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During his tenure as the general manager of Chevrolet, John Z. DeLorean always seemed to have his eye fixed on something over the horizon. After the Corvette XP-882 mid-engine prototype chassis improvements were approved (the 882 would morph into the XP-895), DeLorean authorized the design team headed by Bill Mitchell to create a new body for the updated prototype. Something rounder, with big wheel flares, a sugar scoop rear roof treatment, and NACA ducts on the hood. While the final design was nice, it strayed further away from the Corvette “look,” and was actually closer in style to the Two-Rotor (XP-987 GT) mid-engine Corvette prototype. Oddly, the body was mostly made of steel and the car weighed about 3,500 pounds all in—about 100 pounds more than that of a production ’73 Corvette. This would yield no performance improvement at all, so what was the point? It needed to be lighter. It needed to be a car like the Reynolds Aluminum Corvette Prototype. Reynolds Metals (of alum

“In hindsight I wasn’t at all ready for it, I was naïve. In a way it was like trying to compose without knowing how to play the piano.” This is how Renault’s head of design Laurens van den Acker looks back on his involvement in Bugatti’s EB110 supercar. After senior designers fell out he was left as the only interior designer, and none other than Marcello Gandini took care of the exterior. With Volvo trucks the only other work in his portfolio, the monstrous Bugatti wasn’t a bad way to start a career as a car designer.

Lamborghini 400 GT 2+2

1937 Delage D8 120 S Pourtout Aero Coupe