Classic concepts

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Dennis Cavallino
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Classic concepts

Bericht door Dennis Cavallino » 21 dec 2011, 23:46

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Zelf kom ik over een tijdje nog met allerlei artikelen over interessante concept cars uit het verleden, maar ik wil jullie dit artikel van Classicdriver.com niet onthouden: http://www.classicdriver.com/uk/magazin ... p?id=15633


Met oa.

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Lekker lees- en kijkvoer met dit soort druilerige avonden.

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Joy
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Re: Classic concepts

Bericht door Joy » 21 dec 2011, 23:52

Hmm, bij de bovenste foto dacht ik meteen aan Lotus. Tot ik het steigerende paard zag... Mooi ding.

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GTRene
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Re: Classic concepts

Bericht door GTRene » 21 dec 2011, 23:56

leuk draadje, ik wilde 3 weken terug een draadje met en over concepts maken omdat je zoveel supergave concepts hebt hebt die verder niet gemaakt werden...zonde.

die onderste kwam ik van de week ook tegen, vind het op een kleine Jaguar E-type lijken
was dat niet iets van Disco Volante oid?

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Dennis Cavallino
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Re: Classic concepts

Bericht door Dennis Cavallino » 22 dec 2011, 00:56

De Lotus Esprit en deze Ferrari hebben veel meer met elkaar gemeen dan je zou denken Joy.

Daar ga ik nog over uitwijden.

@René: correct. Klik op het linkje dat ik erbij had gezet, daar staat ie bovenaan en vanaf daar kun je op het betreffende artikel over die Alfa klikken....

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GTRene
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Re: Classic concepts

Bericht door GTRene » 22 dec 2011, 10:03

Dennis Cavallino schreef:De Lotus Esprit en deze Ferrari hebben veel meer met elkaar gemeen dan je zou denken Joy.

Daar ga ik nog over uitwijden.

@René: correct. Klik op het linkje dat ik erbij had gezet, daar staat ie bovenaan en vanaf daar kun je op het betreffende artikel over die Alfa klikken....
ah thx, idd :D staan wat mooie tussen zeg, ook best apart deze Ferrari, beetje Bertone X1/9 en Lotus esprit

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maar deze Holden is nog fraaier

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helemaal met dat dak/deur beetje wat later denk die kit-kar ook zoiets had...euh een Nova oid?

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maar ook zo suepr smooth als dat dakdeel sluit...prachtig zie bij 19sec en bij 38sec de koplampen, niet kikker pop ups die de lijn verstoren maar die plaat valt gewoon naar beneden :D had het filmpje trouwens al wel eens gezien dit jaar, doch prachtige wagen.

[YouTube]http://www.youtube.com/watch?feature=pl ... ZJdAxO3Sso[/YouTube]

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Re: Classic concepts

Bericht door Robin » 28 dec 2011, 15:31

Leuk draadje Dennis . Ja de Ferrari Modulo, prachtig. Ik vind de Lotusachtige Feraari te hoekig eigenlijk. Maserati Boomerang, ook bijzonder(hoekig)
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Die Holden is en profil ook bijna volmaakt. Hou toch meer van vloeiend ipv hoekig. Dit filmpje dus Rene?


Hiero! Heb ik nog 'n 1:43 speelgoedautootje van! Vauxhall leve de man van de SRV van je hieperdepiep hoeree:
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Bertone 'Stratos' proto:
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En als laatste, want er is ZOVEEL te vinden...

Abarth 2000, m'n oog viel d'r op. Raar he:
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Laatst gewijzigd door Robin op 28 dec 2011, 15:48, 1 keer totaal gewijzigd.

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Re: Classic concepts

Bericht door Robin » 28 dec 2011, 15:42

Misschien wel DE klassieke conceptcar voor velen:C111(zijn ook nog diverse evo's van door de jaren/decennia heen) dit is de 1970er:
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En de BMW TURBO 1972 vanuit 'n andere hoek zodat men niet zit te mekkeren van 'dat is een M1' :D :
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Re: Classic concepts

Bericht door Dennis Cavallino » 06 jan 2012, 15:56

Sommige concepten waren echt verschrikkelijk lelijk:

Hier staat een artikel over de voorganger van de CLS Shooting Brake

http://www.classicdriver.com/de/magazin ... sp?id=7126

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Ruim 30 jaar later evolueert zoiets lelijks tot dit:
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GTRene
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Re: Classic concepts

Bericht door GTRene » 06 jan 2012, 16:12

jeuuu wat een lelijk ding :D

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Niels
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Re: Classic concepts

Bericht door Niels » 06 jan 2012, 18:05

Robin schreef:Misschien wel DE klassieke conceptcar voor velen:C111(zijn ook nog diverse evo's van door de jaren/decennia heen) dit is de 1970er:
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En de BMW TURBO 1972 vanuit 'n andere hoek zodat men niet zit te mekkeren van 'dat is een M1' :D :
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Prachtig!!

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Re: Classic concepts

Bericht door Robin » 07 jan 2012, 10:09

@ Dennis, thanx for sharing die voorloper van Benz Shooting Brake, de 2000(?) . :beer:

Hoe noem je dat? Deja Vu net niet. Maar wat was IK gek op dat ding in 1981(alweer!) als kind van 11. Ik tekende toen heel veel: autootjes, wilde ook daarin iets doen op dat moment, industriele vormgeving blabla....en toen de W201 190 uitkwam in 1982 was ik verkocht:IMO(buiten 'n W126 S Klasse toen) de MOOISTE 4 deurs auto ever en toen kwam in 1985 de W124 200-300 serie en die vond ik NOG mooier, MACHTIG, ENTUSIASMO voor de STER!

(Gerard als je dit leest, niet JOUW ster!)

En toen kwam in 1987 de 750i V12 en het tij keerde zich in mijn autoschoonheidsbelevingen totdat de E34 5er kwam...en waar was Benz toen? Ja de 500E....top. Tja das war einmal....

:coffee:

Misschien niet helemaal 'concept', maar niet onaardig LOL.
Het 'tussenmodel' van de 288GTO nuit '84 naar de F40 in 1987, de 1986 Evoluzione, one of a kind apparaat.(nouja 5 stuks, 650pk!) Machtig ding:

http://www.ilovecar.tk/car-photos/1986- ... evoluzione

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Re: Classic concepts

Bericht door Mark Nauta » 07 jan 2012, 11:20

Prachtige klassieke concept blijf ik dit vinden.

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Dennis Cavallino
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Re: Classic concepts

Bericht door Dennis Cavallino » 15 mei 2012, 16:44

Classic Concepts: 1970 Ferrari 512S Modulo

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It was the fusion of a surplus racing car chassis and one designer’s after-hours project that created undoubtedly the most atypical Prancing Horse ever: the Ferrari 512S Modulo concept of 1970.

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The Modulo originated on the sketchpad of Paulo Martin at Pininfarina, while he was honing the lines of the Rolls-Royce Camargue in 1968. Clearly feeling restrained by the staid surfaces of the Rolls, the outburst of Martin’s creativity planted a seed that he would refuse to let die. His enthusiasm drove him to work at nights in the Pininfarina studios to construct a full-scale model, despite mild censure from Sergio Pininfarina regarding his initial sketches – the company president believed it was too futuristic and that it would not sit well alongside some of its would-be siblings.

It’s easy to see why, even more than 40 years later. It was extremely impractical; the front two wheels could only turn ever so slightly to the side and it was so low that only the most negligibly proportioned adult would find comfort. It didn’t even have conventional doors: Martin instead opted for a canopy which slid forward over the car’s nose. The contrast between it and the Camargue could not have been starker, and Martin’s superiors insisted he dropped the project to concentrate on the commissioned Roller.

Anky v. Grunsven alert

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At the same time as Martin’s ongoing efforts, Ferrari was building 25 road-going examples of the 512 racing car for homologation purposes. Unable to find a full clutch of buyers, one was given to Pininfarina to make a show car – consequently giving Martin’s baby the green light. The race-bred nature of its underpinnings meant the Modulo could retain its super-low poise, a facet it shared with the earlier Alfa Romeo Carabo. The accompanying 550bhp 5.0-litre V12 was more than ample, given the crawling speeds the car was restricted to because of the limitations of its bodywork.

With the all-clear to build the car, Martin set about finalising the details and designing the interior. One of the main features inside was the sphere sited to the side of each occupant, which incorporated the air vents and various switches. He found them hard to fashion for the show car, but was provided with a lightbulb moment by one of his idols, Giovanni Michelotti. Two trips to a nearby bowling alley sourced a pair of perfect solutions, although he had to bribe a security guard to overlook him smuggling the ‘borrowed’ balls in his motorcycle helmet.

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The night before the car was due to be transported to Geneva for its inauguration, Renzo Carli – then General Manager of Pininfarina – swapped the holed rear section for a simpler panel. The next day, Martin replaced the original just before it was loaded onto the delivery truck. Retaining this design quirk allowed the astonished Geneva show-goers to snatch a glimpse into the depths of the Modulo’s engine bay, compounding their awe.

The Ferrari Modulo won hearts and accolades from then onwards, and spectators’ first reactions have been no less intense since. It remains one of the centrepieces at the Museo Pininfarina, and had some of its features used on later Ferraris, albeit loosely – the comparable headlights on a 365 GTB/4 being an example.

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Martin’s determination – to develop what was essentially an extra-curricular doodle into a landmark car in the history of the Prancing Horse – perhaps demonstrates how romantic this industry can be. The Modulo remains one of the most memorable results of what is probably the most highly regarded collaboration the automotive sector will ever see: that between Ferrari and Pininfarina.

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M@rcel
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Re: Classic concepts

Bericht door M@rcel » 15 mei 2012, 16:58

Aston Martin trok de stoute schoenen aan met de Bulldog

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http://www.carfani.com/aston-martin/198 ... ncept-car/

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Joop
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Re: Classic concepts

Bericht door Joop » 17 mei 2012, 12:26

De 'boxy' design auto's hebben bijna meer met architectuur te maken dan met het vormgeven van auto's...

...des te interessanter ze worden. Blijkt maar weer eens hoe dicht die twee takken van sport bij elkaar liggen.

De wedge-shaped concepts blijven ook bij mij wel tot de verbeelding spreken. Zeker de Mercedes C111, de Miura, de TURBO zijn wel iconen hoor...

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Dennis Cavallino
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Re: Classic concepts

Bericht door Dennis Cavallino » 22 mei 2012, 09:06

Classic Concepts: De Tomaso Pantera II/Monttella

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The De Tomaso Pantera has posthumously achieved legend status but, in period, its fortunes were much different. In fact, it was nearly replaced just two years into its life by this: the Pantera Series II, also known as the Monttella.

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In the late sixties, Henry Ford II was still bitter about his company’s failure to acquire Ferrari. The legendary GT40 wins at Le Mans offered him some sense of retribution, but he still yearned to sell an Italian sports car under the Blue Oval. A partnership developed with De Tomaso, which also hailed from Modena and, while not enjoying the same prestige as the Prancing Horse, had the added benefit of owning Italian coachbuilders Ghia and Vignale – assets which Ford soon happily acquired, with Alejandro de Tomaso anticipating them making little future profit for his company.

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With Tom Tjaarda at the helm, one of Ghia’s first projects under Ford tenure was to design and build the Pantera, a joint collaboration between Ghia’s previous and current owners. It debuted in 1971, boasting a 5,780cc Ford V8 cloaked by Italian coachwork: a combination which many Americans found irresistible despite the car’s well-reported build quality issues. While sales were mounting all seemed well, but when the 1973 oil crisis and U.S. safety and emissions laws combined to make design changes to the Pantera necessary, Ford began losing patience.

De Tomaso saw life yet in the young Pantera, so enlisted Ghia to design a ‘Pantera Series II’ using the underpinnings of the existing model. Tjaarda gave the concept the relevant bumper modifications to satisfy new legislation, but also reworked his original design to include flying buttresses in place of rear pillars – a flourish used on the Maserati Merak a year earlier, which was coincidentally penned by Tjaarda’s predecessor at Ghia, Giorgetto Giugiaro. The Pantera Series II concept was finished in a striking bronze colour, and was unveiled at the 1974 LA Auto Show.

Meanwhile, the worsening state of the automotive industry had led Ford to rethink its priorities, and by the end of that year the American giant had withdrawn its corporate finger from the Pantera pie. The Vignale factory (where the original Pantera was being built) was closed, with all tooling within being scrapped, although De Tomaso continued Pantera production up until 1991 using its own dies and casts. In 1975, the Pantera II concept was re-christened ’Monttella’, given a fresh white-on-bronze colour scheme and shipped to Ford’s Michigan HQ. The intention was to find a replacement production suitor; however, there was little interest, with few manufacturers wishing to take on new projects in such uncertain times. As a result, the Monttella sat unused until 1981, when Ford sold it – alongside several other Ghia prototypes – to a local dentist.

It remained in the dentist's ownership until his death in 2006, and a year later his sons consigned the car to be auctioned at RM’s Monterey sale. It realised 99,000 dollars, the buyer being a Milanese architect who happened to be a close friend of the car’s original designer. Tjaarda gladly assisted with the subsequent body-off-frame restoration, and the car was promptly returned to its original bronze colour and Pantera identity in time for its re-inauguration at the 2008 Villa d’Este, piloted by its beaming creator.

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Regularly seen at UK events on British registration plates, it seems the Pantera II concept now has yet another stamp in its passport. And as for the birth certificate – it may have spent the majority of its life under an alias, but the car’s identity is clear. It’s the Pantera that would have been, were it not for such unhappy external factors.

Text: Joe Breeze
Photos: RM Auctions, apart from last by Brian Snelson
http://classicdriver.com/uk/magazine/3200.asp?id=16023
Laatst gewijzigd door Dennis Cavallino op 22 mei 2012, 11:01, 1 keer totaal gewijzigd.

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GTRene
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Re: Classic concepts

Bericht door GTRene » 22 mei 2012, 09:49

best een mooi ding en goed de afgeleiders er van te herkennen.

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Re: Classic concepts

Bericht door Metchu » 22 mei 2012, 10:44

echt een vet draadje om in te kijken! begin jaren negentig als kleine Metchu leende ik bij de bieb altijd auto boeken met conceptcars erin... dit soort hoekige wagens stonden er altijd in... gaaf man!

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Re: Classic concepts

Bericht door Dennis Cavallino » 26 jun 2012, 16:54

Lang niet zo leuk als de Porsche Tapiro, maar dit is een concept dat ook is gebaseerd op de Porsche 914/6.

Classic Concepts: 1970 Porsche 914/6 Murène by Heuliez

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Coachbuilt Porsches are something of a rarity, given that the German manufacturer has almost always built its car bodies in-house. However, that didn’t stop French coachbuilder Heuliez producing the 1970 Murène concept, based on a Porsche 914/6.

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These days, Brissonneau & Lotz builds industrial crane parts, but in the late sixties the French company operated as an automotive coachbuilder and had what would turn out to be two of the 20th Century’s most successful transport designers on its payroll.

One was Paul Bracq, who subsequently went on to become head of design at BMW and sire the legendary BMW Turbo concept of 1972. The other was Jacques Cooper, who not only collaborated with Bracq to create the first TGV turbotrain during their time together at B&L, but also penned a new shell for the VW-Porsche 914/6 during his stint there.

As many will know, the 914/6 was a joint collaboration intended to equip Volkswagen with a flagship sports car, and Porsche with an entry-level model to slot in beneath the 911. Although thousands were ultimately sold, the 914 venture wasn’t without its problems: the death of VW Chairman Heinrich Nordhoff led to complications in the union of the two manufacturers, while the abrupt styling caused opinions to diverge. Enter Jacques Cooper, who sought to resolve the latter by penning a sleek alternative body on behalf of his employers.


On seeing Cooper’s sketches, B&L management kick-started the project by acquiring a donor car furnished with the more desirable six-cylinder Porsche engine. But soon after settling down to work, Cooper’s pet project ground to a halt as a result of financial difficulties at B&L’s parent company Chausson – hence his take on the 914 seemed doomed before it had even turned a wheel. However, the resolute Frenchman took his design to Henry Heuliez, whose company had made a name for itself outfitting commercial vehicles, as well as the occasional Citroën motor car.

Since much of the design work had been completed, Cooper’s proposal proved enticing for Heuliez – it offered widespread exposure to the automotive giants it sought to provide services to, but at minimal cost. Cooper was given the go-ahead by his employers to co-operate with the Heuliez research department in order to complete the project. It made its debut at the 1970 Paris Motor Show, flaunting two-tone beige paintwork and the ‘Murène’ sobriquet – French for a particular species of eel.


Public response certainly proved electric; many felt the Murène offered a remedy to the 914’s angular styling, which profoundly departed from the curvaceous 356s, 911s and 912s which had preceded it. Though the Murène wasn’t devoid of straight lines, it displayed a more sweeping silhouette, enhanced by a steeper rake to the windscreen, uprising crease line and tapered rear. Another noteworthy feature was the rear hatch: it was not only hinged at the top of the rear window to provide access to storage, but also just above the rear lights so it could tip backwards to reveal the 1,991cc flat-six.

Despite its bold styling, the Murène failed to stimulate the affections of Porsche. As a result, once Heuliez had paid B&L for the donor car and conferred a final act of benevolence upon it in the form of new orange paintwork to the top section, the car was whisked away into storage – still unregistered. It remained there until recently, when it was given a full overhaul courtesy of the Heuliez Historic department before being sold at auction alongside several of its equally unique brethren.

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Porsche might have overlooked the Murène, but it fulfilled its intended purpose – Heuliez subsequently gained traction in the automotive sector, plugging niche markets with small-series vehicles. And while it didn’t spawn a limited series production run, the Murène certainly offered a captivating alternative to the familiar original produced by the German carmaker.

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The Murène will be one of many Heuliez cars auctioned by Artcurial at the Le Mans Classic, 7 July 2012.

Bron:
http://www.classicdriver.com/uk/magazin ... p?id=16129

Nog meer plaatjes:
http://www.classicdriver.com/uk/find/41 ... ID=1853456
Waarde wordt dus geschat op 50-100k.

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GTRene
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Re: Classic concepts

Bericht door GTRene » 26 jun 2012, 17:32

lijkt wel een oude Matra :D

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Dennis Cavallino
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Re: Classic concepts

Bericht door Dennis Cavallino » 28 jun 2012, 14:19

Kent iemand deze nog?

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Behoorlijk gay als je alleen met mannen gaat carpoolen
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Het was in dezelfde tijd als deze Orbit:
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Hier nog meer Italdesign (Giugiaro) ontwerpen, soms mooi, soms lelijk, maar altijd een tikkie absurd:
http://www.autoviva.com/italdesign-models/make/1308

Deze Medici I vind ik erg cool:
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Dennis Cavallino
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Re: Classic concepts

Bericht door Dennis Cavallino » 09 aug 2012, 15:54

Classic Concepts: 1972 BMW Turbo

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BMW has used the 2012 London Olympics as a worldwide marketing tool – and it isn’t for the first time. Forty years ago, it used the 1972 Munich Olympics to launch its most astonishing car to date: the Turbo Concept.

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Having spent the 1960s recovering from financial troubles, the 1970s saw BMW keen to enter a new chapter. A home city Olympics seemed like the perfect stage for the Munich marque to show the world that it was thoroughly revitalised, and head designer Paul Bracq set to work.

The new project was to serve not only as a marketing tool, but also as a design study and rolling testbed for new technology systems. The first of these was the car’s namesake: the 1990cc inline-4 from the BMW 2002 was furnished with a turbocharger, the first time the company had used one in a motor car. It was a configuration subsequently used (albeit detuned from 200 to 170bhp) in the 2002 Turbo, the first turbocharged European road car to go into production.

A series of summits in the early 1970s had put a greater focus on safety in the automotive industry, and BMW used the Turbo as a guinea pig for several technologies. It featured an integrated rollcage, a collapsible steering column and a radar-based brake distance warning system. Also, the cockpit was orientated towards the driver to prevent him having to stretch to reach the controls (a now-famous BMW characteristic), while deformable structures were used front and rear to absorb impact – which perhaps explains the car's two-tone paintwork.

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Bracq’s creation was as striking as the TGV turbotrain prototype he had penned a few years earlier. As with many of its conceptual counterparts at the time, the Turbo was wedge-shaped and mid-engined, but further drama came courtesy of the gullwing doors and covered rear wheels. However, it also retained a BMW identity thanks to the kidney grille and double badges at the rear. This was crucial when it led the parade at the Olympics in front of a worldwide audience, which was captivated by its looks but instantly aware of its parentage.

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While it ultimately inspired the legendary M1 of 1978 (to date the only supercar to wear the propeller badge), the 1972 Turbo also clearly influenced the Z1 and 8 Series, the latter of which remained in production until 1999. However, despite the later success of its design themes, just two original cars were built. Construction of both was subcontracted to Michelotti, one being the original running car that now features occasionally on the concours circuit, the other a demonstration car built for the 1973 Frankfurt Motor Show.

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The car’s arresting looks and advanced technologies might have been absorbed by later BMWs, but that doesn’t mean the revolutionary Turbo has been forgotten. It’s widely considered to be one of the company’s landmark cars, and the traces of it found in the DNA of modern BMWs prove its authority – and provide a fitting 40th anniversary tribute.

Text: Joe Breeze
Photos: BMW/Jan Baedeker/Nanette Scharf
http://classicdriver.com/uk/magazine/3200.asp?id=16233

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Re: Classic concepts

Bericht door Dennis Cavallino » 09 aug 2012, 15:59

Classic Concepts: 1968 Bizzarrini Manta

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The origins of the Manta concept go back to the mid-sixties, when legendary engineer Giotto Bizzarrini began to develop the P538 competition prototype to race against the likes of Ford’s GT40, Ferrari’s 250 P and Porsche’s 906.

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With that calibre of competition, Bizzarrini ploughed maximum resources into the project, picturing a Le Mans win that would not only provide professional acclaim, but also serve as a personal triumph over Ferrari. The two parties had awkwardly parted company in 1961, following a disagreement between Enzo Ferrari and many of his most talented staff.

Although it started the 1966 Le Mans race, the P538 lasted just half an hour on the track before being incapacitated by a ruptured radiator pipe – but not before setting one of the highest speeds on the Mulsanne Straight. This did little to counter Bizzarrini’s disappointment but, unbeknownst to him, his problems were soon to grow. A regulation change in the prototype category soon afterwards – which limited engine capacity to 5,000cc – immediately rendered the 5,359cc Corvette-engined P538 obsolete; and with the finances of the company resting on its success, the end was nigh.

The death of one so often leads to the birth of another, and such was the case with the P538. Bizzarrini’s former collaborator and long-time friend Giorgetto Giugiaro, after several successful years at Fiat, Bertone and Ghia, was in the process of forming Italdesign. Giugiaro needed a platform for his first independent project and Bizzarrini needed cash, so the redundant P538 chassis (number 003) swiftly changed hands, Corvette engine and all. On 13 February 1968, Italdesign was formally created and a deadline for the inaugural project was set for the Turin Motor Show – allowing just 40 days for transformation from forgotten chassis to show-stopper.

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If there’s one characteristic that differentiates the great from the good, it’s the ability to work under pressure – and despite the seemingly impossible window, Giugiaro duly presented the new car in Turin. Resplendent in Acid Green with Orange accents, the Manta (named after the Manta Ray, thanks to its flat, aggressive profile) stunned show-goers. It was the world’s first ‘one-box’ GT; the constant curve from bonnet to roof was unconventional to say the least, and resulted in a 15deg rake to the windscreen. To overcome the visibility issues, Giugiaro devised an ingenious solution: a ‘venetian blind’ system at the foot of the windscreen. It could be opened manually during low-speed manoeuvres through cityscapes, and closed to preserve aerodynamic integrity at the sort of high speeds allowed by the racing car underpinnings.

The low, wide stance afforded by the car’s racing pedigree also meant there was a generous amount of lateral space for the talented designer to play with. Perhaps inspired by the 1966 Ferrari 365 P Speciale by Pininfarina, he gave the Manta a three-seat configuration with a central driving position – though some remarked that the encroachment of the front arches gave the driver-flanking occupants little legroom. The driver was a little more spoilt; and he also knew the steering column wouldn’t impale him in an accident, given its collapsible design.

Afbeelding

Having done the rounds as a highly successful PR tool for newly formed Italdesign, a decade of mystery shrouds the Manta's fate. It went missing in 1969 on the way back to Europe from an event in Los Angeles, only to resurface ten years later at a customs auction. Thereafter, it remained in Europe for some time before making its way to the States and it has since won multiple awards, including a class win at Pebble Beach. The Gooding & Co auction at this year’s Monterey event should see the legendary masterpiece find a new owner once again, with an healthy estimate of $1,000,000 - 1,500,000.

Though it was a ‘rush job’, the Manta not only skyrocketed Italdesign into the automotive stratosphere and inspired countless other designs (penned by Giugiaro or otherwise), it is also remembered as one of the most representative concept cars of the seventies, if not the 20th Century. Its existence may be easily explained as ‘one man’s trash is another man’s treasure’, but the truth is that there are few designers on the planet as talented as Giugiaro. And to prove that, bear in mind that he was just 28 when he created one of the most memorable concept cars in history...

Afbeelding

Santa Monica-based company Gooding & Co will offer this extraordinary car for sale at its 2012 Pebble Beach auction, to be held at the Pebble Beach Equestrian Center on 18-19 August. For further information, see www.goodingco.com.

Text: Joe Breeze
Photos: With the exception of the black and white image (Italdesign), all images copyright and courtesy of Gooding & Company - photos by Mathieu Heurtault

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GTRene
Berichten: 54882
Lid geworden op: 01 mar 2007, 19:06

Re: Classic concepts

Bericht door GTRene » 09 aug 2012, 16:31

best een fraai/gaaf ding, lekker in het midden, dan past nog aan weerszijden een leuk slank hertje :df:

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Dennis Cavallino
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Lid geworden op: 02 feb 2006, 13:36
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Re: Classic concepts

Bericht door Dennis Cavallino » 17 sep 2012, 20:19


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