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The AVV was shown and very well received at the 1996 LA Auto Show, and the Detroit Auto Show was awarded Best in Show. The AAV focused on attraction after the 1997 Mercedes-Benz M-Class, which did not display the same bold look with giant tires and prominent fender flares. Vehicle: AA Vision When: January 1996 Where: North American International Auto Show, Detroit What: Sport-utility vehicle with high standards of ride comfort capable of satisfying demanding customer requirements Technical highlights: Electronically controlled four-wheel-drive -> introduced 1997 in the M-Class (W 163) under the name 4ETS Flexible interior configuration possibilities Two sunroofs Navigation system Car phone with hands-free system and steering wheel control buttons Mercedes-Benz's choice of the Detroit Auto Show to present one of its concept vehicles in 1996 was quite deliberate. The vehicle in question was a sport-utility vehicle, and North America is the world's largest market for comfortable offroad vehicles. The company was confident that a sport-utility vehicle of its own could have a significant impact. And it was an open secret that the AA Vision concept unveiled in Detroit would closely resemble the future M-Class, which subsequently went into production in 1997. AA stood for "All Activity," a clear sign that this vehicle was intended for an extensive range of applications. The AA Vision was equal to any situation, be it on or off the road, in the town or the country, in the sphere of work or leisure. The vehicle which emerged, designed by teams in Germany (Sindelfingen) and the USA (Irvine, California), parted company with previous sport-utilities. Whereas these mainly were derived from commercial vehicles and had relatively indifferent comfort and handling, Mercedes-Benz was well aware from its international market research that future customers were looking for something more sophisticated than this. And that was precisely what the AA Vision aimed to provide. For one thing, the AA Vision moved on from the classic two-box design of previous SUVs. Its integral styling was in line with the company's overall design philosophy. For one thing, it was strikingly dynamic. The front-end treatment, with the raked headlamps and the prominent Mercedes star, was distinctive and cutting-edge while at the same time being recognized as belonging to a Mercedes. At the same time, the broad wheel arches gave the AA Vision a sturdy and rugged stance. The body was not only stylish, however, but also purposeful. For example, the short front and rear overhangs translated into the large approach and departure angles in offroad operation. The aerodynamics too had been carefully honed to reduce fuel consumption and wind noise. The AA Vision catered for a full range of leisure requirements. For example, it featured a roof rack system for carrying bicycles, surfboards, or snowboards and a rear bumper with a retractable trailer hitch. It was mounted on the tailgate where the spare wheel and high-quality Bose loudspeakers that could be swiveled around for outdoor listening. The interior offered flexible configuration possibilities and generous carrying capacity for additional equipment and luggage. Two sunroofs provided a view through the roof and could be opened to admit fresh air, while a navigation system helped keep drivers on course both offroad and in town. The phone could be controlled using the buttons on the steering wheel, and the microphone for the hands-free system was located in the sun visor. Safety was up to the usual high Mercedes standards. The body was mounted on a rigid frame, providing protection for the occupants and at the same time ensuring crash compatibility with other vehicles. As well as two front airbags, the AA Vision was also equipped with two side airbags, something which could by no means be taken for granted at the time, in 1996. An anti-lock braking system ensured safe braking, while the Electronic Stability Program ESP kept the vehicle on the road in critical situations subject to the laws of physics. An innovation that made clear the AA Vision was a serious offroader was a permanent four-wheel drive. The electronically controlled system identified any wheel or wheels which were losing grip and transferred their power to the other wheels, thereby maintaining optimal traction. Unlike many SUVs, the AA Vision had four-wheel independent suspension, giving excellent ride comfort. After all, the AA Vision was also designed to be a comfortable and convenient vehicle in ordinary, everyday driving, be it on short or long road journeys or just a trip to the shops. It was an all-around vehicle that Mercedes-Benz knew would set standards since it went far beyond anything offered by conventional SUVs. The AA Vision was a vision that had already progressed far down the road to reality. The very next year, in 1997, it went into production as the M-Class in Tuscaloosa, Alabama, USA. More than two-thirds of its components were built in North America. However, its engines and transmissions came from Germany, making it a symbol of cooperation within a globally based company. Sources: DaimlerChrysler; www.4x4abc.com

The Lincoln Sentinel, a new full-size, four-door, rear-wheel-drive luxury concept car blends classic Lincoln styling themes with the Ford-inspired 'New Edge' approach to automotive design, made its world debut at the 1996 North American International Auto Show. Lincoln has a long heritage of design elegance. From the first Continental to the Mark series and today's Town Car, Lincoln has been identified as a symbol of refined and graceful design throughout its history. The new Lincoln Sentinel luxury concept car retains the most recognizable elements of traditional Lincoln exterior styling, such as classic proportions, a crisp silhouette, simple, unadorned bodysides, and high, linear beltlines. But it also fuses these design qualities with the 'New Edge' design idea of creating a series of shapes that produce an exterior with sharper corners and lines. The result is a fresh interpretation of established Lincoln design traits. First seen on the Ford GT90 concept sports car, 'New Edge' is the name Ford gave to its latest experimental approach to design. Though its origins can be traced back over many years, 'New Edge' design is now gaining increasing interest among auto designers who perceive it as a possible alternative to the more rounded and fluid design shapes that have come to prominence over the past decade. 'Ford has always been at the vanguard of new directions in automotive design,' said Tom Scott, director, Advanced Design. 'We set the trend in the more rounded exterior shapes of the past ten years when Ford first introduced the original Taurus, so it's only right that we should now be setting the pace in this new design philosophy which we have called 'New Edge' design.' However, the 'New Edge' design is still in its early stages, and at this time, it is purely experimental. It does not necessarily follow that cars and trucks will inevitably follow this new approach to design in the years ahead. But what the Lincoln Sentinel does show is that 'New Edge' can be applied to other kinds of concept vehicles and not just advanced sports cars, such as the GT90,' commented Scott. Lincoln traditionalists will recognize set in the Sentinel's metallic black exterior a new interpretation of a 1940s-style Continental grille with its fine bar texture. The clean side profile, blade fenders, and high beltline with minimal chrome trim are typical Lincoln design themes reminiscent of early 1960s Lincolns and are still clearly visible in today's Town Car. Flush glass all round and compact, vertically-stacked projector headlamps add to the uncluttered look of the exterior. The flush to the body, massive, 20-inch wheels, placed to ensure a minimum of body overhang both front and rear, add to the Sentinel's clean lines. The car's overall length of 218 inches is just one inch shorter than a 1996 Lincoln Town Car. 'The Lincoln Sentinel is an exploratory look at keeping Lincoln's traditional styling themes fresh for future generations,' said Scott. 'But the Sentinel is also helping us to identify important issues in auto design, such as whether a 'New Edge' approach has any other benefits other than aesthetic. Improved road holding and interior space are just two areas which may benefit from this kind of design approach in the future.' Source: Ford Motor Company

Zagato launched an exciting new sportscar on the occasion of the 1996 Geneva Show. A World Premiere, the Raptor is a provocative styling proposal powered by Lamborghini’s classic V12. The Raptor project has revolutionized the company’s decades-long expertise in constructing entirely functioning running concepts. CAD-CAM development has been integrated from the outset, effectively eliminating the need for the traditional styling model and enabling the prototype to be completed in under one month. The car features a novel modular cockpit layout with a front-hinged, one-piece greenhouse section which includes the doors, windscreen, and the company’s famous double-bubble roofline. From a traditional two-seater coupé, the Raptor can be transformed into a two-seater Barchetta or a racing-style open single-seater incorporating a unique metal tonneau cover over the passenger’s seat. The Raptor stands out for its particularly aggressive front and the sculpted sides that rise over the rear wheel arch to form small fins. That, along with the crisp crease in the waistline, gives the idea of speed and fluency. Following on in Zagato’s long tradition of memorable show cars, the Raptor is no mere dream car but a thoroughly practical and feasible production proposition. The Zagato Styling Centre (SZ Design) has developed the Raptor to ensure it could be built as a limited series. From the innovative tubular and box section chassis to the exciting interior styling, the Raptor concentrates on advanced design and engineering. Fully certifiable for the road, this ultra-high performance, mid-engined sports coupé uses a powerful 5.7 liter V12 driving all four wheels. Lamborghini carried out tests on the Raptor, after which it appeared at Pebble Beach celebrating the Zagato marque. Source: www.lamborghiniregistry.com Images: Zagato

The 1996 ItalDesign Formula Legram was a research model of a 4-seater hatchback coupé based on a FIAT Bravo & Brava chassis. The Legram, introduced at the 66th Turin International Motor Show, was a refined version of the Formula project. Designed to complement the Formula 4 and Formula Hammer, the Legram was designed for more classic use, and its appearance was that of a genuine 4-seater coupé. Its smooth and curved lines were reminiscent of cars of the 1960s but satisfied aerodynamic needs: in a wind tunnel, the Formula Legram returned a Cd of 0.255. The reference to the Bravo and Brava was evident in the grille and the light clusters that emphasized and exaggerated the original design. Only one element enclosed the indicators, high beams, low beams, and fog lights. Source: www.italdesign.it Images: ItalDesign

The second generation of the Formula project: the Formula 4 became the Hammer, a car designed for recreational use. The Formula Hammer was introduced at the 1996 Turin Motor Show. Its body was configured by making the seats more directly accessible than on the Formula 4: broadside openings broke the side's continuity and made the floor pan structure visible. The windscreen was made in two parts and could be folded down completely. Source: www.italdesign.it Images: ItalDesign

A niche car designed for a youthful audience to cut production costs. The 1996 edition of the Geneva Motor Show saw the debut of the Formula project: a niche car for a young audience with a decidedly unusual design. The doors had disappeared. The fully equipped floorpan, mechanicals, and upholstery were covered by a fit-over body, a complementary shell fitted over the sills (an electric pulse aided the fastening and removal maneuver). The base rested on a running board with a pioneering flavor, a flap was pulled up, and the top fits into the channel. When not all the four bucket seats (protected by individual roll-bars) were filled, the unoccupied seats could be covered. By changing the design of the upper shell, the Formula 4 could be converted to a roadster, leisure-time car, pick-up, van, and more, making use of plastic forming processes that required different molds and minimal investments. The Formula 4 is produced on a Fiat Bravo floorplan and is fitted with a 2000 cc, HGT 5 cylinder 147 HP engine. Source: www.italdesign.it Images: ItalDesign; www.canalauto.com

The Intruder was powered by a 210-horsepower 6-cylinder engine mated to a 4-speed automatic gearbox based on Mercedes-Benz mechanics. The removable hardtop and waterproof body allowed the Intruder to be used in virtually all weather conditions. Finished in both white and dark red, the Intruder was presented at Paris's 1998 Auto Show. Is there a market for a sort of high-performance Sport Utility Coupé or Convertible? The question is timely. Lamborghini has long said they are considering a replacement for their ultra-powerful and ugly LM 001 and 002. The American Hummer finds more and more buyers among lunatic drivers, and Porsche has virtually decided to build its own higher performance version of the M Class S.U.V. Mercedes-Benz is about to launch in the U.S.A. This is what Marc Deschamp seems to have considered or felt when deciding what sort of show-car the Heuliez Torino operations he directs should design and build for the 1996 Mondial de l'Automobile. The company is one of the many branches making for the French, strong and dynamic, Heuliez Group and a subsidiary of France Design. This might well explain from which thinking the Heuliez Intruder comes from. Heuliez says they have looked at the concept of an all-terrain vehicle because its popularity has made it a social phenomenon in the U.S.A. and Asia, with a promising opening in Europe. For this reason, they asked their design think-tank in Turin to design the Intruder to illustrate their vision of this particular market niche. Deschamp considers that off-road vehicles represented a species of transport of its kind and wondered why this emerging species should not develop in as many variants as traditional passengers cars have an estate, two-door, convertible, and more. He predicts that, after the current generation of trendy four-wheel-drive S.U.V. for town driving, a range of all-terrain derivatives, two-doors, convertibles, or even dual-purpose passenger vans should be expected in a few years. One of them could well look like the two-seater, two-door, open roof convertible Heuliez presented in Paris. The Intruder has a Targa-style roof that can be lifted off by hand. The rear window is automatically operated to lower it into the rear compartment without being touched by hand. Thus the Intruder two-door saloon quickly transforms into a convertible, with the fixed rear uprights acting like a roll-bar. The bodywork can be a composite construction with some structure and body panels made of steel and other mobile parts such as the engine bonnet and the bumpers made of carbon fiber. The roof is made of glass. Heuliez points out that "the Intruder opens up a top-of-the-range market that no four-wheel-drive in the world has yet explored. A designer car-based more on emotion than logic". Although the idea is a good one and capable of attracting the attention of Lamborghini and its rivals, it is not that new. In 1987 Nissan suggested the idea of a two-door coupé type of its S.U.V. with the Judo concept car presented at the Tokyo Motor Show. Probably too early: the market was not ready yet for it, but it is a pity that Nissan did not keep working on that brilliant concept. At first sight, the Heuliez Intruder looks sexy and attractive. Its muscular style speaks of strength and shouts virility. Its ample wrapping curves overlap at door level, while the minimal rear overhang and the vehicle's long nose provide a rather dynamic and solid character. On the road, it has a loss of stance and makes a strong impression. It is wide and relatively compact. It sits a bit too high on the large wheels made of 9.5 x 17 inches light-alloy wheels made in Japan by Works, with 285/60/17 Michelin tires specially designed and built for the Intruder. As much as 300 mm, ground clearance is convenient on wild off-road terrain but looks a bit too much on the tartan road and boulevards. Yet, Intruder aims at being relatively low, thus scarifying the roof height. This delivers quite a funny feeling with the driver, and passenger seats are pretty much off the ground, and people inside the car are missing 100 mm over their heads. The trouble here is that like an old-time coupé is has a lower roof that significantly compromises interior height and driver's or passenger' comfort. Fortunately, rear vision is not direct (and miserable) but provided by prismatic rear-view mirrors courtesy of the British De Montfort company. The style of the cockpit is consequent with the sporty character of the bodywork. Strapped into a deep bucket scat, the driver sits in a radically sporting driving position. The layout of the dashboard instruments is a glancing reference to modern aircraft design, transforming the passenger into a sort of co-driver with a degree of control over the machine. The materials used for interior trimming offer both the refinement expected of show-car and the toughness required in off-the-road driving. Deschamp might have also considered that the theme would also provide an opportunity to promote their business with Mercedes-Benz, having chosen their G 320 off-road machine as the platform for his idea of a spectacular S.U.V. Mercedes-Benz executives would certainly pay attention to his work, even if the show-car had not the three-pointed star emblem anywhere. The grille design, although different, clearly hinted at Mercedes-Benz. After all, the Heuliez is one of those "Fuori Serie" Turinese coachbuilders who used to be famous. Like the cars they used to build between the two world wars and the 1996 Alfa Romeo Nuvola, the Intruder is built on a bearing and fully equipped running chassis with the technique still applied to serious all-terrain vehicles for tough cross-country expedition and military purposes. The angled ladder, steel frame construction of its chassis is particularly resistant to twisting and bending. It comes with rigid axles guided by longitudinal and transverse arms together with a stabilizing bar and telescopic front shock-absorbers that ensure constant ground-holding and grip. Its transmission assembly is based on a 4-speed automatic gearbox for leisure driving with a transfer box and low gear plus three fully lockable differential inter-axle shafts for extreme off-the-road driving. The 3.2 litre six-cylinder in-line 24-valve engine delivers 210 HP at 5,500 rpm. But what matters is its excellent torque: 300 NM at 3,750 rpm. And you can be reassured this is enough to make the Intruder a car that is fun to drive, to the trail, and to take you to the Café. Source: Concept Car Central; www.cardesign.to Images: Andre LE ROUX Site

Built in 1996, the Ghia Vivace was created to reconcile aluminum space frame construction with suitable packaging and aesthetic considerations. It is an example of the continued search for creative designs that adapt to new and evolving materials and construction techniques. It was created around the Ford Mondeo platform and 2.5-liter engine. The concept is a 2+2 coupe with intense emotional appeal in its rounded, tightly wrapped, high haunched appearance. It is intended to be dynamic and assertive. It is a platform concept without an interior. The construction is fiberglass, it is non-steering, and the doors and windows are fixed. A styling exercise with engineering purpose, the Ghia Vivace demonstrates the successful blending of form and function, employing engineering and styling to create "design." The Ghia Vivace is one of a pair of concepts created to explore aluminum space frame construction techniques. Like its twin, the Ghia Arioso, the Ghia Vivace concept is an example of the continuing search for creative designs that adapt to new and evolving materials and construction techniques. The most exciting automobile layout, process, or manufacturing technique is of no value if it cannot accommodate attractive and functional bodies. Designers are essential contributors to even the most esoteric engineering projects and are often called upon to render their contributions as physical manifestations. The Ghia Vivace concept is such an exercise, built to explore ways of reconciling aluminum space frame construction with suitable packaging and aesthetic considerations. The Ghia Vivace concept is a 2+2 coupe with intense emotional appeal in its rounded, tightly-wrapped, high-haunched appearance. Created around the Ford Mondeo platform and 24-valve 2.5-liter V-6 engine, the Ghia Vivace concept is intended to be dynamic and assertive. Its curved profile is accented by concave rocker panels and a concave stroke on its flanks that originates in the corners of the front bumper. At the rear, the bodyside curves so quickly to the tail that it barely contains the rear tires, then terminates in a rounded tail and decklid that recalls classic coupes from Jean Bugatti with the modern touch of oval taillights mounted high at the corners of the backlight. A generous wheel/tire package carries on the Ghia Vivace concept's aggressive nature. The Ghia Vivace concept is a platform concept without an interior. It is constructed in fiberglass and is non-steering. The wheel covers are plastic. Doors and windows do not open. The paint is applied over quick preparation showing the fiberglass weave on its surface, and there are some nicks, scratches, and cracking evident. A styling exercise with engineering purpose, the Ghia Vivace concept demonstrates the successful blending of form and function, employing engineering and styling to create "design." Source: Christie's Images: Ford; CarScoops

The Synergy 2010 was Ford's idea in 1996. As such, it featured two power sources — a 1.0-liter direct-injection extremely lightweight materials (it weighed just one tonne (ton)), "air fences," which dictated the car's advanced, aerodynamic styling, and computer-animated instruments. You could even call up the phone book by issuing a simple verbal command! In 1996, Ford offered its thoughts on the family car of the year 2010. The federal government got the Big Three together under the Partnership for a New Generation of Vehicles banner, and part of Ford's contribution was a lightweight and aerodynamic concept vehicle designed to get 80 mpg from its 1-liter diesel-electric hybrid powertrain. Source: AUTO LEMON - USED CAR HISTORY CHECK, Larry Edsall, www.theautochannel.com Images: Ford Motor Company

Now clearly the genesis for the popular Ford Streetka, the Ghia Saetta concept debuted at the Turin Motor Show in 1996, featuring bold New Edge exterior design treatments featuring carbon fiber. Its architecture was based on Fiesta technology by Ghia to make the vehicle as production-feasible as possible. Finished in electric blue, this stunning concept car featured a central arch connecting the upper frame of the windscreen with a bold, silver-colored architectural truss that gave it a purposeful look of strength through its functionality as a rollover protection bar. Detachable glass panels formed the roof. The interior of Saetta was bold and futuristic. Designers were less concerned with the interior’s production feasibility and created an interior of unique shapes and bright colors, with electric blue and silver as the most dominant. Source: Ford Media Site Images: www.shorey.net

The Ghia Lynx Concept made its debut at the 1996 Geneva Motor Show. It was a sleek two-door sports coupe with unique fixed arches that formed the side window frames and a track for a retractable roof. With the roof stored in the rear compartment, the Ghia Lynx was a fully open sports car. Based on the new Fiesta at the time, the Ghia Lynx was proposed for low-volume production. Its wheelbase was stretched considerably over the standard Fiesta’s, and its demeanor was sleek and low-profile. It had five-spoke alloy wheels and 17-inch tires. The interior shares many elements with the production Fiesta of the period. Just as the Ghia Saetta broke the dying path for the radical new Ka, so the 1996 Lynx forthcoming Fiesta-based Puma coupe. One element lost in production also formed tile side window frames and guides for a fold-away roof. Source: Ford Media Site; AUTO LEMON Images: Ford Motor Company

It was not just the name of the IndiGo that was clever (playing on its association with IndyCar racing). Tins were no mere show car but a concept designed from the outset to lie feasibly manufactured at some point. Even though most people who worked in the trade accepted that tills were too radical to be sold, it was a drivable car. Ford said that the IndiGo "captures the essence of the race-track and transforms it into a realistic design for the street." The styling was strongly racecar inspired, from the spoiler, narrow nose to the blacked-out wings, while its construction (carbon fiber, aluminum, and fiberglass) also mimicked competition use. A 441bhp 6.0-liter V12 engine - formed by mating two V-six units together — was estimated to give a top speed of 170mph (273kph) and a 0-60mph (0-96kph) time of under four seconds. The six-speed sequential gearbox was derived from race cars, and changes were made by pressing buttons on the steering wheel. Even the instrument panel on the dashboard was Formula 1 inspired. Source: AUTO LEMON Images: Ford; Facebook

Here is the 1996 Ford Alpe, designed and built by Ghia. Ghia cemented its reputation as Ford’s think-tank with two concept cars launched at the 1996 Turin Motor Show. One clear signal was that the forthcoming Ford Ka would look: the radical Saetta’s front end was shared with the Ka. In other respects, it was wildly different. Ford’s prevailing edge-design mentality is being taken to the limit, dominated by a central roof rib, its geometric shapes, especially the rear lights. The oilier Turin debutant was the Alpe sports-utility, based on the Escort, with chunky, solid styling and a hint of off-road ability. Source: AUTO LEMON Images: Ford

One of the most interesting niche markets to have developed in recent years is that of leisure vehicles. Fioravanti has designed a car that is fun whatever you use it for, from toting cumbersome loads to zapping around crowded city streets. This is a special kind of vehicle and it"s extremely compact, simple and, above all, economical - both to build and run. We gave it a mass-produced floorpan and mechanicals, a multi-functional body, plenty of the right kind of personality, and made it cost as little as possible. We, therefore, designed a door that can be assembled on both sides of the vehicle, thereby eliminating an expensive piece of equipment. This was made possible because whichever side of the car a person gets in from, right or left, the movements made are identical and require identically shaped and sized spaces, which can be closed off by identical doors. The criterion of symmetry, in its turn, meant we had to design a door that opened both ways, which incidentally provided improved access to the passenger cell. The central axis has the instruments: the climatizing controls - a music area - a switch area - the gearstick, and the new site for the handbrake. The transverse axes hold large: low-speed air vents - the passenger airbag - and a series of ample cubby areas in a ware-shaped unit. The rear bay floor is designed to facilitate bicycle loading, and there are special racks for surfboards, snowboards, and mountain bikes. The bay also holds the back seats, which can be taken out with the help of two handles. The vehicle has a soft top at the front that is easy to fold and rests on the roll-bar and a rear one with flexible, transparent panels for the sides and rear. There is also a hardtop to improve closure against inclement weather during the winter season. Source: www.fioravanti.it Images: Fioravanti

The 1996 Turin show will be remembered as the year of the Fiat Bravo and Brava. Among 25 concept cars debuting at the show, 17 are based on the new Fiat models. Of the 17, ten are 'official' - sponsored by Fiat and displayed as a group - and seven are 'unofficial.' The 'official' section includes: Five coupes. Two compact minivans. A four-door pick-up. A recreational vehicle. A special taxi. This Bravo HGT-based coupe has clean and simple lines. The stylish rear wing, very low, underlines a study of the under-platform aerodynamic, which took to a drag coefficient of 0.18 and a top speed of 265 kph with the same engine of the production Bravo HGT. The name is a combination of the words "fluid" and "air" - highlights the fluidic properties of air that can govern a vehicle's dynamic. The aerodynamic theme, beginning with a study on forces turbine-assisted (Sensiva 1994), extends research on the car's lower, particularly the rear areas. The engineers concentrated much of their attention on optimizing surfaces and seams in the research phases. We obtained excellent Cd values and highly effective braking, which uses unique air brakes. Fioravanti has added a classic Italian coupè: a smooth 2+2, which will flow through the air, exploiting its elemental energy for braking, thereby reducing fuel consumption figures. It is bordered on the lower edge by a profile engineered to supply downforce. The air brake concept is well known in aerodynamic but is applied almost exclusively to aircraft alone, examples in the automotive sector being extremely rare. Nowadays, thanks to electronics and sensors, such devices can be used appropriately and effectively. Above certain speeds, depressing the brake pedal automatically activates the air brakes, and only after this are the traditional brakes activated. Braking is more "natural" as a consequence, significantly when slowing, rather than stopping, the car. The upper air brake consists of a rigid plane that lies perfectly flush inside the trailing edge of the roof until activated during braking when raised to an almost vertical position. The lower air brake consists of a wing profile that rotates into minimum and maximum resistance positions during braking. The car's rear is framed by a slim, high-intensity, luminous strip housing all the lighting and signaling systems. In place of door mirrors, two TV cameras provide a rear view, thereby increasing aerodynamic efficiency, reducing noise, and giving a less aggressive shape. Sources: www.fioravanti.it; www.autonews.com Images: Fioravanti

Becoming a spider (Zic + Spider = Zicster), the Zicster was first shown at the 1996 Geneva Motorshow. This was a development of the 1995 prototype electric car, the Zic. The Fiat Research Centre, Centro Stile Fiat, and CNR, the car features an aluminum spaceframe attached to composite polymer sandwich panels. This reduces weight and increases rigidity. Indeed the Zicster weighed only 850kg, including all batteries. The motor is a 21.5kW AC unit with 128Nm of torque, giving the car a top speed of 100km/h and a range of 230km at a constant 50km/h. In urban use, the range becomes a still decent 170km. Source: www.carsfromitaly.net Images: Fiat

Concept of "Unispace" shape based on the Fiat Brava, styled, developed, and built by I.DE.A Institute (Turin Motor Show 1996). The 1996 Turin show will be remembered as the year of the Fiat Bravo and Brava. Among 25 concept cars debuting at the show, 17 are based on the new Fiat models. Of the 17, ten are 'official' - sponsored by Fiat and displayed as a group - and seven are 'unofficial.' The 'official' section includes five coupes, two compact minivans, a four-door pick-up, a recreational vehicle, and a special taxi. Based on a Brava with a lengthened wheelbase of 20 cm and overall length up to 4.45 meters, the Vuscia can seat up to six people or just two people and a huge carrying capacity, typical of modern leisure vehicles. Source: www.autonews.com Images: www.idea.institute.it

The 1996 Turin show will be remembered as the year of the Fiat Bravo and Brava. Among 25 concept cars debuting at the show, 17 are based on the new Fiat models. Of the 17, ten are 'official' - sponsored by Fiat and displayed as a group - and seven are 'unofficial.' The 'official' section includes five coupes, two compact minivans, a four-door pick-up, a recreational vehicle, and a special taxi. Pininfarina has made two interpretations of its Brava-based concept: in the particular display area, there will be Song, a minivan in a 4WD sport utility guise, while in its stand, Pininfarina will have Sing, the same basic concept, but in a 2WD version. Sing and Song have a length midway between Bravo and Brava, 4.095 meters, and can house six people in two rows of three seats each. Source: www.autonews.com Images: Pininfarina

"Are such absurd cars going to flood the streets of European cities in the coming years?" - the question of a respectable man in a tie and with a thick leather folder showed surprise and irritation at the same time. A fragile girl from the FIAT booth (it happened at the Paris Motor Show - see AR No. 19, 1996) cautiously replied that "the issue of car production has not yet been resolved." It is a pity that the managing director of the FIAT concern Paolo Cantarella was not there. He would probably have answered more convincingly: "This is a new direction in automotive architecture!" Our regular readers remember that the Fiat Multipla has already appeared on the pages of the Autorevue (see AR No. 16, 1996). However, at the Paris Motor Show, the company presented a car absolutely unlike those "spy" drawings. Moreover, the Multipla turned out to be not one—volume at all - the car has a separate engine compartment. At the same time, the ideology remained the same: this is a small car designed for six passengers. Why did such a change in appearance happen? The authors of Multipla - specialists of the FIAT Style Center - were given a difficult task. They were offered to create a small car (four meters long - no more than a Fiat Tipo or Brava) that could carry up to six people and cost significantly less than a minivan. At the same time, the car must meet all the requirements of active and passive safety, carry the luggage of all six riders, and be distinguished by an outstanding design. To answer such a difficult question, the designers had to look for workarounds. And they found them. The designers of the Style Center have broken all ideas about the "normal" car appearance. It seems that stylists this time were not at all engaged in "tailoring a suit" for a car, did not check the surface patterns, did not sculpt an elegant silhouette for days and nights, did not experiment with shapes, colors, finishing elements... The contours of the car, as usual, were sketched at the initial design stage. And the main "make-up artists" were not artists, but objective factors: the vehicle must be functional, meet technical requirements and have a low cost, a rigid body structure (safety frame), must meet the latest ergonomics requirements, and finally, the car must meet the needs of buyers for small vehicles with increased capacity. All these factors caused such an unusual "industrial" design of Multipla. Its characteristic features are as follows. The Multipla is distinguished by a high "cab" resting on a low base — the height of the car is 1670 mm (only 40 mm lower than a large Fiat Ulysse minivan). The fact is that the floor in the cabin is flat: this makes it easier to move around the car, and the interior space can be arranged at your discretion (as with minivans, Multipla uses removable seats that have several installation options). All mechanisms and "communications" are laid under a high and level floor. The extensive glazing area makes the tall car visually lighter and provides passengers with an excellent overview during the journey. High doors facilitate entry and exit. In fairness, we note that stylists managed to find some attractive solutions even with such a super-pragmatic approach. For example, a low waistline (it is a continuation of the hood) separates the "heavy" lower part of the car from the "light" top. A large lifting rear door has the same belt stamping. Under the huge windshield — additional headlamps. In this zone, they remain clean even in slushy weather. But even more interesting is the rear lighting equipment. In addition to the irregular shape, the lanterns are unusual in that each element included in them (brake lights, marker lights, turn indicators, reverse light) has its convex surface. It turns out that everything is put together, and at the same time, each signal is distinguished by its shape and size. Perhaps such a solution will soon become fashionable. And yet the "architects" looked back at history, trying to put Multipla in one stylistic line with their most famous models of the last decades: 600, 127, Uno, Punto, Bravo/Brava... Did it work out? How can you accommodate six people in a small car? Of course, but three rows of two seats behind each other - the way it is done on many minivans! And here it is not. Multipla is too short for three rows. If the third row fits, then it will be very inconvenient to get into the back seat, and there will be no room for luggage at all. Therefore, the designers made a knight move - they installed two rows of three seats in each. With the second row, everything is clear: in almost all passenger cars, the rear seat is triple or, in any case, allows a cramped arrangement of three passengers. But how to seat three people in front? Firstly, the car's width was increased: with a length of 3990 mm (like Fiat Bravo), the width of the car is 1870 mm (like Lancia kappa). Secondly, the transmission lever has moved from the floor to the center console (this solution is becoming more popular). Thirdly, the middle seat of the front row was slightly shifted back so that the people sitting did not crowd each other with their shoulders. And since there is no third row of seats, a hefty luggage compartment appears behind: its capacity is 600 liters, only "adult" minivans can boast of such a trunk. But these are not all the features of the Multipla salon. For example, all buttons, levers, and instrument panels are centered in the front panel. And if the driver reaches the handles of the heating system without any problems, then the audio system seems to remain inaccessible to him. But the front passengers are not deprived of attention — they can easily reach all the buttons and devices. By the way, in the event of an accident, the average passenger will "use" the hefty inflatable airbag of the right passenger. I wonder why, in this case, the driver was not put in the middle? After all, this is done on many concept cars, and the devices located in the center will be better visible to him. Did the designers not think of it? Why we thought, we figured. But we decided that such a position for the driver ... is "not comfortable." So concepts are concepts, and real-life makes its adjustments. However, until the car reaches the assembly line, everything can change a thousand times. There is nothing special from a technical point of view in Multipla. The car is front-wheel drive. Under the hood, most likely, there will be either a 1.6-liter gasoline engine or a 1.9-liter turbodiesel with a capacity of 100 hp. The installation of more powerful engines is also possible: the curb weight of the Multipla is about 1300 kg, plus six people and luggage, so hundreds of "horses" for a temperamental ride may not be enough. The wheel suspension is borrowed from the Brava. The gearbox is 5—speed, manual. Source: FIAT MULTIPLA a new word in "automotive architecture" - A. NOVITSKY, Newspaper AUTOREVUE - N1 (140) 1997 Images: Fiat Auto S.p.A.

The 1996 Turin show will be remembered as the year of the Fiat Bravo and Brava. Among 25 concept cars debuting at the show, 17 are based on the new Fiat models. Of the 17, ten are 'official' - sponsored by Fiat and displayed as a group - and seven are 'unofficial.' The 'official' section includes five coupes, two compact minivans, a four-door pick-up, a recreational vehicle, and a special taxi. The Rome-based tuner Giannini called upon Nicola Crea (formerly I.De.A. Institute and Fiat) to design a Bravo-based road/racer characterized by the massive rear wing, the front spoiler, can be regulated by the driver according to the road/track situation. The prototype was presented by Giannini at the show in Torino in 1996, based on successful models: Bravo and Brava. Its design was the subject of several studies in the wind tunnel, hence the decision to call it "Windsurfing." The cx is equal to 0.24, resulting in high stability in both the straight curve with a maximum speed for cars that envy the kingdom's most popular sport. Source: www.autonews.com