Concept Cars

The best cars they never made

As with VW, Jaguar also looked back in search of future success. In this case it was to the legendary E-Type, which provided the inspiration for the F-Type.

It debuted at the 2000 Detroit expo and the reaction was hugely positive. The company announced at the same event a year later that the car would go into production and be in showrooms by the end of 2003. However, the engineers realised they had bitten off more than they could chew, and the management decided to concentrate on the X-Type and new XJ ranges instead. Both saloons have been slow sellers.

No one had expected Ford to reveal the most outrageous car at the Tokyo Motor Show, but that’s exactly what happened in 1999.

The 021c concept was styled from top to bottom by a designer who usually worked on restaurant interiors and consumer products such as fridges, rather than cars. The result was a million miles from anything else the blue oval had ever created, but rumours that the funky machine might go into limited production were soon quashed, the company claiming it was simply a styling exercise.

At first glance, this 2001 concept from Mercedes appeared to be an MX-5-rivalling roadster. But a closer look at the car revealed something odd – it seemed as though the front suspension had collapsed. In fact, this was the F400’s party trick, as the front wheels could lean inwards by up to 20 degrees when cornering to improve grip.

Engineers proudly demonstrated the model to journalists, and hinted heavily that it could reach production. However, Mercedes bosses were faced with a stark choice: they could only afford to invest in either the Maybach project
or the F400. The big limo won, and the F400 – complete with its clever steering – was shelved.

When word spread that there was a new MINI on the way, there was a great debate about whether the car would be a conventional hatchback with retro styling, or a groundbreaking and innovative small car, just like the 1959 original.

At the 1997 Geneva Motor Show, it seemed the latter was right, as BMW and Rover bosses revealed two Mini concepts – the Spiritual and Spiritual Too (below). Both were compact and clever, but they were created only to spoil the launch of the equally compact and clever A-Class from BMW’s arch rival, Mercedes.

While the idea of a supercar from Audi isn’t surprising today, in 1991 it was big news. The mirror-finish Avus Quattro was revolutionary, as was its all-alloy construction and 6.0-litre W12 engine. Audi claimed it could go faster than 211mph and cover 0-60mph in less than three seconds... despite the fact that the show car’s W12 was made of wood!

Although the Avus was considered to be too radical for production, it marked the point at which Audi moved further upmarket. The flagship A8 saloon was later launched with many of the concept’s features – including a real W12 engine.

Designed to be Opel and Vauxhall’s answer to the Smart ForTwo, the 2004 Trixx seemed to be the perfect city runaround. Sliding doors made access easy in tight spots and unlike its rival, the Trixx could carry more than two people thanks to a nifty inflatable rear seat. The concept was a hit, and it was widely tipped to replace the lacklustre Agila.

However, GM bosses decided there wasn’t enough profit in city cars to justify the investment needed to produce the Trixx. Instead, they chose to team up with Suzuki, as they had with the first Agila, and make the next generation a conventional five-door city car.

Set free from BMW ownership, Rover seemed to be thriving against the odds in 2002. Redesigned versions of its line-up had been surprise successes, but the firm needed new products to survive.

The first model was intended to replace the 45, and a hint at its looks was provided at that year’s Geneva show. The TCV (Tourer Concept Vehicle)
was an attractive, practical hatchback/MPV crossover, although Rover was ridiculed for putting a washing machine in the boot to demonstrate its versatility. Sadly, the money ran out before the production car ever saw the light of day. But the signs are that Rover’s new owner, Nanjing, might revive the project.

In recent years, Renault’s designs have been called many things, but retro has never been one of them. The company made an exception in 1996,
though, for the 50th anniversary of its 4CV, a car which was hugely popular in its home market.

As with the new Beetle, the Fiftie’s styling drew heavily on its ancestor, despite having modern underpinnings. But although the concept was well received, the French weren’t so sentimental that they wanted a new version of the old 4CV. And, as Renault doesn’t export to the biggest market for retro cars – the US – the model didn’t make economic sense.

Millionaires were spoiled for choice in 2003. BMW-owned Rolls-Royce had launched its all-new Phantom, and Mercedes had revived the Maybach name for a super-luxury saloon with a £250,000 price tag.

Cadillac wanted to get in on the act to show that it, too, had a rich heritage. The resulting 1,000bhp Sixteen had a 13.6-litre V16, 24-inch chrome wheels and an art deco-style interior. While GM bosses were keen to put it into production, the accountants won the battle, and made Caddy concentrate on mass market vehicles instead.

Only a year after Volkswagen took over Bentley, it revealed a shock supercar concept powered by two Passat W8 engines joined together at the 1999 Geneva Motor Show.

The BY 8.16 Hunaudières was light years ahead of Bentley’s conservative saloons and coupés of the time, and producing it would cash in on the firm’s planned return to Le Mans. A few months later, VW revealed a similar Bugatti concept, but there was money to make only one of them. In the
end, Bugatti built the fastest car in the world, powered by a W16, and Bentley made the Continental GT instead.

With the Griffith, Chimaera and Cerbera, TVR had achieved supercar performance and styling at half the usual price.

In 1997, boss Peter Wheeler wanted to build the world’s fastest production car and the 240mph, 1,000bhp 7.7-litre V12 Project 7/12, or Cerbera Speed 12, was created. When Wheeler took the prototype on the road, he felt it was too fast for anywhere but a track, and the plan was axed. The test car still exists, and is road registered.

In 1993, Aston revealed two cars at Geneva. One was the DB7 and the other, an equally dramatic four-door saloon called the Lagonda Vignale.

As the only competition was from Rolls-Royce and Bentley, it was widely assumed the Vignale would be built. Yet only three were made: the concept, a prototype and one for a wealthy Middle East customer who wouldn’t take no for an answer. Elements of the car later appeared in the Vanquish.

Building on the success of its Elise, Lotus wanted to expand the range in 1999. The result was the M250, which sat between the Elise and the Esprit, using the same sophisticated chassis technology as the former.

Lighter than a supermini, the concept used a relatively unimpressive 3.0-litre V6 to take it past 155mph. More than 1,000 deposits were taken but, two years later, the cash was returned with the news that the M250 was no longer feasible as it didn’t meet US regulations.