging to ANFIA to develop their interpretation of the Punto, launched during the previous year. Much attention was dedicated to the car's aerodynamics, which is aeronautically inspired. The dome-shaped roof over the car's body is completely transparent and reminiscent of the pilots' cabins of hunter aircraft. The back-raked pillar of the wraparound windscreen is reminiscent of the 1950s and 1960s. Access to the car is via the solution previously adopted for the 50 BMW Nazca of 1991: the door opens traditionally, while the windows have a gull-wing opening mechanism. The side windows and the rear window are removable, and the Firepoint can be converted to a roadster due to its central rollbar and the connecting structure between rollbar and windscreen. Source: www.italdesign.it

Ferrari F512 M (1994-1996) 501 produced In the autumn of 1994, the F512 M, the new version of the 512, was presented (M stands for 'modification or modified). Radical improvements were made to the whole car: the power/weight ratio was improved, as was the styling, while still keeping the original Pininfarina basic design. Aerodynamic efficiency was boosted with the installation of new faired-in headlights. The cabin was even more elegant, with improved ergonomics, and the engine was subjected to several major modifications to increase its overall performance. The F512 M was the replacement for the 512 TR and was presented at the Paris Salon in the autumn of 1994. The new model was born when it was decided to use an "F" (for Ferrari) prefix to the model number, which as with the 512 TR, referred to the 5-liter engine capacity and several cylinders. The "M" suffix stood for "Modificata" (modified), a symbol used by Ferrari on the 512 S sports racing cars of the early seventies when they were upgraded to become the 512 M models a further analogy with the company's history. The F512M was the most radical overhaul that the Testarossa series received during its production period and also the one with the shortest lifespan and lowest numbers produced. Its production period only ran into early 1996, with 501 examples produced in the chassis number range 99376 to 105516, before it gave way to its front-engine successor, the 550 Maranello. Thus it was not only the most highly developed of the series but also the rarest. It was also the last in the mid-engine flat 12 cylinder engine production car range that had started two and a half decades earlier with the presentation by Pininfarina of the 365 GT4/BB concept at the 1971 Turin Salon. Once again, as with the 512 TR in relation to the Testarossa, the main external visual differences were the nose and tail treatment, together with a change of road wheel design. Internally there were some small visual changes, like the steering wheel design, alloy knob to the gear lever, adjustable aluminum foot pedals, a more refined air conditioning system, trim details, and optional sports seats. Mechanically there were further changes to the engine, which boosted power and provided increased performance. At the same time, the suspension gained gas-filled shock absorbers, and the braking system was upgraded to incorporate a Bosch ABS anti-skid system. As with the previous models in the series, the bodies were mounted on a 2550mm wheelbase chassis that carried factory-type reference F 110 HB and was virtually identical to the earlier models. All chassis numbers were in the continuous number sequence, with various world market models produced in either left or right-hand drive form. The new nose treatment bore a strong family resemblance to the 355 models introduced earlier and the 456 GT 2+2 model. The shape of the dummy grille bearing a chrome-plated "Cavallino Rampante" reflected those of its cousins, with similarly shaped side/turn indicator lights on either side, below which were small circular high intensity driving lights and brake cooling inlets. Perhaps the most radical change to the frontal aspect was the deletion of the twin retractable headlight units in the leading edge of the front lid and the provision of fixed homofocal units under glass covers to replace them. The front lid also had a pair of small NACA ducts close to the trailing edge to feed air to the revised air conditioning system. At the rear, the full-width satin black louver grille over the light units was of reduced dimensions, and a new surface-mounted twin circular light units were mounted on either side of it. Another retro touch was a throwback to the company's styling history. The 512 TR engine lid had featured the raised section, and the louvers painted satin black, but on the F512M, the complete lid was body color, and the Testarossa badge disappeared from the raised section. An F512M badge graced the rear lip of the engine cover, with a Ferrari script badge on its upper rear face. The new alloy road wheels were quite an aerodynamically vaned interpretation of the traditional Ferrari five-spoke "star" design, featuring split rims. The front ones were 8J x 18" diameter. The rear ones were 10.5J x 18" diameter, covering ventilated and cross-drilled brake discs actuated by four-piston calipers, with separate front and rear hydraulic circuits, ABS, and servo assistance. As fitted to the 512 TR, the curved spoke design was available as an option for those who found the new design to be radical. The four valves per cylinder, flat twelve, dry-sump engine further upgraded the version used in the 512 TR, maintaining the same cubic capacity of 4943cc, with an 82mm x 78mm bore and stroke. Factory type reference number 113 G. The Bosch Motronic 2.7 combined fuel injection/ignition engine management system remained. However, changes were effected to the crankshaft, which was lightened, and titanium alloy connecting rods were employed coupled to new pistons that increased the compression ratio from 10:1 to 10.4:1. Together with a new stainless steel low back pressure exhaust system, these changes increased the power output from the claimed 428bhp of the 512 TR to 440bhp @ rpm for the F512M. The increased power once again provided improved acceleration over its predecessor, a premium being placed on this aspect of performance and the safer braking capabilities of the ABS, as the top speed remained virtually unchanged. Engine Type........................rear, longitudinal flat-12 Bore/stroke................82 x 78 mm Unitary displacement...411.92 cc Total displacement.....4943.04 cc Compression ratio.......10.4 : 1 Maximum power..........324 kW (440 hp) at 6750 rpm Power per litre...........89 hp/l Maximum torque.........500 Nm (51 kgm) at 5500 rpm Valve actuation..........twin overhead camshafts per bank, four valves per cylinder Fuel feed..................Bosch Motronic M2.7 electronic injection Ignition.....................Bosch Motronic M2.7 static electronic, single spark plug per cylinder Lubrication................dry sump Clutch......................single-plate Chassis Frame......................tubular steel Front suspension........independent, unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers, anti-roll bar Rear suspension.........independent, unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers, anti-roll bar Brakes......................discs Transmission..............5-speed + reverse Steering....................rack-and-pinion Fuel tank...................capacity 110 liters Front tires................235/40 ZR 18 Rear tires.................295/35 ZR 18 Bodywork Type........................two-seater Berlinetta Length.....................4480 mm Width.......................1976 mm Height......................1135 mm Wheelbase................2550 mm Front track...............1532 mm Rear track................1644 mm Weight.....................1455 kg (dry) Performance Top speed.................315 km/h Acceleration 0-100 km/h...............4.7 sec 0-400 m...................12.7 sec 0-1000 m..................22.7 sec Source: https://myautoworld.com/ferrari/cars/history/1990s/94-512m/94-512m.html Images: Ferrari S.p.A.

Chrysler showcased this enhanced version of the then-fresh Eagle Vision at the 1994 Chicago Auto Show amidst what seems like bubble wrap. The Eagle Vision Aerie Concept benefited from a pokier development of the 3.5-liter V6 under the hood: the regular, consumer-issue unit had 214 horsepower, but the one in the Aerie was said to produce as much as 274 horses. As well as the improved engine, the Aerie had fancy phone and fax capabilities with an automated emergency call system. In any case, the Vision was short-lived in Eagle guise, even if the capable FWD platform ended up birthing the even-more-swoopy Chrysler 300M. The Vision nameplate died without siring a son, and there were no latter-day Talons to accompany Mitsubishi Eclipse sales. But looking at the concept’s front-end treatment, there’s something unanswered deep inside that can only be brought to the light of day via PhotoShop. Ta-dah! The Aerie’s bumper with those handsome new air intakes is just asking to be accompanied with the Alfa Romeo family crest – especially as you follow the lines of the hood. If the Alfa Romeo 164 wasn’t a clear-cut success on the North American market, it makes almost complete sense to rebadge a similarly front-wheel-drive, V6-engined large saloon to secure some sales. The Alfa Romeo Aerie would even sound good as a nameplate. With bespoke Italian leather featuring some reassuring Alfa Romeo emblems on the headrests and perhaps adding a Momo-sourced steering wheel, you wouldn’t be far off. The Quadrifoglio Beige? Looking at the recently unveiled Giulia, the front ends’ air intakes parallel each other. It’s almost a shame there are no sun-baked, Alfa-fied Visions to be found on Craigslist for LeMons money. Why was Fiat Chrysler born too late? Source: https://hooniverse.com/ Images: Chrysler Corporation

The Dodge Venom Concept was introduced On January 3rd of 1994 and was built on a modified Chrysler PL platform, similar to the one used in the Dodge Neon. It showcased Dodge's Cab-Forward design and came with rear-wheel drive, an upgraded Chrysler LH 3.5-liter V-6 with a 6-speed manual gearbox offering 245 horsepower and 221 pound-feet of torque at 2,800 RPM, and had a projected cost of $8,975. The engine block was comprised of cast iron with carbon fiber and Kevlar aramid fiber components. The suspension system used double A-arms and four-wheel anti-lock disc brakes to handle braking. The front tires were 19 inches, while the rears were slightly taller at 20 inches. The Dodge Venom had a quad exhaust and used various parts from other models such as the side scoop from Dodge Viper, the rear end of the Challenger and Barracuda, and the handle-bar grille from the old Coronet. It was built from steel, with an aluminum structure and a cantilever roofline. The Dodge Venom Concept was envisioned as a modern muscle car aimed at performance and could sprint from zero-to-sixty mph in 5.2 seconds. The Venom was popular, but it never made it passed the concept car stage and into production. Source: conceptcarz.com

The 1994 Daewoo No. Concept was certainly not the first Daewoo, but the European Daewoo Design Centre created it (this is the reason behind the name: the first European designed Daewoo)." Curiously the car was reskinned, apparently in 1995, but still named Daewoo No. 1. Like this, it looks like a convertible preview of the Lanos. The rear looks like the Jaguar XK-8, which might make sense since Italdesign's study for Jaguar called the Kensington was rejected and became the Leganza (and its front end looks like the Nubira). Images: www.conceptcars.it; www.renestaud.com; oldcar-korea.tistory.com 1994 Daewoo No.1 1995 Daewoo No.1

The 1994 Daewoo DEV-2 was an electric vehicle based on the Daewoo Espero. Image: oldcar-korea.tistory.com

The Xanae concept car from 1994 demonstrated a new architecture for a mini MPV - in the event, a not wildly dissimilar vehicle is going into production - the Picasso. With suicide doors on the left side, a single door on the right side, comfortable seating for three to four people, a large glass area, swiveling front seats, and distinctive hatchback styling, the Xanae demonstrated Citroën's future proposal for a future small-sized multi-purpose vehicle. The windshield extended onto the roof. A horizontal windshield/roofline separated the two glass areas. With a 2-liter engine connected to an automatic gearbox with a shifter on the steering column. The Xanae also carried a distinct interior. The asymmetrical steering wheel sat in front of the instrument panel, housing analog gauges and a protruding panel housing the car's controls. The passenger side was free of any interruptions, aside from the glove compartment. The dashboard was also flat to allow easy placement of items. Source: www.citroenet.org.uk; Concept Car Central Images: CITROEN; www.shorey.net

Scissors-style doors were just one of the unconventional features of the Neon Aviat concept, billed as a sports coupe for the 21st century. The Aviat had bodywork that wrapped inside the rear wheels. Note the huge air scoop ahead of the rear wheel and the full fender skirt. Based on the Dodge/Plymouth Neon, the Aviat concept was a computer-generated creation for a 21st-century sports coupe with an excellent drag coefficient. Power was supplied by a DOHC 16-valve 2.0-liter inline 4-cylinder that produced 145 horses, and although the engine was front-mounted, the cooling system was repositioned within the outrigger-style rear-quarter fenders. Source: www.chicagoautoshow.com Images: Chrysler; www.kimballstock.com

This information on the 1994 Bugatti Cyan by Rinspeed is derived from: https://www.rinspeed.com/en/Cyan_43_concept-car.html#mehrlesen "World premiere at the Geneva Motor Show 1994 At the time, when Ettore Bugatti created his revolutionary machines, he was cooperating very closely with various coach workers in France and abroad. This for a good reason, as the specialized companies helped to create individual and customer specific looks and functions. This is why that many of the renown Bugattis share the same technical specifications, but have a different look. This traditional of the beginning of the automotive industry are the base of the world novelty presented by the famous Swiss customizing company RINSPEED DESIGN, located in Zumikon near Zürich The RINSPEED BUGATTI "CYAN" Whereas in early years the coachbuilders were the tailors for automotive desires und individual wishes, today the car customizing companies have taken these tasks over. On the base of the just introduced Bugatti EB 100 GT, RINSPEED DESIGN continues the old tradition. The striking blue color, defined as "Bugattti-blue" or "bleu-de-France", already distinguishes this sporty, but still elegant dream car. The body has been modified and redesigned: the front skirt is more aggressive and holds a large air-intake for the radiators. The traditional, horse-shoe shaped radiator form seen on all classical Bugattis, is used as another air-intake for the air-conditioning in the front hood. The ultra modern triplet projector lights are aerodynamically recessed and covered by glass. The rear view mirrors, mounted quite prominently on the original, now follow the flow of the cockpit. The rear mounted air-scoops allow enough air to the tuned engine. The rear wing guarantees plenty of down force and optimal aerodynamic for the top speed of more than 350 km/h. Its middle section is electronically adjusted in its angle in relation to the speed. The newly created rear end of the car, functional in its design, rounds up the compact lines of the EB 110 "Cyan". For this conceptional vehicle especially, which already has found its buyer and new owner, the Swabian wheel manufacturer BBS has developed new three piece aluminum wheels. As an obvious quality, the bolts, holding the three elements together, are mounted from the rear and therefore are hidden to the eye. The outer rings are polished in a high gloss finish. The dimensions, of the in the classical Bugatti design created wheels, are impressive: 9½ x 18" in the front an 13 x 18" in the rear. The Italian tires producer Pirelli supplies the unusual sizes of the P Zero of 245/40 ZR 18 in the front and 325/30 ZR 18 in the rear. These Pirelli tires help to put the massive power of the engine to the ground. Instead of the 540hp-GT-engine, the "Cyan" now has the 600hp engine from the "Supersport" model installed. The torque is more than imposing at 637 Nm. The exhaust system was redesigned at the rear section by the famous Remus company. The technical data is now of world class: 3.4 seconds from 0 to 100km/h and a top speed above 350km/h. The interior has been redecorated with carefully selected leather. Now, the traditional Bugatti-blue leather covers the dashboard and central console and accentuates the flowing lines of the cockpit. All instrument and console panels are covered by brushed aluminum and show a new trend, but at the same time relate to the traditional material used in the engine compartments of the pre-war Bugattis. These aluminum panels were developed by the Austrian Burg Design company and enhance the "Cyan"'s interior with a touch of elegance and sport. The excellent stereo equipment from Nackamichi satisfies even the most demanding HiFi- and music enthusiasts. The mobile communication is guaranteed by the pan European hand phone from Nokia. This unit, being just slightly larger than a purse, weights only 197grs. The transmission is not limited to voice but also handles images and data. The mobile installation kit with the hand-free set and an additional hand-set completes this unit to a full size car phone. Due to an easy menu guidance and a large display of the Nokia 2110, the use of the smallest and lightest pocket-phone is very simple. The sales price of the RINSPEED Bugatti "Cyan" has not yet been determined. However, it is expected to be above sFr. 600'000.- including the fully comprehensive three year's service package, which even includes the tires. The RINSPEED "Cyan" was tested by the former Formula One driver and sports car world champion Jochen Mass. Fascinated by the overwhelming power and the sporty looks, he even presented this super car to the television. Cyan: (phonetic "sjan") originates from the Greek language and the word "kuanos", meaning blue. Cyan is used today very often in the printing business indicating the base blue color in the color printing process." Images: RINSPEED INC.

In 1993, the engineers at BMW Technik GmbH were given a new and exciting mission: the search was on for a contemporary compact vehicle with mold-breaking active and passive safety, enhanced comfort, impressive performance, and realistic economic and environmental credentials. The brief also included driving pleasure and understated elegance to embody the inimitable values of the brand. The specialists developed the BMW Z13 based on this specification. The fully functional prototype combines the advantages of a comfortable touring saloon with the dimensions of a compact car. The engineers involved in this project took an exceptionally unusual route to achieve their goal. The BMW Z13 was given the title of Personal Car and designed principally as a single-seater. The driver’s seat positioned in the middle allows all the control elements to be positioned with ergonomic perfection while also offering advantages if the car is involved in a side crash and when entering and leaving the vehicle parked at the curbside. The left-hand or right-hand door can be used to match the particular traffic situation. The variable baggage space is located directly behind the driver’s seat, and it can even accommodate skis up to two meters in length. Alternatively, two additional seats can be folded down, positioned obliquely behind the driver’s seat. This unconventional configuration offers outstanding legroom with an enhanced comfort level for passengers seated in the rear of the car. The supporting structure of the BMW Z13 consists of a lightweight chassis made from aluminum extrusions (space frame). The 60 kW/82 hp petrol engine is rear-mounted. The low vehicle weight of only 830 kilograms contributed towards achieving average fuel-efficiency values between five and six liters for every 100 kilometers traveled. The highly unusual vehicle concept is packaged in an extravagant design that outperformed the conventional benchmarks for an automobile at that time. Moreover, the BMW Z13 gave a very concrete perspective on the future of mobile communications. A satellite navigation system was installed on the instrument panel alongside a telephone and fax. Source: BMW Technik GmbH Images: Mario Buonocunto Concept Cars Page

Driven by Oscar De Vita, this electric streamliner, built by Bertone, set the Hour Record for Class 2 electric vehicles in 1994 at 199.88 km/h (124.2 mph) and reached 303.977 km/h (188.88 mph) in 1995. Since the Bertone group is about design and engineering, in 1994, the company introduced the ZER sports equipment - Zero Emission Record. Designers were not allowed to create a body: specialists in aerodynamics worked on it. As a result, the ZER's Cx drag coefficient was only 0.11. This eco-friendly car weighed 890 kilograms and had front-wheel drive. A 201 horsepower motor powered it. In October 1994, the device set a speed record among cars that do not harm nature with blue clouds of exhaust. On the oval in Nardo with Oscar De Vita at the wheel, he developed 303.977 kilometers per hour (188.88 mph). Another set record is the distance covered by an electric car in one hour: the ZER could "cover" 199.88 kilometers (124.2 miles). Sources: www.ugofadini.com; Maxim Kudymov - motor.ru Images: Carrozzeria Bertone spa

It was 1994 in Switzerland, the Geneva Motor Show, and Bentley unveiled both a 4-seat coupe and a convertible. Each variation of Concept Java, penned by Bentley's Graham Hull in conjunction with experts from Design Research Associates, embodied a wonderful evolution of traditionally British styling cues, especially evident in their front and rear fender swells and each classic waterfall grille. At the same time, the flush, wraparound headlamp clusters presented a very modern design twist. Looking at the cars now is easy to appreciate how their conceptual styling paved the way for the next wave of all-new Bentley's, including the Continental, Azure, and most recent Arnage, excluding their "radical" headlamp treatment. But that said, only Java's general design saw the light of day. Source: Canadian Auto Press Images: Design Research Associates Ltd.

Aston Martin. Maker of only great luxury cars. That's what most people thought when someone said "Aston Martin." The DB7 is the car that has certainly changed all that. The Aston Martin DB7 is one of the most beautiful cars that we have ever seen. It's a great sports car, yet still follows the Aston Martin tradition of luxury with a powerful V6 engine, leather interior, and heated seats. This car's smooth, sleek curves are perfect, giving the car less drag and more style! The inline 6-cylinder powerplant provides this car with superb speed, with a top speed of 171 mph. It also gives the DB7 great acceleration and power, going from 0 to 60 mph in just 5.4 seconds! This car is truly a masterpiece, combining great elegance with extreme power and speed! Source: www.fantasycars.com Images: Aston Martin

The idea behind the 1995 GAZ 2307 was to develop the original frame car with a loading capacity of 800 – 1000 kg, capable of taking place in the market one step lower than the family of “Gazelles.” The first sample of 1995, the GAZ-2307, was based on GAZ-31029 units, having received from “Volga” a forward suspension bracket, wheels and tires, the back bridge, the engine, and a transmission. New plumage with smooth surfaces of acting forward wings, the solid sizes a platform (from “Barge hauler”) for transportation of ton of freight visually were not in harmony with too high cabin, small wheels and a slight road gleam. The car was shown to the public at various exhibitions. The GAS 2307 chassis could theoretically be fit with various bodies – onboard a platform with three opening boards (at the pickup only the backboard leaned back), a dumping platform (GAZ-2507), an isothermal van (GAZ-2707), the tank (GAZ-2607), a vakhtovka (GAZ-23075), the mini-timber carrying vessel for transportation of boards with a removable konik and some other. All these options were supposed to be let out in back and front-wheel options. On general information, only one GAZ-2307 was created, and listed above, its variations remained only on paper. Source: OldConceptCars.com

The Volga Prestige car was created as an example of updating an image of an outdated body of “Volga” and giving it of dynamic shape to it by an attachment on elements of an external form of a body of fiberglass details original form. Deep tuning concerned an external form of all details of a body. Source: OldConceptCars.com