Cars that are ahead of their time
Discussion
My nomination goes to the Audi A2. I've seen a few recently, all in silver, and I must say they look very modern and fresh considering they were launched 13 years ago. The economy and performance seems to compare with modern cars too. I know cars have progressed but the A2 seemed such a leap forward. Any other takers?
Thankyou4calling said:
My nomination goes to the Audi A2. I've seen a few recently, all in silver, and I must say they look very modern and fresh considering they were launched 13 years ago. The economy and performance seems to compare with modern cars too. I know cars have progressed but the A2 seemed such a leap forward. Any other takers?
The A2 was definitely ahead of it's time! You get a vote from me with that one. Maybe not in engineering terms, and I may be on my own here, but Jags seem to look their best about 5-10 years after they go out of production. I saw a previous model XK8 in Florence about 3 years ago, first time the looks really clicked for me.
Agree on the A2 though, maybe to a lesser extent the A-class?
Agree on the A2 though, maybe to a lesser extent the A-class?
Launched in 1985 the XT was loaded with features rarely found on small cars, such as a turbocharger, a computer-controlled engine and transmission, adjustable height suspension and an optional digital instrument cluster. The air suspension was inspired by various manufacturers who used Hydropneumatic suspension, such as Citroen, and Mercedes-Benz. The XT also had some features found on few other cars, such as an electronic in-dash trip computer, retractable flaps covering the door handles, and a single wiper blade for the entire windscreen.
The inside of the car had many aircraft-like features such as pod mounted lighting, climate control and wiper controls. The standard tilting-telescoping steering moved the instrument panel to keep it lined up with the steering column when tilting. The shifter was joystick-shaped and had a thumb trigger interlock and "on-demand" four-wheel drive button. Turbo models featured a sort of artificial horizon orange backlit liquid crystal instrument display with the tachometer, boost indicator, temperature and fuel gauges seen as three-dimensional graphs tilting back out to the horizon.
In stark contrast to the boxy, angular XT, the 1995 SVX had curvy lines designed by Giugiaro and an unusual, aircraft-inspired "glass-to-glass canopy" with two-piece power side windows. The windows are split about two-thirds of the way from the bottom, with the division being parallel to the upper curve of the door frame. These half-windows are generally seen on exotic vehicles with "scissor", "gull-wing", or "butterfly" doors, such as the Lamborghini Countach, De Lorean DMC-12 (another Giugiaro design), and the McLaren F1. The SVX's aerodynamic shape allowed it to maintain the low drag coefficient of Cd=0.29, previously established by the XT coupe it replaced.
1948 Tucker - http://en.wikipedia.org/wiki/1948_Tucker_Sedan
Wikipedia said:
Innovative design features.
Some components and features of the car were innovative and ahead of their time. The most recognizable feature of the Tucker '48, a directional third headlight (known as the "Cyclops Eye"), would activate at steering angles of greater than 10 degrees to light the car's path around corners. At the time, 17 states had laws against cars having more than two headlights. Tucker fabricated a cover for the cyclops center light for use in these states.
The car was rear-engined and rear wheel drive. A perimeter frame surrounded the vehicle for crash protection, as well as a roll bar integrated into the roof. The steering box was behind the front axle to protect the driver in a front-end accident. The instrument panel and all controls were within easy reach of the steering wheel, and the dash was padded for safety. The windshield was made of shatterproof glass and designed to pop out in a collision to protect occupants. The car's parking brake had a separate key so it could be locked in place to prevent theft. The doors extended into the roof, to ease entry and exit. The engine and transmission were mounted on a separate sub frame which was secured with only six bolts. The entire drivetrain could thus be lowered and removed from the car in minutes. Tucker envisioned loaner engines being quickly swapped in for service in just 30 minutes.
Tucker envisioned several other innovations which were later abandoned. Magnesium wheels, disc brakes, fuel injection, self-sealing tubeless tires, and a direct-drive torque converter transmission were all evaluated and/or tested but were dropped on the final prototype due to cost, engineering complexity, and lack of time to develop.
Tucker initially tried to develop an innovative engine. It was a 589 cubic inches (9.65 L) flat-6 cylinder with hemispherical combustion chambers, fuel injection, and overhead valves operated by oil pressure rather than a camshaft. An oil pressure distributor was mounted inline with the ignition distributor and delivered appropriately timed direct oil pressure to open each valve at the proper interval. This unique engine was designed to idle at 100 rpm and cruise at 250-1200 rpm through the use of direct drive torque converters on each driving wheel instead of a transmission. These features would have been auto industry firsts in 1948, but as engine development proceeded, problems appeared. The 589 engine was installed only in the test chassis and the first prototype.
Some components and features of the car were innovative and ahead of their time. The most recognizable feature of the Tucker '48, a directional third headlight (known as the "Cyclops Eye"), would activate at steering angles of greater than 10 degrees to light the car's path around corners. At the time, 17 states had laws against cars having more than two headlights. Tucker fabricated a cover for the cyclops center light for use in these states.
The car was rear-engined and rear wheel drive. A perimeter frame surrounded the vehicle for crash protection, as well as a roll bar integrated into the roof. The steering box was behind the front axle to protect the driver in a front-end accident. The instrument panel and all controls were within easy reach of the steering wheel, and the dash was padded for safety. The windshield was made of shatterproof glass and designed to pop out in a collision to protect occupants. The car's parking brake had a separate key so it could be locked in place to prevent theft. The doors extended into the roof, to ease entry and exit. The engine and transmission were mounted on a separate sub frame which was secured with only six bolts. The entire drivetrain could thus be lowered and removed from the car in minutes. Tucker envisioned loaner engines being quickly swapped in for service in just 30 minutes.
Tucker envisioned several other innovations which were later abandoned. Magnesium wheels, disc brakes, fuel injection, self-sealing tubeless tires, and a direct-drive torque converter transmission were all evaluated and/or tested but were dropped on the final prototype due to cost, engineering complexity, and lack of time to develop.
Tucker initially tried to develop an innovative engine. It was a 589 cubic inches (9.65 L) flat-6 cylinder with hemispherical combustion chambers, fuel injection, and overhead valves operated by oil pressure rather than a camshaft. An oil pressure distributor was mounted inline with the ignition distributor and delivered appropriately timed direct oil pressure to open each valve at the proper interval. This unique engine was designed to idle at 100 rpm and cruise at 250-1200 rpm through the use of direct drive torque converters on each driving wheel instead of a transmission. These features would have been auto industry firsts in 1948, but as engine development proceeded, problems appeared. The 589 engine was installed only in the test chassis and the first prototype.
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