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In 1992, Mauro Forghieri, a noted Ferrari engineer, was entrusted with the development of the EB 112. The coachwork was designed by Italdesign. Presented at the 1993 Geneva Tradeshow, this 4-seater saloon was to be added to the Bugatti model range in 1996, but never made it past the prototype phase.
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Monteverdi High Speed 375-4, 340 PS Limousine (1970-1970). The 375/4 was one of the fastest, and most expensive sport-sedans of the 70's, and showed also some luxury, TV included. It is rumored that about two dozens of the 375/4 were built, well, at the Monteverdi museum you can see four of these rare sedans.
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In 1971 toonde Henri Chapron op de Autosalon van Parijs een vierdeurs SM. De auto is aanzienlijk langer dan de coupé en de cabriolet en dat komt vooral de binnenruimte voor de achterpassagiers ten goede. De vormgeving is ook van de toenmalige Citroën-ontwerper Robert Opron.
Pierre Bercot, destijds president-directeur van Citroën, was een verklaard tegenstander van een vierdeursvariant omdat het het karakter van de Grand Tourismewagen die de SM in opzet was, zou vernietigen. Bovendien had hij andere plannen voor een toplimousine.
Chausson en Heuliez hebben ieder eigen varianten van een vierdeurs SM ontworpen, maar ze zijn nooit geproduceerd. De meeste van de acht (anderen zeggen twaalf) Opéra's zijn in Spanje verkocht. Koning Juan Carlos heeft er destijds een gehad. Momenteel is één Opéra in het bezit van een Nederlands clublid en zijn er in totaal ongeveer zes exemplaren bekend.
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The Italian coach builder Pietro Frua created the only four-door Lamborghini in existence in 1978, the Frua Faena was created on a reinforced 1974 Espada Series II chassis (nr. 18224). It took Pietro Frua 8 months to create his four door Lamborghini, he stretched the standard Espada chassis 178 mm (7 in) to accommodate the rear seats and ended up with a car totalling 4586 mm (18 ft) in length which added 200 Kg (440 pounds) to the total weight, the wheelbase went to 2830 mm, with a width of 1900 mm and a total height of only 1250 mm, the Faena really looked impressive.
This 'special' was revealed on the 57th Salone internazionale dell'Automobile, in Turin during the spring of 1978, it was shown again to the public on the 1980 Geneva Auto Show. The car's lines looked clean at the front, with big headlights mounted in twin pop-up units, but the rear design spoiled the car, it did however include a sliding sunroof unlike the weird looking glass panel found on one specific Espada.
The Frua Faena didn't prove a success, although it was very nicely built, and Pietro Frua hoped it could be produced in small quantities, but this show car was the only one ever produced. Presented 30 years before the Estoque, its the very first 4-door Lamborghini.
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The Lagonda brand had been moribund for a decade when Aston Martin revived it in 1974 as the model name for a new four-door saloon based on the existing two-door V8. A prototype ('MP/230/1') had been used by AML chairman David Brown in 1969 but the project would not come to fruition until after his departure and Aston Martin's acquisition by Company Developments.
Launched at the London Motor Show in October 1974, the new Lagonda was 305mm (12") longer in the wheelbase than the two-door V8 whose engine and running gear it shared and to which it bore an understandably strong resemblance. Priced at £14,040, including Purchase Tax, at the time of its launch, the Lagonda cost 24% more than the contemporary V8 and thus was one very expensive motor car. The first example completed was for Aston Martin's then chairman, William Wilson. Unfortunately, the ongoing Middle East 'oil crisis' and other economic woes meant that the market for a 160-mph luxury saloon had declined sharply.
An exclusive model even by Aston Martin standards, the Lagonda was catalogued until June 1976, by which time only seven had been made. Chassis numbers ranged from '12001' to '12007', while a further example - chassis '12008' - was sanctioned at a later date. Of the seven cars built in period, five were completed with automatic transmission (like this example) and only two with the ZF five-speed manual gearbox.
Aston Martin Lagonda Series 1 (1970-1975).
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1968 saw the last new Jaguar launched under the leadership of the company's founder, Sir William Lyons. His vision of the new XJ (standing for Experimental Jaguar) replacing all of the company's saloon worked and would in fact support the company until the end of the century...
XJ6 was a slim, elegant design, drastically different from the big Mk X. The engine was 2.8 litre or 4.2 liters XK-series inline-6, developing 129 kW and 305 Nm of torque, giving the car a solid performance. Rear independent suspension was nearly identical to the one found on the E-type. This not only provided superior handling but also reduced noise and vibration thanks to its rubber mounts. The dash and instrumentation was very conservative and similar to what Jaguar drivers were used to in the Mark II, Mark X and even the E-type. As result of the sleek lines, interior space (especially in the back) was really the only deficiency of the new XJ6.
Victim of its own success, early deliveries were slow as Jaguar's attempt to meet the demand and were hampered by delays in body manufacturing; the first cars were suffering from quality control problems. Despite these, the XJ6 was so superior to its competition than buyers were willing to wait and could even resell their just delivered XJ6s at a profit should they want to.
In 1972 Jaguar launched the XJ12, it developed 189 kW and 406 Nm of torque. The XJ12 was Sir William Lyons final achievement before his retirement that same year and the numbers speak for themselves: one of the fastest production four seater in the world at 225 kph and 0-100 times of 7.5 seconds.
Jaguar XJ series I (1968 - 1973).
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De Tomaso Deauville is a large four-door sedan first exhibited at Turin Motor Show 1970. The car was powered by the same 330 hp, 351 in³ (5763 cc) Ford Cleveland V8 as the De Tomaso Pantera. The car had a top speed of 230 km/h (143 mph) and featured styling similar to that of the Jaguar XJ.
The Deauville had an independent rear suspension very similar to that used by Jaguar, and ventilated discs in all four wheels. It shares its chassis with the Maserati Quattroporte III.
A total of 244 Deauvilles were produced. There were three Deauville variants: the early series 1 (1970–1974: serial number 10##, 11## and 12##), late series 1 (1975–1977: serial numbers 14##) and the series 2 (1978–1985: serial numbers 20## and 21##). De Tomaso Deauville (1970-1985).
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A car of great pedigree with a sumptuous interior. In 1963, Maserati departed from the confines of the sporting coupé to produce a luxury saloon with the performance of a gran turismo. A challenge that even Ferrari never took on. A lineage that has passed through many models and survived up until the present day.
Maserati made about 675 Quattroporte from 1963-1971 (first introduced at the Turin Show and designed by Frua). The QP I was part of the following portfolio: 3500 GT (Touring 2+2 and spyder from Vignale), the 3500 GTI Coupé Touring also known as the Vignale Sebring, the 5000 GT 2+2 from Allemano for a total of height models when Ferrari at that time use to have only four...
The Quattroporte can hold its weight today, in terms of both interior and performance, and is still driven in maximum safety and comfort. Lastly, of all the collectors' cars available today, it has probably the best quality-performance-price ratio.
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The 1982-1991 Bentley Mulsanne Turbo was the first "blower Bentley" in 50 years. The original Turbo was announced two years behind the Bentley Mulsanne/Rolls-Royce Silver Spirit on which it was based.
Launched at the Geneva Motor Show in 1982 and produced until 1985 was the Mulsanne Turbo. There was a 50% increase in power thanks to the Garrett AiResearch turbocharger. There was the usual highly polished walnut veneered fascia, blemish-free leather and carpets and headlining of pure wool for the interior. 498 short wheelbase and 18 long wheelbase Mulsanne Turbos were built.
The Mulsanne Turbo was replaced by the Turbo R, which used a fuel injected version of the same engine. A British racing green Turbo has been used in the two James Bond stories Nobody Lives Forever and Role of Honour by John Gardner.
The Bentley Mulsanne Turbo and Turbo R should be the most collectible of the Spirit generation, and the quickest, most distinctive Bentleys since the S-type Continental, with the Turbo R having the edge in esteem thanks to its more capable handling.
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BMW 2500-3.3LI 1968-1977 (E3,E9) (1968-1977) The line of six cylinder luxury cars produced at the time to compete against Mercedes Benz. The sedan (E3) and coupe (E9) provied to earn quite a reputable name in auto racing. Models were given names denoting their engine sizes, and suffixes to indicate the long-wheelbase (L) and fuel injection (i) available on later cars. The coupés were all named CS, followed by i (for fuel injection models) or L (for light-weight models, which also had fuel injection and higher power).
BMW produced 2 lines of 6-cylinder large luxury cars, the 2+2 coupe E9 and the 4-door sedan E3. The first "New Six" sedan models, the 2.5-L 2500 and the 2.8-L 2800, were introduced in Europe in 1968. And then the 3.0-L 3.0S and its fuel-injected version, the 3.0Si was added in 1971. In 1973, the first long wheel base (LWB) version was added, the 3.3-liter 3.3L, but was eventually replaced in 1975 by its fuel-injected version, the 3.3Li. Also in 1975, the LWB 2.8L replaced the 2800 and the LWB 3.0L was added. All models were replaced in 1977 by BMW's new full-sized luxury sedan line, the 7 Series.
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Bubblecar manufacturer Iso joined the ranks of supercar constructors in 1962 with the launch of the Giotto Bizzarrini-designed Rivolta coupé at the Turin Motor Show. Styled at Carrozzeria Bertone by Giorgetto Giugiaro, Iso's first supercar set the pattern for those that followed: Bizzarrini-designed chassis, Bertone coachwork and Chevrolet engines, though for the long-wheelbase Fidia four-door saloon Iso turned to Carrozzeria Ghia where it was styled by new recruit Giugiaro. Longer in the wheelbase by approximately 150mm, the Fidia was a more practical proposition that the two-door Rivolta on which it was based. Chevrolet engines of 5.4 or 5.7 litres were fitted initially while the final version came with a 5.8-litre Ford V8 under the bonnet. High development costs and a most luxurious specification resulted in the hand-built Fidia costing more than a Rolls-Royce. In total, only 192 were made between 1968 and 1974 when production of all Iso models ceased. John Lennon was one of the Fidia's high-profile celebrity owners, purchasing the second car built and the first with right-hand drive.
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Maserati zou als onderdeel van het Citroën-concern de Quattroporte II uitbrengen met exact dezelfde techniek als de SM, maar met een totaal andere carrosserie, één die moest concurreren met Rolls Royce, Bentley en Jaguar. Er zijn van deze Maserati slechts vijf exemplaren gebouwd. Het hele project ging verloren als gevolg van de financiële problemen waarin Citroën verzeild raakte door de oliecrisis in 1973.
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