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Weird and Wonderful Automotive Innovations – Part 3

Weird and Wonderful Automotive Innovations – Part 3

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To complete the three panel painting of articles covering strange and superb innovations from the automotive world – part 1 and part 2 can be read here – by and by we dig into history and reveal some amazing creations. After turbine motor cars or illuminated tires (indeed, no doubt), The Petrolhead Corner attempts to raise the stakes again and convey some inquisitive machines that attempted to hit… yet missed.

It has been loads of fun gathering these accounts, learning and sharing one of a kind vehicles in our week by week Petrolhead Corner. And indeed, we will proceed with the accounts however this is (for the time being) the final installment dedicated to the odd and great automotive innovations. And I think I have another intriguing line-up for you, a blend of road cars, ideas and racing cars. Yet, more later this year.

Citroen Kar-a-Sutra

Calling a car ‘Kar-a-Sutra’ without a doubt raises a couple of eyebrows, and I should admit it sounds very messy. And indeed, I am somewhat extending the idea of a car here as this was a model in particular and not a drivable machine like all the other passages in these three articles. As an idea vehicle however, it marks all the containers for irregularity and can even be regarded as something of a forerunner to the MPV and many other expandable, shape-moving idea vehicles.

The Citroën Kar-a-Sutra was an idea by architect Mario Bellini, Pirelli, Citroën and a furniture company and the latter appears to be very clear when looking at images of this thing. It was worked for the 1972 MoMa show, ‘Italy: The New Domestic Landscape’. The emphasis for the Citroën Kar-a-Sutra is on the inside of the vehicle. The idea is that the inside is something beyond space for various individuals moving from guide A toward point B. It is proposed as a temporary living space, barring any sanitary amenities however, yet with reconfigurable seating which can be transformed into a comfy, smooth parlor area.

The roof of the car is what makes this car so extraordinary, as it very well may be raised from 4 feet while heading to 7 feet while stationary. It featured shrewd sliding windows got into the body when brought down, sliding out to keep a restricted space when raised.

Technically this is definitely not an actual (idea) car as it cannot be driven however it merits a notice as it predates what many consider the primary MPV’s by well longer than a decade; the Renault Espace was presented in 1984, longer than a decade later.

There’s next to no additional information, yet the Citroën Kar-a-Sutra is covered by Petrolicious and the architect himself is met by DesignBoom .

Nissan DeltaWing

All passages on this rundown combine innovation with irregularity and this one is the same; the DeltaWing project. The initial idea was to have an extremely narrow front profile to diminish drag and increase effectiveness in both motor turn of events and aerodynamics. Combined with a lightweight form, the car would theoretically require a less amazing and along these lines less parched motor yet at the same time have the option to run at a competitive pace. The undertaking was first proposed as another single-seater chassis for Indycar, yet the Indycar organizers chose to run a more conservative chassis from Dallara instead.

The team of DeltaWing Technologies, who proposed the model to Indycar, transformed it into a car that was qualified for the Le Mans 24 hours under the Garage 56 regulations, with the assistance of Nissan as a support. These Garage 56 stipulations mean that each year a radical, innovative venture has the chance to gather real endurance racing experience and test their undertaking as far as possible. Each Garage 56 section isn’t qualified to win however, it is simply a test-program for teams. In 2012 the roadster rendition was the main DeltaWing that entered the tiresome race. A 1.6-liter turbocharged inline-four siphoned out about 300bhp, which at first doesn’t seem as though much compared to the 1000hp LMP1 cars. A major factor is weight and drag however and the Nissan DeltaWing tipped the scales at under 500kg without a driver and was in this manner able to run very great lap times. Regardless of looking encouraging on paper and backing up its potential on track, six hours into the race it was shunted off track and into a wall by another car and was out of competition.

Two years later, the DeltaWing project was back at Le Mans yet now as a roadster, and labeled it the ZEOD RC (Zero Emissions on Demand Racing Car). It had a cross breed electric powertrain with a 400bhp turbocharged 1.5-liter motor and an electric motor creating 295bhp. In its initial lap into the race, it reached 300 kilometers an hour on electric force alone, an extremely amazing achievement! A gearbox issue sadly meant another retirement for the DeltaWing. For more information on these cars go to .

Brooks Walker ‘Fifth Wheel’ system

You think parking assistance is an advanced computer-assisted creation? Goodness, it really isn’t! It was first considered during the 1930s by a man called Brooks Walker. Patented in 1932 and first appeared to the public a year later, this particular innovation cannot be credited to a solitary car or brand as it was planned as an aftermarket installation. It is very intriguing to see however. And notwithstanding mayor endeavors by Mr Walker it never caught the imagination of US carmakers. It is basically an early, rudimentary type of parking assistance we know today.

It basically comprises of a trunk-mounted fifth wheel, mounted perpendicular to the other haggles by a mechanical or hydraulic arm. You would pull up to a parking space, turn in the nose of the car, bring down the fifth wheel which would then draw in the back finish of the car into the parking spot. Really rather bright, and a significant clever thing to behold.

The potential gain is it requires less space to park in comparison to regular parallel parking, the drawback being it occupied all available trunk room. The framework never caught on in spite of all endeavors, even into the 1950s. Back then it was marketed as an extra use for a spare haggle developed in such a way it very well may be fitted to pretty much any trunk. Walker installed the unit on a 1953 Packard with a continental unit (spare wheel outside of the storage compartment) to let loose the storage compartment again. You can see it in real life here:

More information on this innovative framework on

Milliken Camber-Car

One of the secrets of setting up a race car is the situating of a car’s wheels. Wheelbase, track width, positive or negative camber, toe-in or toe-out; everything greatly impacts the dynamics of a race car. It also ought to be adjusted according to the conditions a car is run in, as a rally car requires a completely unique set-up than, suppose, a F1 car. It affects wear, hold, braking, acceleration, aerodynamic stream, all extremely logical stuff.

To investigate various cambers for a car, legendary designer Bill Milliken built up the Milliken MX-1 “Camber-car”. The car was created with the idea to adjust camber positions and learn what the impacts of various set-ups have on handling and driving capabilities. It featured a tubular chassis, with various mounting focuses for the suspension bringing about a set-up anywhere somewhere in the range of 0 and 50 levels of camber.

Power came from a two-stroke six-chamber motor, creating 80bhp. No real performance figures are indicated except for that isn’t what the car was expected for. Basically built as two motorbikes leaning in, it had trouble running in a straight line until certain adjustments were made. At the point when all issues were figured out, the car cornered at remarkable velocities, demonstrating the idea to a degree. The Milliken MX-1 was tried for various years yet made its first open appearance at the 2002 Goodwood Festival of Speed. Bill Milliken, 91 years of age at the time, steered the car up the Hillclimb-course. There’s a short exceptionally bad quality clasp available on YouTube where you see the car moving yet that’s it.

Rinspeed sQuba

Arguably extraordinary compared to other car scenes in a film is from the 1977 James Bond film The Spy Who Loved Me. Mr Bond is sought after by some bad folks in his white Lotus Esprit . After the risky chase, he reaches the stopping point and drives his car off a dock. You’d figure it would be the finish of him, yet no. Turns out the car is a submarine! After battling off more hooligans underwater, he eventually drives out of the water, onto a beach, brings down a window, drops a fish and drives off!

The car utilized in the underwater scene is a second Lotus Esprit, changed over to be a completely working submarine. In spite of what the film recommends, the road car didn’t change over into the submarine. There is just a single car I am aware of that can pull off that stunt in real life; the Rinspeed sQuba! As the name kind of proposes it is an actual scuba-plunging car, based on a Lotus Elise (a white one, as a gesture to the Esprit).

Rinspeed is a Swiss company which has been fabricating probably the most out of control, innovative idea cars for more than 40 years. The sQuba stands out however, as I trust it actually is the solitary genuinely sub car in presence. From a technical viewpoint, it is an extremely complicated activity. The arrangement was to make it electrically determined. From an external perspective, just a bunch of propellers are noticeable underneath the rear of the car and a unit on either side for submerged control. The inside is clad in water-resistant material and all instruments are intended to give information to both driving and jumping the car. A pair of oxygen tanks are fitted with channeling and masks allowing the drivers to breathe.

A ton of interest was shown when this car was launched, introduced at the 2008 Geneva auto show yet it never made it into creation. The scalability of the model to a creation ready car is basically not there, with the idea car costing USD 1.5 million. More information on and . Also, look at this video of the car in action:

Covini C6W

Some say 2 wheels are superior to 4, some say it the other way around, however couple of individuals join the conversation stating 6 wheels is the way to go. There are some very notable cars featuring six wheels, especially amongst petrolheads. For instance the Tyrrel P34 and Williams FW08B, both featuring a twofold axel at the front (Tyrrell) or at the rear (Williams).

Regarding road cars, perhaps the completely crazy Mercedes-AMG G63 6×6 comes to mind, or the Panther 6, yet I might want to zero in on the Covini C6W and the C6W Spider. Both these cars were developed by Covini, an Italian company established in 1978 which has fabricated various models over the course of the years with this one being their whackiest. Presumably fitting an extra arrangement of wheels to a car can be beneficial in certain areas however as far as looks, it is… . upsetting I presume.

The original idea for a six-wheeled car by Covini originates from the late 1970s, no doubt following the impact of the Tyrrell P34 in F1 in 1976 and 1977, and the presentation of the Panther 6 out of 1977. The Covini C6W (2004) and C6W Spider (2008) were created with the idea that, similar as the other six-wheelers, a larger contact patch in the front would help a car corner better and faster. It would also bring about a greater surface for the brakes, lessening wear and increasing braking capabilities. Also, when one front wheel endures a cut, the theory is the other wheels would balance it out so it would in any case be viewed as driveable.

A full carbon fiber body guaranteed a kerb weight of 1150kg, and fueled by 434 torque 4.2 liter V8 from Audi, the maximum velocity was a respectable 300 kilometers each hour. More details on this six-wheeled marvel on DriveTribe .