Search Results

The Chrysler Diablo Convertible Coupe is a tremendously fantastic car that was born during the era of interplanetary travel, rocket ships, and outer space fixation. It was a time when automakers desperately tried to envision the future of the automobile and what design direction and technology they would employ. As such, the cars were futuristic and, in many cases, unrealistic. They were show cars that grabbed the attention of curious onlookers and had them coming back into showrooms for more. Detroit gave its talented designers free reign on these designs resulting in some of the more striking and bold creations imaginable. Chrysler's belief in showcasing these concept cars was to impress and to 'test the waters' to determine what features might appeal to the broadest audience. The Chrysler concepts (also known as idea cars or teasers) up to this point in history included the Thunderbolt, Adventurer, Falcon, and Fire Arrow. The history of the Chrysler Diablo dates back to the mid-1950s. In 1956 it was unveiled as the Dart by Chrysler. It was fitted with a retractable hardtop coupe and showcased many of the design team's visions of a future means of transportation. After its 1956 tour, it returned to Ghia, where a convertible soft top replaced the original hardtop. The engine was tweaked, and the suspension was improved. It returned with a new name, the Dart II, and was shown during the 1957 season with limited exposure. It was painted in Italiano Red and demonstrated at several European venues. Near the close of summer in 1957, the car returned to Ghia, where it was again given updates. The modifications were more significant this time, with several notable body features reworked. When it emerged from Ghia shops and was destined for the US show circuit, the car wore the name 'Diablo.' In the rear were well-proportioned fins in sync with the rest of the car. It gave the sensation of an airplane meant for the ground. It was a realistic concept that was clean, smooth, and well designed that could easily have been transformed into regular production. The front featured a multi-curved windshield and an alluring grille design. The chassis has a wheelbase size of 129 inches with a mammoth 218 inches in length. Underhood is a Hemi V8 engine with four-barrel carburetors capable of generating 375 horsepower. Mated to the engine is a Chrysler push-button operated Torque-Flite transmission. The design was pure Virgin Exner craftsmanship with the coachwork performed by the legendary craftsman at Carrozzeria Ghia. It is an aerodynamic masterpiece that is highly innovative and equally attractive. It was fully operational and subjected to several performance and design tests under strict laboratory conditions. It was put through extensive wind tunnel testing by one of the world's leading proponents in the field of aerodynamics. Giovanni Savonuzzi, of 'supersonic' design fame, was the key individual in the aero testing of the Diablo. The tests were performed at Chrysler's Chelsea Proving Ground in Michigan, and the results were profound. It had the lowest coefficient of drag ever seen on any automobile. This magnificent vehicle achieved a rating of .17%, less than the Alfa Romeo B.A.T. cars produced by rival Italian coachbuilder Bertone at about the same period. This accomplishment led to Chrysler's promotion of Diablo as a 'Hydroplane on Wheels.' When the show touring days were over, the car returned to Turin, Italy, and back to Ghia's shops. Ownership transferred to Ghia, who displayed the car at several European events and exhibitions before selling it to a private owner. It returned to the United States in the mid-1960s and was carefully preserved. The next (and current) owner took possession of the car in 1988. It has been meticulously maintained and remains in fully functional condition. It still retains its power steering unit, Chrysler power brakes, power-operated windows in the doors, signal-seeking radio, and air conditioning. It rides on Kelsey-Hayes wire wheels, wearing period-correct wide whitewall tires. In recent years, the car has been the centerpiece at the Louis Vuitton Bagatelle Concours in New York City, shown at the Petersen Automotive Museum in Los Angeles, the Museum of Science and Industry in Chicago, Auburn-Cord-Duesenberg Museum in Auburn, Indiana, the Gilmore Museum in Michigan and many others. Source: conceptcarz | Daniel Vaughan | Jan 2009 Images: www.hotrod.com; Barrett-Jackson; RM Auctions; www.shooterz.biz

Very little information is published on this rare Ghia concept for Chrysler. Comment below if anything is known.

GM worked on a large sedan with a front engine, rear transaxle, and independent rear suspension. Duntov proposed a front/mid-engine Corvette using the new transaxle and suspension, with gullwing doors that took half the windshield with them. This concept died in 1958 due to a recession. In light of the 1997 5th generation Corvette, the 1957 Q-Corvette is not only the most forgotten Corvette but the most profound of all concept Corvettes! Mechanical designs for the C5 were laid out in this very unique 1957 prototype. In 1957, Chevrolet was in the beginning stages of developing a new small car concept that would eventually become the Corvair. Corvette designers saw that the Corvair's transaxle and independent rear suspension could be used to create a new and revolutionary Corvette. With this exotic piece of hardware, Zora Arkus-Duntov and his designers saw this as a golden opportunity for a unique and very different Corvette for 1960. The transaxle case was aluminum and could be offered as a 4-speed manual or automatic. The rear-mounted transmission/axle helped balance the weight of the Corvette. Drum brakes were mounted inboard to reduce unsprung weight. Even the starter motor was on the transaxle for weight balancing. An all-aluminum, fuel-injected 283 engine with a dry-sump oil system was proposed. There were no steel valve guides, valve seats, or piston sleeves. This was to help achieve the target weight of 2,225 pounds. The proposed structure of the Q-Corvette was a steel platform similar to the 356 Porsche. Because of the transmission location, the interior would have been more extensive, even though the length and height were smaller than the production Corvette. The fastback roof had a permanent arch behind the cockpit and removable roof panels. At the leading edge of the windshield, there were no A-pillars. Bill Mitchell suggested to stylists Bob Veryzer and Pete Brock that the styling should come from the slimness of the Pininfarina / Abarth cars with a solid horizontal line and bulges over the wheels on the upper surfaces. The pointed nose had driving lights in the grille opening and manually operated pop-up headlights. Mitchell's Sting Ray Racer used most of the same styling ideas. In 1958, the automobile industry was a recession, so GM killed the expensive Q-Corvette project. As it was, Corvettes were hardly profitable. So the Q-Corvette was an on-paper and clay-only prototype with some great ideas that took 30 years to produce. Source: Frank Markus, MotorTrend Magazine; www.corvettes.nl Images: Motor Trend archives; www.corvettes.nl

Led by the gifted Zora Arkus-Duntov, a team of engineers created this ultra-lightweight racecar: 1850 lbs, approx—950 lbs. less than the 1957 production Corvette. The car had a 283ci iron block with aluminum cylinder heads and Ramjet fuel injection that produced 307 bhp. Duntov convinced Harley Earl that a race car based on the stock Corvette did not stand a chance against the Ferraris and Maseratis at Sebring. GM would have to develop a purpose-built racer. In July of 1956, work began on Project XP-64, a sports/racer built for the upcoming race in Sebring. The car is named the Corvette SS (Super Spyder) or Sebring SS. A clay model of Zora's design is made and shown to management. The SS was developed in only six months. In 1958, after its racing career ended, the car was clocked at over 183 mph! Success at Sebring for this stunning racer was unfortunately not in the cards. Although the SS was swift for its day, a series of mechanical problems forced it to retire after 23 laps in the 1957 Sebring 12-Hour race. Shortly after that, the Detroit manufacturers' ban on factory-sponsored racing efforts spelled the SS project's end. Source: Mario van Ginneken - www.corvettes.nl Images: Chevrolet

Designed by Giovanni Michellotti a one-off built on a ‘54 Corvette chassis by Carozzeria Ghia in Switzerland. The Ghia Corvette was powered by a Blue Flame 6 in-line engine with a 4-speed manual gearbox. The Ferrari-style aluminum body is made by Ghia Aigle (the Swiss branch of the Italian coachbuilder Ghia). Source: carsthatnevermadeit Images: Chevy; RM Sotheby's

In 1947, International Motors of Los Angeles asked Pinin Farina to design unique car bodies for General Motors models of coupes and convertibles for Hollywood stars and magnates. The car body maker was visiting the United States periodically. During one of his visits for study and updating, he was received by President Ike Eisenhower, who talked with Pinin for much longer than the usual visit would permit. In the mid-50s, General Motors President Harlow H. Curtice congratulated Pinin Farina on his model of a Buick Lido. This custom-made model's roof rose automatically as the door was opened to facilitate entry into the interior. Source: Pininfarina Images: Pininfarina; www.classiccarcatalogue.com

AZLK Moskvich-2144 "Istra", 1985-88. A concept car mock-up was built after the call of the USSR government to create promising models in 2000. The Moskvich-2144 car was developed in 1985 by the Advanced Design Group, specially created at AZLK, and was declared as the "Car of the Year 2000". The car received its name "Istra," and its focus on the future was stuffed with solutions unprecedented for the domestic auto industry. The streamlined body was made of aluminum. "Istra" was equipped with air suspension, and the ground clearance was electronically regulated, depending on the speed of the car and the type of road surface. A single side door, sliding up, opened access to both rows of seats simultaneously. The car was equipped with several active and passive safety devices: airbags, seat belts with pretensioners, ABS, forward-view scanners, The engine of "Istra" deserves a separate story. The three-cylinder turbodiesel ELKO 3.82.92T was offered for installation on the car (and later, when the new family was put into production, the original engine, created based on ELKO technologies) of the German company Elsbett with a capacity of 82-95 hp. and a working volume of 1.45 liters, aggregated with a continuously variable transmission. This power was enough to accelerate the Istra, whose mass was 700 kg, to a speed of 185 km / h. Fuel consumption per 100 kilometers ranged from 2.2 to 3.5 liters, depending on the driving mode. The main feature of this engine was its multi-fuel capacity - in particular, in addition to conventional diesel fuel, kerosene, boiler fuel, biodiesel mixtures, in which the amount of gasoline reached 20% of the total volume, could be used, Moskvich-2144 did not leave the stage of experimental work, and its index was subsequently assigned to the all-wheel-drive version of the Ivan Kalita sedan. View the Story Cars Archive of Soviet Concept Cars & Prototypes Source: denisovets.narod.ru (translated from Russian)

When Alfa Romeo launched the Tipo 102 2000 Berlina at the 1957 Turin Motor Show, it had already supplied a new car platform to one of its most favored coachbuilders: Pinin Farina. Farina’s new car – Sestriere, after the Italian ski resort near Mont Blanc – made its debut at the same 1957 Turin Motor Show as Alfa’s 2000 Berlina. Such preferential treatment resulted in the first-ever coachbuilt Alfa 2000 and the first coupe designed on Alfa’s 2000 platform. Indeed, Farina’s two-door car was first shown some three years before Alfa’s own 2000- based coupe, the Giugiaro-penned 2000 Sprint of 1960. Based on the same 2720mm wheelbase as the 2000 Berlina, rather than the shorter 2500mm wheelbase chosen by Alfa for its 2000 Spider, this was a large car by coupe standards. And since it shared the Alfa 2000’s four-cylinder 1975cc engine, with a mere 105hp, it can’t have been terribly fast. The Sestriere’s low-slung, wide, the long shape looked very sleek. There was perhaps a hint of Facel Vega about it, but it certainly plundered American design themes, particularly in the front grille; this was a scarce example of an Alfa Romeo with no hint of a scudetto (Alfa’s traditional shield-shaped grille). There was a noticeable kink aft of the doors, raising the rear wing line so that the tops of the wings stood proud of the boot. The faired headlamps with transparent Plexiglas covers were also very much in vogue at the time. At the tail end were stacked twin taillights, while the angular rear end sloped gently down to the bumper. Other notable features included frameless side windows and wire wheels with 160×400 tires. However, the most striking thing was the sliding door on the driver’s side, opened by a handle that sat curiously in the middle of the door. The door could be slid manually or electronically, pulling outwards and then back along concealed guides. As presented at the 1957 Turin Show, it was painted pale yellow with a light green leather interior. Then at the 1958 Geneva Motor Show, a second version was displayed, now painted metallic blue with a tan leather interior. Quite possibly, this was the 1957 prototype redone. Its other main difference was that the sliding door had vanished: the revised Sestriere now had hinged doors on both sides, with the handles in the conventional positions. Also new was a restyled front end featuring a stubbier nose, new headlights without Plexiglas covers, and a reshaped grille. While the 1958 Geneva car retained foglights, these were now repositioned. Then at the car’s third and final show appearance – the 1958 Turin Show – the foglights in the grille had vanished. Having made appearances at several 1958 shows (Geneva, Turin, and a Concours in Rome), the Sestriere was retired from public life. What happened to it after then is a mystery; it’s one of those sadly now lost Pinin Farina prototypes – unless anyone knows otherwise? Source: Drive My Images: Pininfarina; quandoilbiscionemordeva.forumalfaromeo.it

AC Cars began production of its famous AC Ace in 1953. Based on a lightweight chassis designed by John Tojeiro, the Ace was the forerunner of the AC Cobra. The first series of factory-built cars featured a simple Barchetta-style body and AC's aging 2-liter engine, but after 220 cars had been built, a 120 bhp Bristol engine was fitted, which vastly improved the car's performance. This unique AC Ace resulted from a meeting between Elio Zagato and Hubert Patthey, the Swiss AC agent. The latter thought combining the Ace chassis with a Zagato body would be interesting. The car was sold to John Gretener, a Swiss resident who raced it on hill climbs around Lake Geneva. Later sold to Joe Siffert, the vehicle continued to run in various events and historic races, including the Mille Miglia. Its current owner acquired the car from the Rosso Bianco collection in Germany in 2000 and restored it later that year. Source: www.supercars.net Images: Zagato; www.carculture.com

First seen at the 1955 Turin Auto Show, 750 GTs were racing in March 1956 and quickly scored a clean sweep of the 750cc Gran Turismo Class at the 1956 and 1957 Mille Miglias. Abarth 750 GTs took the class and overall victories at the 1958 Sestrière rally, and four out of five finished the Sebring 12 Hours, one winning its class. One bold soul even entered a 750 GT at the Santa Ana drag strip in California, winning the under 1500cc Sports Class – then took a second at the SCCA races at Palm Springs. The 750 GT remained competitive into the 1960s and returned years later to pose the same threat in vintage races. The 750 GT was the perfect entry-level car for “Gentlemen Racers,” who could drive to the track, win their class and drive home, and it quickly became the core of Abarth’s business. Abarth had also made a deal with Fiat that the company would pay him for wins and second places for Fiat-Abarths, so the more cars he built, the better. The first two series were small, but there were more Series III cars following a record-setting session at Monza in July of 1957. Raced around the circuit for four days, the Zagato coupe broke 15 records, averaging 165.346 km/h. Later versions were bored out as far as 981cc, some with double-overhead-cam options, and the Record Monza was developed from the Zagato “double bubble,” though it’s not nearly as attractive. Owners report delightedly with the 750 GT’s handling and that the combination of modest horsepower and agility leads the driver to maintain his best speed at all times. They also remark that the car is surprisingly spacious inside, and the iconic ‘double bubble” roof leaves suitable headroom for tall drivers. Source: www.kidston.com Images: www.bernimotori.com

Building on the success of their 750 Zagato Coupé, Abarth worked on a 500cc version of the car for the 1957 Turin Motor Show. Abarth worked extensively on the two-cylinder engine by fitting twin Weber 26IMBs and a new 8.7:1 cylinder head, which raised peak power to 23 bhp at 5000 rpm. The car was put into limited production for both road and racing clients. Zagato's body was similar to the 750 GT without the famed double-bubble roof. The smaller engine didn't require the large scoops on the engine lid. However, it did retain the unique rear-quarter windows. The 500 had less impact than the 750 GT, but Ovidio Cappelli did become the 500cc Italian Grand Touring champion in one of these diminutive racers. Source: www.supercars.net Images: www.bernimotori.com

This design was rejected by Carlo Abarth, after which most of the Abarth 750 Spiders were produced by Allemano. An innovative concern with a sporting pedigree second to none, Abarth branched out from producing induction and exhaust systems into selling performance kits for - mainly FIAT - production cars, later building a succession of aerodynamically stylish sports prototypes and limited-series production cars. One of Carlo Abarth’s most successful series of GT cars was based on the FIAT 600, the first of these handsome little Zagato-bodied coupés - the 750 - appearing in 1956. The 600 chassis was used with scant modification, from changing spring rates and up-rating the front brakes to twin-leading shoe operation. However, despite this apparent handicap coped remarkably well with Abarth’s significantly increased performance. The latter was achieved by boring and stroking the 600’s 633cc four-cylinder engine to 747cc and modifying or replacing just about every other component, the result being an increase in maximum power from 23bhp at 4,000rpm to 44bhp at 6,000 revs. Tested by The Autocar magazine in 1958, the Abarth Zagato 750 GT scorched through the standing quarter-mile in 20 seconds on its way to a maximum speed of 95mph, outstanding figures for such a small-engined car. Its makers were well aware of the potential market for a soft-top or Spider version; the first of these were exhibited at the Turin Auto Show in 1957. A second car was shown the following year, but Zagato was far too busy turning out coupés to devote much time to Spider production, and it is believed that only 2-4 cars of this type, each one unique, were ever constructed. Source: www.bonhams.com Images: Zagato; www.bernimotori.com

Extremely original coupé using the engineering of the Fiat/Abarth 750. It created a lot of interest because of its high aerodynamic quality. No attempt to market this car was made. Designed as one alternative for a production model (eventually, the Zagato version won the competition), three cars were built during 1956/57. The first one was shown at the Geneva Show and featured gull-wings, while the other two featured conventional doors and many other modifications. The somewhat unconventional design was by Michelotti, with the mechanicals coming from the Abarth 750 Source: www.classiccarcatalogue.com; www.carsfromitaly.net Images: www.bernimotori.com

The Frua Volvo prototypes were altered at different times for display purposes. This was the second built, "X2," and its original radial-fin wheel covers and bold grille "V" trim were removed to make it look like a regular-production P1800. Also, note the wood-rim steering wheel. Source: Hemmings Images: Hemmings; OldCOnceptCars

It's a shame that the Mini didn't come out of the factory like this in 1959, with concealed door hinges, wind-up windows, 4-doors, and large wheels. Do you know anything else about the rare 1958 Austin Mini ADO15 prototype? Source: Flickr Images: OldConceptCars; Flickr

While studying fine arts at the University of Notre Dame, Exner Jr. designed the concept car as his version of an ideal sports car for his master’s thesis. While the design fulfilled its purpose – it earned Exner Jr. the University’s Jacques Gold Medal of Fine Art and enabled him to earn his master’s – Exner Jr. continued to work on the concept after graduation, turning it into a reality in fiberglass from 1956 to 1958. He based the car on a modified Fiat 1100 chassis, powered by a Simca Huit’s 1.2-liter four-cylinder engine and drivetrain. The finned body initially used a clear plastic canopy over the two front seats. Still, SCCA racer Beau Hickory, who would own the Simca Special in two different stints over the next few decades and prepare the car as a daily driver, removed the canopy in favor of a wraparound windshield and T-top system. Over the years, its original Simca engine was replaced with a Datsun four-cylinder engine, but the rest of the car retains much of Exner Jr.’s original styling cues. Source: Daniel Strohl - blog.hemmings.com Images: www.shorey.net; Mecum Auctions

The last of the Plymouth dream cars, the Cabana, appeared in 1958. The 1958 Plymouth Cabana was a station wagon concept by Ghia that featured an unusual roof configuration. The rear third of the roof was all-glass and also acted as side windows and rear windows. Another notable feature would be the suicide doors. Unlike Plymouth's other dream cars, it was only a body mockup on a rolling chassis, not a running automobile. manufactured by Plymouth in the United States 5-door wagon body type characteristic dimensions: outside length: 5486 mm / 216 in, width: 2032 mm / 80 in, wheelbase: 3150 mm / 124 in Images: Ghia

Nuccio Bertone’s busy life also led to a long collaborative relationship with NSU of Germany, whose utility Prinz 4 model (two-cylinder 583 cc rear engine, 20 hp at 4600 rpm) seemed sufficient to be accompanied by a faster version (30 hp at 5800 rpm) with a coupé body. Bertone developed a prototype of beautiful lines, exploiting the stylistic criteria in vogue at the time (bonnet low and flat, fastback tail with large rear window, fins in evidence on the rear wings). The NSU Prinz Sport went into production in March 1959, and 18,261 examples had been manufactured by the end of 1965. Perhaps the best remembered NSU motor car is the Wankel-engined Ro80, but those looking for a small car in the late 50s and early 60s may have considered the diminutive Prinz range. The NSU Prinz was introduced in 1957 when bubble cars were still selling well, and there was a healthy market for small cars that could accommodate four people in moderate comfort. The first NSU Prinz was sold from 1957 through to 1962, by which time a boxier replacement had already been introduced. In 1958 the first Sport Prinz was launched, featuring a rakish coupe bodyshell designed by Bertone of Turin. Approximately 20,800 Sport Prinz were built, powered by the same twin-cylinder rear-mounted engine as the contemporary Prinz saloons. In 1961 the boxy 598cc Prinz 4 was introduced, replacing the earlier car in 1962. To look, there were hints of Chevrolet Corvair (in miniature) in its styling, and there would be even more in common with the Hillman Imp of 1963, coincidentally also a rear-engined car. Source: www.oldclassiccar.co.uk Images: Audi AG

The Blue Ray No. 2 (Raggio Azzurro V.2) was created in 1958 by Enrico Nardi. The car debuted at the Turin Motor Show in 1958 and later at the New York Motor Show. Blue Ray No. 2 is constructed on a heavily modified 4th Series Lancia Aurelia B24 Spider chassis. The coachwork was designed by Michelotti and made in steel by Vignale. The car is fitted with a blue Perspex™ roof which slides in tracks to provide ventilation to the cabin. A Lancia Aurelia B20 engine supplies power with Nardi updates, including a camshaft, cast alloy air scoop, and intake manifold accommodating a double-throat Weber 40DCZ5 carburetor. The engine is a 2.5 liter 60-degree V-6 with a bore/stroke of 78mm x 85.5mm producing approximately 140 horsepower. The car has a Nardi floor-mounted gear change and rear-mounted 4-speed Aurelia B20 transaxle with inboard drum brakes. The vehicle has vertical pillar independent front suspension and rear suspension in the form of a de Dion layout with the axle tube supported on conventional half-elliptic leaf springs and laterally by a Panhard rod. The 400 mm. wheels for this car were specially commissioned from Borrani and are of 68-spoke construction with knockoff hubs. These unique wire wheels were subsequently offered as an option for the Aurelia Spiders. www.lanciamotorclub.co.uk

Renault unveiled a modern, electric version of its iconic Renault 4 at the Paris Motor Show. The rugged, adventure-ready 4EVER Trophy show car is also here to celebrate the 25th anniversary of the 4L Trophy humanitarian rally. It paves the way for the future all-electric B-segment SUV The Renault 4 is more than a car: it is a true icon. It is as comfortable in cities as far out in the countryside, and multipurpose – you can drive it to work and on long journeys, use it to carry loads, and much more. With over 8 million units sold in more than 100 countries, it has been crossing generational and social gaps for the past 60 years. It is an unpretentious yet, chic car for everyone and appeals to men and women alike. Production was discontinued 30 years ago, but the 4L has never left the limelight. It is one of the original young-timer vintage cars, and the past 25 years have seen the 4L Trophy prove its worth as a versatile car built to last. This explains why it is still a crowd-pleaser, especially with the younger generations. The 4EVER Trophy show car that Renault unveiled at the 2022 Paris Motor Show is its second iconic model to get an electric reboot, following Renault 5 Prototype, during the Revolution. Renault, in other words, is tapping into its illustrious past to electrify its future better. A MODERN TWIST AND A LOT OF DARING The Renault 4EVER Trophy show car creates new memories while bringing back old ones. Under a muscular exterior, the stylistic ties to its 4L predecessor are evident. The original car's main features have been revived: The silhouette, with the prominent bonnet, bumper, and hallmark-angled rear section, are readily recognizable The rear trapezoidal side windows with their rounded corners are located just above the rear wheels. The front flanks have been left bare (no lights or stylish markers) The wings sit atop the wheel arches and reach through to the shield The retro style blends harmoniously with the other otherwise sophisticated and technological lines. The show car has generous curves and a very elaborate grille. The ‘'ultra tech’' connections between the spokes and bodywork bring an added layer of precision and modernity. The same can be said for the meticulously honed rim around the roof. "The 4L is a legend. And legends never die! Today, this universal dimension of the 4L, a car that everyone can love, is what we want to find through a modern and electric reinterpretation of the Renault 4." Luca de Meo, Chief Executive Officer of RENAULT S.A "To bring 4EVER Trophy into the modern era, we have infused its streamlined shape with technological sophistication. All these ingredients have been carefully crafted so that the design resonates with those familiar with the 4L and its illustrious history and younger generations." Gilles Vidal, VP, Renault Brand, Design A UNIQUE LIGHT SIGNATURE 4EVER Trophy puts a new twist on the Renault 4's iconic wide horizontal grille featuring the round, built-in lamps, now with Matrix LED lights. While the recognizable pill-shaped rear lights have also been entirely redesigned, they remain readily identifiable and are a clear nod to the iconic 4L. The innovative lights give the vehicle a strong identity. A LIGHTWEIGHT OFF-ROADER EAGER TO EXPLORE An electric vehicle that ventures off the beaten track is what the rugged 4EVER Trophy show car conveys at first glance. The electric motor reflects the future production model. The low section on 4EVER Trophy painted Gun Metal Silver, has been designed for the great outdoors. An open invitation to explore new horizons, this show car exudes an adventurous spirit. It has a certain flair to its look with the silver coat and magenta highlights on the roof straps, suspension springs, and wheel emblems. The dune-buggy vibe gives 4EVER Trophy a competitive look. The hollowed-out bonnet has a big air exhaust that vastly improves the efficacy of the radiator located in the center of the shield. The front overhang has been shortened considerably for a greater clearance capacity. With a spare tire on the carbon fiber roof and a shovel and waffle boards on the upper section of the rear door, the car is ready to tackle any situation. The high-seated body highlights the width of the 753 mm wheels mounted on 19-inch rims. The body protection panels on the lower section have an ample 20 cm clearance around the wheel arches. The underbelly has been reinforced to provide more excellent protection for the battery in the middle of the chassis. Each wheel on 4EVER Trophy has a visible compressor that can be readily adjusted from inside the car to adapt the tire pressure to suit the terrain. While 4EVER Trophy is an off-road car by nature, it was also designed to be enjoyed on any road, fuss-free. The future electric 4L aims to be as versatile as its predecessor once was – or rather has always been since 1962. A FUTURE B SEGMENT SUV The 4EVER Trophy show car paves the way for the future all-electric B Segment SUV that will be at ease on urban and rural roads. The Renault 5 will be made using the new CMF-BEV platform for B-segment electric vehicles. The platform will guarantee the best performance in terms of range, acoustics, and on-road behavior, without compromising on the design. The market positioning of the future Renault 5 and Renault 4 will be much like that of Clio and Captur. The 4EVER Trophy and Renault 5 Prototype on display at the Renault stand during the Paris Motor Show embody Renault's nouvelle vague. Like its predecessor, the future vehicle built off 4EVER Trophy's design will be made in France. Thanks to their shared traits, all vehicles using the CMF-BEV platform will be built in the ElectriCity hub in northern France. Source: Renault Press Release Images: Renault