{"id":70755,"date":"2026-05-22T09:18:05","date_gmt":"2026-05-22T13:18:05","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=70755"},"modified":"2026-05-22T09:19:35","modified_gmt":"2026-05-22T13:19:35","slug":"concept-cars-as-catalysts-of-innovation-how-radical-prototypes-shaped-eight-decades-of-automotive-design-and-technology","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/concept-cars-as-catalysts-of-innovation-how-radical-prototypes-shaped-eight-decades-of-automotive-design-and-technology\/","title":{"rendered":"Concept Cars as Catalysts of Innovation: How Radical Prototypes Shaped Eight Decades of Automotive Design and Technology"},"content":{"rendered":"

How Have Concept Cars Shaped the Direction of Automotive Innovation?<\/p>\n

Concept cars have long served as the automotive industry\u2019s most visible laboratory, a space where the boundaries of design, technology, and cultural aspiration are tested\u2014sometimes to the point of absurdity, but often with lasting consequences. While the term \u201cconcept car\u201d is now frequently diluted to mean little more than a preview of an imminent production model, the historical record suggests that the most influential concepts have functioned as both provocation and prophecy. They are not merely exercises in style; rather, they are vehicles for institutional risk-taking, allowing manufacturers to trial radical ideas without the immediate pressures of market acceptance or regulatory compliance.<\/p>\n

The evidence suggests that concept cars have been most transformative when they have anticipated, rather than merely reflected, shifts in technological paradigms or consumer expectations. The Buick Y-Job of 1939, for example, did not invent the concept car as a category\u2014preceded by the Volvo Venus Bilo\u2014but it did institutionalize the practice within a major manufacturer, setting a template for design-led innovation. Features such as hidden headlights and electric windows, once the stuff of fantasy, became mainstream within a generation. The methodological limitation here is that not every concept car exerts such influence; many are quickly forgotten, and the causal link between concept and production is often indirect, mediated by economic cycles, regulatory shifts, and internal corporate politics.<\/p>\n

Why Do Some Concept Cars Become Cultural Touchstones While Others Fade?<\/p>\n

The persistence of certain concept cars in the collective imagination\u2014Buick LeSabre, Alfa Romeo BAT 5, Lincoln Futura\u2014raises the question of what distinguishes the truly influential from the merely novel. It is tempting to attribute this to technical innovation alone, but the evidence complicates this view. The Ford FX Atmos and GM Firebird series, for instance, were technologically audacious, featuring gas turbines, single-stick controls, and even early forms of autonomous guidance. Yet their impact was as much symbolic as practical: they crystallized the jet-age ethos and the postwar American faith in technological progress, even as most of their features proved commercially or technically unviable.<\/p>\n

The interpretive challenge is to disentangle the performative from the practical. The Lincoln Futura, immortalized as the Batmobile, achieved a kind of mythic status not because of its engineering, but because it captured a zeitgeist\u2014an intersection of media, design, and fantasy. Conversely, the Alfa Romeo BAT series, with their obsessive focus on aerodynamics, prefigured a later era\u2019s concern with efficiency and environmental constraint. The mainstream narrative often overlooks these second-order effects: concept cars may not always lead directly to production features, but they can recalibrate the industry\u2019s sense of what is possible or desirable.<\/p>\n

What Structural Forces Limit the Impact of Concept Cars?<\/p>\n

Despite their reputation for unbounded creativity, concept cars are constrained by a complex web of institutional, economic, and technological factors. The most obvious limitation is the gap between what is technically feasible in a one-off prototype and what can be mass-produced at scale. The Chrysler Turboflite\u2019s regenerative turbine, for example, was lighter than a V8 but never overcame issues of cost, reliability, and consumer acceptance. Similarly, the Jaguar C-X75\u2019s hybrid supercar ambitions were ultimately undone by the inability to make a compelling business case, despite technical collaboration with Williams Advanced Engineering.<\/p>\n

Vested interests within corporations also play a role. The fate of the BMW E1, an early electric and hybrid city car, was sealed not by technical shortcomings but by BMW\u2019s acquisition of Rover\u2014a strategic decision that redirected resources and delayed the company\u2019s entry into the small car segment. The evidence here suggests that concept cars are as much a barometer of internal politics as of external technological trends.<\/p>\n

Who Benefits\u2014and Who Is Excluded\u2014by the Concept Car Paradigm?<\/p>\n

The beneficiaries of concept car innovation are not always those one might expect. While the ostensible aim is to preview the future for consumers, the primary audience is often internal: designers, engineers, and executives seeking to shape corporate strategy or signal ambition to investors and rivals. The practical significance of concept cars for ordinary drivers is, under most conditions, deferred or diluted; features such as air conditioning, powered roofs, or drive-by-wire controls may take decades to trickle down, if they do at all.<\/p>\n

There are also demographic and geographic asymmetries. The 1950s American dominance in concept car culture coincided with a period of postwar affluence and industrial might, while European and Japanese manufacturers often used concepts to signal a different set of priorities\u2014efficiency, urban mobility, or modularity, as seen in the Italdesign Capsula or BMW E1. The structural blind spot is that concept cars rarely address the needs of lower-income or non-Western markets, reinforcing a vision of the future that is aspirational but exclusionary.<\/p>\n

Are Mainstream Interpretations of Concept Cars Too Narrow?<\/p>\n

Mainstream accounts tend to treat concept cars as linear antecedents to production models, a narrative that privileges technological determinism over the messier reality of institutional experimentation. This interpretation is incomplete. The evidence suggests that the true value of concept cars lies in their capacity to disrupt, to provoke debate, and to expand the horizon of what is considered possible\u2014even when the immediate outcome is failure or ridicule.<\/p>\n

Consider the BMW X Coup\u00e9 and its controversial \u201cflame surfacing\u201d design language. While widely criticized at launch, it forced a re-examination of automotive aesthetics and ultimately influenced the broader industry. Similarly, the GM Hy-wire\u2019s radical rethinking of cabin architecture, enabled by drive-by-wire and fuel cell technology, has yet to be realized in production but continues to inform the discourse around vehicle modularity and user experience.<\/p>\n

What Should an Informed Reader Conclude About the Future of Concept Cars?<\/p>\n

The historical record cautions against both utopian and cynical readings. Concept cars are neither mere marketing stunts nor reliable predictors of the future. Rather, they are sites of contestation\u2014between imagination and pragmatism, between institutional inertia and disruptive ambition. Their greatest utility may lie not in the specific features they preview, but in their capacity to challenge the industry\u2019s self-conception and to catalyze new forms of collaboration across design, engineering, and strategy.<\/p>\n

For the informed reader, the lesson is to treat concept cars as signals rather than blueprints. The most consequential innovations often emerge obliquely, through the interplay of technical possibility, cultural resonance, and institutional will. To understand where the automotive industry is headed, one must look not only at the concepts themselves, but at the structural forces that shape which ideas survive, which are suppressed, and which are transformed in the crucible of mass production.<\/p>\n","protected":false},"excerpt":{"rendered":"

\"Too<\/a><\/p>\n

Some go nowhere, but other concept cars really point to the future. We take stock of the most interesting and influential ones ever made<\/p>\n

\n

Too often, the term \u2018concept car\u2019 is now used to describe a thinly veiled production model that\u2019s about to hit showrooms.<\/p>\n<\/p>\n

But it wasn\u2019t always like that; there was a time when the description was reserved for the most cutting-edge <\/strong>designs that showed just how fertile an imagination could be.<\/span><\/p>\n

Here we take a look at more than eight decades <\/strong>of some of the most forward-thinking<\/strong>, influential concept cars <\/strong>ever created, but even with 10 <\/strong>times as many entries we could only ever hope to scratch the surface. Enjoy the ride:<\/span><\/p>\n

\n

Buick Y-Job (1939)<\/h2>\n

\"Buick\n<\/p>\n

General Motors\u2019 Y-Job is now considered to be the world\u2019s first concept car; it wasn\u2019t, as that title going to the Volvo Venus Bilo<\/strong> of 1933. But the Y-Job did make GM\u2019s design boss Harley Earl<\/strong> famous.<\/p>\n

Undeniably forward-thinking, the Y-Job featured hidden headlights<\/strong>, electric windows<\/strong> and a powered roof<\/strong>, concealed under a hard tonneau, and setting out overall design cues for American cars that would emerge after World War Two.<\/p>\n

\n

Buick LeSabre (1951)<\/h2>\n

\"Buick\n<\/p>\n

For an encore to his Y-Job, Harley Earl (pictured) came up with the LeSabre<\/strong>, which perfectly captured the optimism of the jet age <\/strong>and America\u2019s long post-war boom. Sitting a foot lower than contemporary production cars, the 335bhp <\/strong>V8-equipped LeSabre came with a wrap-around windscreen, hidden headlights and huge tailfins<\/strong> that set a trend for America\u2019s Big Three throughout the 1950s.<\/p>\n

It also incorporated a powered roof that could be activated automatically in the event of rain. It also brought in a fashion for jet-age American concepts – and production cars –\u00a0that would last for over a decade. So strap yourself in for the next few cars in this story:<\/p>\n

\n

Ford XL500 (1953)<\/h2>\n

\"Ford\n<\/p>\n

With push-button automatic transmission<\/strong> the XL-500 was supposed to provide effortless driving. The goldfish bowl problem presented by all that glass would be resolved by the then emerging technology of air conditioning<\/strong> that it featured.<\/p>\n

Standard equipment also included a telephone<\/strong> and built-in <\/strong>jacks in the event of a puncture.<\/p>\n

\n

Alfa Romeo BAT 5 (1953)<\/h2>\n

\"Alfa\n<\/p>\n

America didn\u2019t have the concept car monopoly. Italian design house Bertone <\/strong>produced a range of groundbreaking concept cars during the 1950s, of which this is perhaps the most striking. The concept pursued extreme aerodynamics<\/strong> \u2013 it had a Cd drag coefficient of just 0.23 <\/strong>– and light weight to move the envelope of the possible.<\/p>\n

It succeeded; despite a modest 100bhp <\/strong>engine, this 1100kg <\/strong>car could deliver a 120mph <\/strong>top speed. The BAT 7 the next year had a drag co-efficient of just 0.19<\/strong>.<\/p>\n

\n

Buick Wildcat II (1954)<\/h2>\n

\"Buick\n<\/p>\n

With its \u2018flying-wing<\/strong>\u2019 front end and glassfibre <\/strong>construction the Wildcat II was definitely a car of the future when it appeared in 1953 \u2013 the same year as the original Corvette<\/strong>. Focus on the centre section of this concept and you can see how similar it is to the earliest \u2018Vettes.<\/p>\n

\n

De Soto Adventurer II Coup\u00e9 (1954)<\/h2>\n

\"De\n<\/p>\n

The brief with this one was to come up with something super-slippery<\/strong> rather than ostentatious. As a result the Adventurer\u2019s clean lines are very understated but those afterburner-inspired<\/strong> tail lights give a hint of what was to come with later Chrysler <\/strong>concepts.<\/p>\n

\n

Ford FX Atmos (1954)<\/h2>\n

\"Ford\n<\/p>\n

The FX stood for Future Experimental<\/strong>, those spears on the front were aerials to help control the car to stop it running into vehicles in front, and the \u2018Atmos\u2019 was taken from atmosphere<\/strong>, which Ford said \u201ccame from free and unlimited creative thinking\u201d.<\/p>\n

With a glass canopy, seating for three <\/strong>and a pair of aircraft-style fins, this was truly a jet-age – or even space-age – design.<\/p>\n

\n

GM Firebird I (1954)<\/h2>\n

\"GM\n<\/p>\n

The first of three General Motors Firebird concepts<\/strong>, this one featured a single-stick <\/strong>control system which dispensed with the steering wheel, accelerator and brake.<\/p>\n

Because it was located in the middle of the car either the driver or passenger could operate it; power came from a gas turbine <\/strong>which could be used to power a house via a built-in generator. And just look at it\u2026<\/p>\n

\n

Ford Mystere (1955)<\/h2>\n

\"Ford\n<\/p>\n

You wouldn\u2019t want to have to fit a new windscreen to this beauty as it stretched right the way round the car from behind each door<\/strong>. To get in and out the whole vehicle tilted up as a canopy.<\/p>\n

The cabin was air conditioned <\/strong>and power came from a rear-mounted gas turbine<\/strong>.<\/p>\n

\n

Lincoln Futura (1955)<\/h2>\n

\"Lincoln\n<\/p>\n

Best known for its starring role in the original Batman<\/strong> TV series, the Futura deserves a place in this story for looking like nothing else thanks to its twin Plexiglass domes<\/strong> along with fins front and rear.<\/p>\n

Ford spent $250,000 <\/strong>(around $2.5 million in today\u2019s money) building this 300bhp <\/strong>V8-powered running concept which also featured a push-button automatic transmission.<\/p>\n

\n

Buick Centurion (1956)<\/h2>\n

\"Buick\n<\/p>\n

The rear end of this car was clearly inspired by a jet fighter<\/strong>, with all of its lines converging on a single spot.<\/p>\n

This deserves special mention here as instead of rear-view mirrors there was a camera in the tail which beamed pictures to a TV screen<\/strong> on the dash \u2013 a technology that only now is making its way into production cars. The whole of the top of the car was made of glass, with just a few thin pillars to aid rigidity.<\/p>\n

\n

GM Firebird II (1956) & III (1958)<\/h2>\n

\"GM\n<\/p>\n

GM was in the market for a follow up to the Firebird 1 <\/strong>(pictured left). Constructed from titanium, Firebird II <\/strong>(centre) was designed to be run on guided roadways \u2013 so it was something of a forerunner to today\u2019s autonomous cars<\/strong>.<\/p>\n

Two years later, GM followed it with the Firebird III <\/strong>(right). This time Harley Earl (pictured) sought to move the inspiration on from jet planes to space rockets. As such it was even more extreme than its predecessors and featured automatic guidance<\/strong>, a 225bhp <\/strong>turbine, climate-control and automatic lighting<\/strong>.<\/p>\n

It was Earl\u2019s swansong \u2013 he retired the same year, after an extraordinary 30 years running the design operation of GM, a period when the company came to dominate the American car world and become the world\u2019s largest company into the bargain.<\/p>\n

\n

Oldsmobile Golden Rocket (1956)<\/h2>\n

\"Oldsmobile\n<\/p>\n

With much of the rest of the industrialised world focusing on rebuilding cities destroyed during the war, nobody could keep up with the Americans in the 1950s, with one futuristic concept appearing after another. The Golden Rocket packed a 275bhp <\/strong>punch from its 3.2-litre <\/strong>V8, and it introduced us to powered steering column<\/strong> adjustment.<\/p>\n

Its party piece though was the seats rose up<\/strong> and swivelled outwards<\/strong> when the doors were opened. All these features made it into production cars shortly afterwards. One feature that did not were the roof panels<\/strong> that hinged upwards so it was easier to get in and out.<\/p>\n

\n

Ford X-1000 (1957)<\/h2>\n

\"Ford\n<\/p>\n

The X-1000 was designed by Alex Tremulis so that the engine could be mounted either in the nose or the tail. The luxurious cabin featured a TV<\/strong> and hi-fi<\/strong> system<\/strong> while there was a retractable canopy for the two seats, which allowed the car to be driven as a convertible or bubble-topped coup\u00e9.<\/p>\n

\n

XP-700 Corvette (1958)<\/h2>\n

\"XP-700\n<\/p>\n

Effectively a rebodied Corvette, the XP-700 <\/strong>featured a distinctive nose design design and a bubble-top canopy that had a space-age feel about it.<\/p>\n

Purely a design study, the XP-700 also ditched a conventional rear-view mirror and instead featured a periscope<\/strong> for an unobstructed view of the road behind.<\/p>\n

\n

Cadillac Cyclone (1959)<\/h2>\n

\"Cadillac\n<\/p>\n

Cadillac had to look on as its corporate cousins got all the concept car glory, but in 1959 it too joined the great futuristic party with its Cyclone<\/strong>.<\/p>\n

Those black cones in the nose were equipped with radar<\/strong> to help the Cyclone\u2019s driver avoid anything in the way, a precursor to what we know today as adaptive cruise control<\/strong>. The cockpit meanwhile was protected by a single-piece plastic canopy coated with vapourised silver to deflect the sun\u2019s rays.<\/p>\n

\n

Chrysler Turboflite (1961)<\/h2>\n

\"Chrysler\n<\/p>\n

The Turboflite was certainly an innovative car, but it wasn\u2019t without its shortcomings. The Turboflite\u2019s regenerative turbine<\/strong> weighed half as much as an equivalent V8 internal combustion engine.<\/p>\n

As soon as one of the doors was opened the glass canopy was raised electrically and an air brake popped up as soon as the hydraulic brake was applied, in a bid to help out the mechanical braking system. Today, air brakes <\/strong>are extremely rare \u2013 one of the few to have them is the McLaren 675LT<\/strong>.<\/p>\n

\n

GM Runabout (1964)<\/h2>\n

\"GM\n<\/p>\n

Charming in its simplicity, the Runabout <\/strong>was a three-wheeled city car with the aerodynamics of an arrow<\/strong>. In the boot were two integral shopping trolleys so you could load up on cheap beer.<\/p>\n

Inside there was seating for five<\/strong>; two up front and three in the back. Shopping cars still don\u2019t look like this, unfortunately.<\/p>\n

\n

Lamborghini Marzal (1967)<\/h2>\n

\"Lamborghini\n<\/p>\n

Few sixties concepts were as glassy as this one; the Marzal featured 48.4 square feet <\/strong>of the stuff, but exploited the relatively new wonder of air conditioning to ensure it wouldn\u2019t be a problem in warm climates.<\/p>\n

Designed by Bertone <\/strong>and clearly leading to the Lamborghini Espada<\/strong>, the Marzal featured an abundance of hexagons in its design. Power came from half a Lamborghini V12<\/strong>; a 175bhp <\/strong>six-cylinder unit mounted over the rear axle.<\/p>\n

\n

Alfa Romeo Carabo (1968)<\/h2>\n

\"Alfa\n<\/p>\n

Penned by Marcello Gandini<\/strong>, the Carabo (Italian for Beetle) was based on the mid-engined V8-powered Alfa Romeo Tipo 33<\/strong>. This was essentially an updated Lamborghini Miura<\/strong>, another Gandini design.<\/p>\n

The Lambo suffered front-end lift at speed so this car fixed that. It also introduced the world to beetle-wing doors<\/strong>, later put into production on the Countach<\/strong>.<\/p>\n

\n

Mercedes-Benz C-111 (1969)<\/h2>\n

\"Mercedes-Benz\n<\/p>\n

We call it a concept car, though Mercedes would term it a research vehicle<\/strong>. First unveiled in 1969, the gull-winged wonder sported a 280bhp <\/strong>three-rotor Wankel <\/strong>engine. In 1970 a refreshed car was wheeled out with a four-rotor powerplant then in 1978 an all-new car emerged, with diesel <\/strong>power, as pictured.<\/p>\n

Extremely aerodynamic, as a diesel it broke a speed record for that fuel of 200mph<\/strong> in 1978, and a year later with a 4.8-litre <\/strong>petrol V8 it achieved the extraordinary average lap speed of 251mph<\/strong>. A total of\u00a016 <\/strong>cars were produced.<\/p>\n

\n

Buick Century Cruiser (1969)<\/h2>\n

\"Buick\n<\/p>\n

Designed originally as the Firebird IV <\/strong>in 1964, this high-performance car was designed as an autonomous car<\/strong> with all of the comforts of a living room. As such the seats could recline and swivel, there was a TV<\/strong> and pull-out table and even a built-in fridge. Looking at the picture it\u2019s hard to see how they fitted that lot in; it must have been very cosy inside…<\/p>\n

But it was certainly very forward thinking \u2013 many concept cars of today are looking forward to the idea of a living space on wheels<\/strong> as autonomy changes the way we think about personal transport, but 50 <\/strong>years ago the idea must have seemed unearthly.<\/p>\n

\n

Lancia Stratos Zero (1970)<\/h2>\n

\"Lancia\n<\/p>\n

The seventies was the decade of The Wedge<\/strong> and this was one of the wedgiest concepts ever dreamed up. It was also one of the lowest at just 83cm<\/strong>.<\/p>\n

Another Marcello Gandini confection, the Stratos Zero <\/strong>featured a 115bhp 1.6-litre <\/strong>V4 from the Lancia Fulvia, so was rather slower than it looked. But it ushered in a design theme that was to dominate supercar design for the next 15 years <\/strong>or so.<\/p>\n

\n

Maserati Boomerang (1971)<\/h2>\n

\"Maserati\n<\/p>\n

Taking the styling themes set down by the Carabo and Stratos Zero, the Boomerang showed how a wedge-shaped car could be packaged for real-world use.<\/p>\n

It led directly to cars such as the Lotus Esprit<\/strong> and DeLorean DMC-12<\/strong>. The 4.7-litre <\/strong>V8 drivetrain was borrowed from the Maserati Bora<\/strong>.<\/p>\n

\n

Ford Probe (1979-1985)<\/h2>\n

\"Ford\n<\/p>\n

Over a six year period, Ford dreamed up a series of five <\/strong>concepts that tested aerodynamics to the limit. Some were more inspiring than others; the third iteration led directly to the introduction of the \u2018jellymould\u2019 Sierra while the 1985 Probe V (pictured) still looks ultra-modern, with its drag co-efficient of just 0.137 <\/strong>\u2013 the same as an F-16 fighter jet<\/strong>.<\/p>\n

\n

Ford Ghia Cockpit (1981)<\/h2>\n

\"Ford\n<\/p>\n

Revisiting the microcar<\/strong> formula of the 1950s, the Cockpit <\/strong>could seat two in tandem and it was designed as an economy car for urban streets.<\/p>\n

Small, easy to park and ultra-frugal, power came from a 200cc <\/strong>single-cylinder motorcycle engine that peaked at 12bhp<\/strong>, and which could deliver 75mpg <\/strong>around town. A forward-look into future personal mobility.<\/p>\n

\n

Italdesign Capsula (1982)<\/h2>\n

\"Italdesign\n<\/p>\n

It may have looked more than just a bit weird but the Capsula really pushed the boundaries when it came to packaging<\/strong>. Here was a car that could be a car, van or just about any other type of vehicle, just by plonking a different bodyshell onto the chassis that contained all of the Alfasud <\/strong>boxer engine and running gear.<\/p>\n

\n

MG E-XE (1985)<\/h2>\n

\"MG\n<\/p>\n

Perennially broke British Leyland\/Austin Rover\/MG Rover<\/strong> rarely created pricey concept cars, but this E-XE <\/strong>proved they could pull it off when they tried.<\/p>\n

It clearly influences the MGF <\/strong>sports car that arrived a decade after the E-XE made its first appearance, complete with Metro<\/strong> 6R4<\/strong> running gear. We reckon it still looks great today, not bad for an eighties concept aged 34<\/strong>.<\/p>\n

\n

GM CERV III (1990)<\/h2>\n

\"GM\n<\/p>\n

GM showed its first CERV (Chevrolet Engineering Research Vehicle) concept in 1962 and followed it up two years later. The third iteration was a very different beast and while it was a looker, it was the engineering that set it apart.<\/p>\n

The car\u2019s raison d\u2019etre was to be capable of being driven at massive speeds – 200mph <\/strong>– without the need for super-human skills \u2013 even if driven on tricky or slippery surfaces. Its design language can clearly be seen in the Corvette C5<\/strong> that arrived in 1997.<\/p>\n

\n

BMW E1 (1991)<\/h2>\n

\"BMW\n<\/p>\n

The smallest cars are often the most innovative, and so it was here with a concept first seen in 1991 then reimagined for 1993. While the first iteration came with electric propulsion only, a redesign two years later led to three powertrains being engineered: petrol, electric and petrol-electric hybrid, and a lightweight aluminium bodyshell<\/strong> to cut weight.<\/p>\n

This concept was important as it showed the world what a small <\/strong>BMW could look like, at a time when the company \u2013 like its main German rivals \u2013 were associated with conventional saloons.<\/p>\n

It\u2019s said that this car might have been made production had the company not instead bought Rover<\/strong>, and concluded it could do BMW\u2019s small cars instead; that didn\u2019t end well, but BMW did at least get Mini<\/strong> from its misadventure, which has flown the small car flag for the company since. We finally got a small BMW-badged car with the first 1 Series<\/strong> of 2004.<\/p>\n

\n

Volvo ECC (1992)<\/h2>\n

\"Volvo\n<\/p>\n

When the first-generation Volvo S80 <\/strong>went out of production in 2006 it didn\u2019t look especially dated \u2013 yet it aped the ECC<\/strong> (Environmental Concept Car) that had first been seen as far back as 1992.<\/p>\n

Designed to save the planet in use <\/strong>and its occupants in a crash<\/strong>, the ECC was light, slippery, strong and frugal; motive power was courtesy of a gas turbine combined with an electric motor.<\/p>\n

\n

Dodge ESX3 (2000)<\/h2>\n

\"Dodge\n<\/p>\n

For a 21st century car the Dodge ESX3 <\/strong>may not have looked cutting-edge, but underneath that sober skin was something rather interesting \u2013 a diesel-electric hybrid <\/strong>powertrain. Honda <\/strong>and Toyota <\/strong>hadn\u2019t long introduced their Insight and Prius respectively, yet as far back as 1996 Dodge had shown its first ESX hybrid concept \u2013 with the sequel following in 1998.<\/p>\n

\n

Jaguar F-Type (2000)<\/h2>\n

\"Jaguar\n<\/p>\n

Jaguar has done a pretty magnificent job with the production F-Type <\/strong>that arrived in 2013. But this is what the F-Type could have looked like; this speedster concept<\/strong> made its debut at the Detroit motor show in 2000 and looked utterly sensational, though not exactly production-ready with its lack of weather gear and an almost complete lack of practicality.<\/p>\n

Jaguar\u2019s then-owner Ford <\/strong>however decided to spend its money on an ill-starred Formula One <\/strong>campaign instead, so the F-Type idea was canned for another decade or so. The 200 <\/strong>concept is now displayed at the British Motor Museum<\/strong> at Gaydon.<\/p>\n

\n

BMW X Coup\u00e9 (2001)<\/h2>\n

\"BMW\n<\/p>\n

BMW came in for a lot of stick at the start of the 21st century thanks to design chief Chris Bangle<\/strong> and his radical styling ideas. One of the most obvious was the \u2018flame surfacing\u2019 that played tricks with the light down the car\u2019s flanks.<\/p>\n

The X Coup\u00e9 also featured swivelling headlights, directed by GPS and a 3.0-litre <\/strong>diesel engine \u2013 a form of propulsion almost unheard of in a sporting coup\u00e9. Controversial or not, Bangle\u2019s themes were certainly influential and made him one of the world\u2019s most famous car designers.<\/p>\n

\n

Cadillac Sixteen (2003)<\/h2>\n

\"Cadillac\n<\/p>\n

GM has come up with some outlandish concepts over the years, but few can top the Cadillac Sixteen, with its 13.6-litre V16<\/strong> that was reputedly good for 1000bhp<\/strong>.<\/p>\n

Nothing like it was ever going to enter production, but it did introduce a new design language for Cadillac <\/strong>that\u2019s still current; take a look at a 2019 Escalade<\/strong> if you don\u2019t believe us.<\/p>\n

\n

GM Hy-wire (2003)<\/h2>\n

\"GM\n<\/p>\n

One day all cars will be like this. Thanks to everything being controlled through drive-by-wire<\/strong> tech there were no mechanical linkages in the cabin, allowing it to be completely opened up.<\/p>\n

The fuel cell tech<\/strong> was all enclosed in the sandwich chassis; the three-phase motor provided 126bhp <\/strong>when running continuously, but 173bhp <\/strong>could be summoned for short bursts.<\/p>\n

\n

Holden Efijy (2005)<\/h2>\n

\"Holden\n<\/p>\n

Concept cars usually look forward, not back. But the Holden Efijy from GM\u2019s Australian arm looked so fabulous that it didn\u2019t really matter.<\/p>\n

A tribute to its legendary FJ<\/strong> from the \u201850s (hence the name), the Efijy was based on a C6 Corvette<\/strong> and utilised that car\u2019s supercharged 6.0-litre LS2 V8<\/strong>.<\/p>\n

\n

BMW EfficientDynamics (2009)<\/h2>\n

\"BMW\n<\/p>\n

It led directly to the introduction of the i8<\/strong> but the BMW Vision EfficientDynamics <\/strong>is much more than that. It pioneered a new type of performance car that mixed high-tech lightweight materials with a hybrid <\/strong>powertrain \u2013 and the best part is that now, if your pockets are deep enough, you can buy one of your own in the BMW i8.<\/p>\n

BMW were loudly stating that if the future was electric, it could also be alluring<\/strong>.<\/p>\n

\n

Renault Dezir (2010)<\/h2>\n

\"Renault\n<\/p>\n

You\u2019ll have to look long and hard to find a concept car that looks as beautiful as this one. First shown at the 2010 Paris motor show, the Renault Dezir <\/strong>was a pure-electric concept<\/strong> that offered a glimpse into an eco-friendly future where you could have beauty and brains in one compact package.<\/p>\n

Nine years on, the Dezir still looks stunning<\/strong>.<\/p>\n

\n

Jaguar C-X75 (2010)<\/h2>\n

\"Jaguar\n<\/p>\n

We got so close to being able to buy one of these gorgeous 778bhp <\/strong>hybrid supercars, but in the end the business case just didn\u2019t stack up. Built in conjunction with Williams Advanced Engineering<\/strong>, the plan was to build up to 250 <\/strong>examples at around \u00a31m <\/strong>apiece, but it wasn\u2019t to be \u2013 although a villain got to drive one in the film Spectre<\/strong>, chasing James Bond in his Aston Martin DB10 <\/strong>round the streets of Rome.<\/p>\n

When its designer Ian Callum<\/strong> retired from Jaguar in June 2019, one of his biggest regrets was that this car didn\u2019t make production.<\/p>\n

\n

BMW Next 100 (2016)<\/h2>\n

\"BMW\n<\/p>\n

Launched to mark its centenary<\/strong>, BMW pulled out all the stops with this one. The self-driving<\/strong> Next 100 pioneered new design and construction techniques that incorporated carbonfibre <\/strong>structures for lightness and strength.<\/p>\n

It was super-slippery too, with a drag co-efficient of just 0.18 Cd<\/strong>.<\/p>\n

\n

DS E-Tense (2016)<\/h2>\n

\"DS\n<\/p>\n

So far, the DS brand has brought us mainly reheated Citro\u00ebns, but this all-electric concept that made its debut at the Geneva salon in 2016 showed just what the PSA brand was capable of.<\/p>\n

Looking like a mid-engined supercar<\/strong>, the 400bhp <\/strong>luxury coup\u00e9 was the car of the show for many \u2013 so it\u2019s a shame there are no plans for production.<\/p>\n

\n

Volkswagen ID.3 (2016)<\/h2>\n

\"Volkswagen\n<\/p>\n

Take a close look at this car, as the chances are you\u2019ll be seeing an awful lot of them in the future. This concept was unveiled at the Paris motor show, and previews a range of small all-electric cars from Volkswagen<\/strong>. So far, so unradical.<\/p>\n

The difference is that the car promises a range of up to 340 miles<\/strong>, and a sale price starting at \u00a325,000<\/strong> \u2013 more or less what you\u2019ll pay for a conventionally-powered high-end Golf <\/strong>today. First deliveries will begin in early 2020.<\/p>\n

\n

Lagonda All-Terrain Concept (2019)<\/h2>\n

\"Lagonda\n<\/p>\n

We credit this car from Aston Martin<\/strong> for the way it reimagines personal transport. Instead of a car, it seeks to deliver a private jet-like <\/strong>travelling experience, shuttling its well-heeled occupants from one place to the next in silence, oblivious to the outside world and its occasional tiresomeness.<\/p>\n

All-electric power promised a range of 400 miles; <\/strong>sadly new management arrived at Aston and cancelled plans for production.<\/p>\n

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