Coches que no nacieron

  El Lamborghini Canto fue el candidato a reemplazo del Diablo, se dice que cuando Audi compro la marca, la misma ya trabajaba en dicho modelo (me costa por las fotos espias que recuerdo), pero cuando le fue presentado a Ferninand Piech dicho modelo de inmediato lo desecho toda vez que lo considero muy exagerado e inapropiado para la marca, lo que al final nos dio como resultado el Murcielago…

Me parecen muy buena decisión ambas, por que si hubieran sacado el Canto como sustituto del Diablo y el Cala en vez del Gallardo, ahora mismo estaría Lambo en una cuneta tirada.

no sé si había comentado nunca en este hilo, pero me encanta y es uno de mis favoritos del foro.

  Por si les interesa saber más del Canto…

Lamborghini Canto

The Lamborghini Canto was a prototype built by the italian automaker Lamborghini and designed by the automotive styling firm Carrozzeria Zagato as an exercise to study potential designs for the Diablo’s replacement. Various versions of the Canto were shown to the then-president of Lamborghini but unfortunately, the project was canned and was not deemed suitable to wear the Lamborghini badge.

History & Development

First spotted in high-speed tests on the Nardo circuit in Italy, Lamborghini apparently had a problem with cooling down the big 6 Litre V-12 engine, the rear air intakes were terrifyingly big at the rear, however the speed was phenomenal. A rumoured top speed of about 350 Km/h was mentioned.

First tests were done with a 510 Bhp engine ‘borrowed’ from the Diablo SV, but later the engine was replaced by a 6.0 Litre evolution of the Diablo SV-R block with about 600 horsepower to drive all four wheels. Developing an engine pumping out over 600 horsepower wasn’t too difficult since the V-12 mounted in the Diablo SE30 Jota special did have 595 Bhp.

Several drawings where made before the original Canto design, which would lead to a running prototype, was ready, one of these was a rather special looking one, dating from around 1997 it shows some Ferrari Testarossa influence in the side air intakes. Fortunately this design was rather quickly dropped for a more exotic looking one. The next, a purple finished example was already close to becoming the Canto, the big rear air intakes were present, although covered by vertical slats on the first drawing, they would later be removed and big round intakes would come in their place just before a running prototype was built based loosely on this drawing.

Since the Audi takeover of Lamborghini in June 1998, the tests moved a little faster, the Diablo successor, it was hoped would be ready for the 1999 production year at a suggested price of $250,000, production limited to only 400 units, all with rear wheel drive.

The orignal design for the Canto was done by Norihoko Harada of SZ designs, a novelty for Lamborghini, but after intial tests the rear end of the car had to be redesigned, the ugly oversized air intakes were to be replaced by smaller ones, probably incorporating some thermostatically controlled system to ram air into the engine compartment. The ‘Naca’ ducts on the side of some of the prototypes, were fakes and were expected to be removed on the production model.

However during October 1998, VW/Audi Chairman Ferdinand Piech judged the L147 project to lack the typical Italian look and the agressive threath the Diablo has, and he shelved the project and several design companies were contacted to propose new designs for the Diablo successor.
Redesigned & Revived in 1999

Audi Chairman Ferdinand Piëch decided the 1998 Canto prototype was not what was expected of a Lamborghini, like the Diablo and the legendary Countach and Miura, so he halted the project. He was unhappy with the large, ugly rear air intakes and felt that the engine was not up to what should be expected of a pure supercar.

But during February 1999, the Lamborghini Design facility came up with a slightly modified Canto proposal. The front was facelifted, the headlight units remained almost identical, but the fog lights utilized more up to date poly-ellipsoïde technology. The turn indicators and driving lights were repositioned on top of the front wings instead of at the front of them as on the first Canto prototypes. However the biggest changes were the rear, the top mounted air intakes, now smaller and much better integrated into the sweeping lines of the Canto.

The complete engine was rethought, it remained the massive V12, with a 6.0 Litre displacement, but the engine management and the complete electronics were changed, and the first tests showed a power increase up to 640 hp. According to the official press release, which Automobili Lamborghini SpA published end of January 1999, the production unit would be detuned to 610 hp. This way the factory would be able to maintain the same maintenance schedule as they used for the 530 hp Diablo’s. In the same press release, Automobili Lamborghini SpA, stated this redesigned Canto prototype would be presented to the public at the 1999 Geneva Motor Show and the Diablo would remain in production for a further two years. These two years would be needed to get the Canto fully developed for production.

Several interior designs were created, but at this time nothing about the final looks had been revealed. However the 1999 Geneva Auto Show didn’t have anything resembling the Canto on display, Automobili Lamborghini didn’t get the green light from Ferdinand Piëch to show the nearly finished redesigned Canto from Zagato, and the project was finally canned.

It is rumoured a total of five Cantos were built, although some sources believe the same chassis was used for several of these prototype’s, so it is probable that only three new chassis were built for the various Canto’s. One of these prototypes, a black fully working example is believed to have been shipped to Japan and is now in the hands of a private collector.

Work then turned to a completely new project, with the Diablo eventually being replaced in late 2001 by the Murcielago.

http://wikicars.org/en/Lamborghini_Canto

Lamborghini Canto, redesigned for 1999.

Well, Mr Ferdinand Piëch decided the 1998 Canto prototype was not up to the Lamborghini standards like the Diablo and the legendary Countach and Miura, so he halted the project. But in February 1999, the Lamborghini Design facility came up with a slightly modified Canto proposal. The complete rear part of the Lamborghini was redesigned, and looked a lot more integrated into the overall design of the Canto. Also the front was changed, the headlight units remained almost identical, but the fog lights became more up to date using poly-ellipsoïde technology. The turn indicators and driving lights are now on top of the front fenders instead of at the front of them like on the first Canto prototypes. But the biggest change were the rear, top mounted air intakes, now a little smaller but much better integrated into the sweeping lines of the Canto.
Another problem Mr Piëch noted was reworked too, the complete engine was retought, it remained the massive V-12, with a 6.0 Litre displacement, but the engine management
The Canto’s 6-Liter engine
Format : 450 x 246
Size : 72 Kb
and the complete electronics were changed, now the first tests showed a power increase up to 640 Bhp. But according to the official press release, which Automobili Lamborghini SpA published end of January 1999, the production unit will be detuned to 610 Bhp, this way the factory can maintain the same maintenance schedule as they used for the 530 Bhp Diablo’s.
In the same press release, Automobili Lamborghini SpA, stated this redesigned Canto prototype would be presented to the public on the 1999 Geneva Motor Show and the Diablo would remain in production for about two years. These two years would be needed to get the Canto fully developed for public use.

The Canto’s central console For the Canto several interior designs were created, but at this time nothing about the final looks has been revealed, but a preliminary drawing was however found. But as we all noticed the 1999 Geneva Auto Show didn’t have anything resembling the Canto on display, Automobili Lamborghini didn’t get the green light from Ferdinand Piëch to show the nearly finished redesigned Canto from Zagato, the latest news is that Bertone was again contacted to design the Diablo successor, and the Zagato design will not be used after all.

Below you’ll find my personal impression of how the Canto Roadster could look, it is however not an official image, just an edited version of the closed Canto, which actually is an official Lamborghini rendering.

http://www.lambocars.com/archive/others/canto.htm

Este concept de Renault, el Z11 Berlinette, lo acabo de ver en Planete Renault. Deberia haber sido presentado en el año 2000
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http://www.planeterenault.com/forum/alpine-renault-n-envisage-plus-la-renaissance-de-la-marque-mais-t10758-900.html

Según parece, este concept iba a estar (de hecho lo está, por codigo interno jejeje) entre medias del Koleos Z10 y Talisman Z12. Con este Z11, Le Quement pretendia revivir Alpine, pero Renault no quiso
http://www.autosblog.fr/post/4006/renault-z11-berlinette-ce-projet-de-future-alpine-qui-na-jamais-vu-le-jour

con una línea de cintura bastante más alta podría haber quedado muy bien.

es curioso como las entradas de aire laterales son similares a las del audi r8.

¿Revivir Alpine con esto? Menos mal que no prosperó.

Yo lo veo interesante, un poco como un Renault 4CV.

  Pensaba abrir un tema nuevo, pero creo que este es el idoneo…

  Me encontre algunos diseños de la extinta MG-Rover, diseño que en lo personal pudieraon haber hecho mucho por la marca, en especial el reemplazo del 75 que recuerda en cierta forma al Chrysler 300C además de un CLS…

  Rediseño del 75 para el modelo 2006…

  Rover 75 ’06 facelift

When the 2004 facelift 75 staggered out of Longbridge in 2004, many people assumed that would be the final incarnation of Rover’s big saloon.

They were right, but had events not got in the way, there would have been another – and it wasn’t all about giving the car a fresh new look.

Words: Keith Adams Pictures: Lee Mitchell

It lives on: MGR’s secret Rover facelift

The farce that was the arrival of the 2004 facelifts of the Rover 25/MG ZR, 45/ZS and 75/ZT will probably haunt anyone who worked at MG Rover for years to come. If you don’t remember it, then cast your minds back – MGR fans were eagerly anticipating the arrival of the new cars, the company had been struggling to get them out, and after flogging away behind the scenes, managed to ready the cars for introduction. A date was set, embargoes were created, and fans with an appetite for the new were on tenterhooks… and then, three days before the official announcement, Rover’s own advertising in the London Evening Standard and Daily Mirror, revealed the new cars in their grainy monochrome glory. Oh dear.

The idea of freshening up these rapidly ageing cars was a sound one – and on the whole, the way they ended up looking was a step in the right direction. For the 75, the facelift was necessary, as it was still Longbridge’s star car, its prize possession, and although sales had been on the slide since the end of 2003, when the Phoenix 4 pension debacle went public, it was still very much a force within its sector of the UK market.

The 2004 front-end styling was controversial, though. The majority of models received a fairly low-key restyle, which played down the Rover’s heritage by shrinking the grille, and upping the plastic content. It might have looked sleeker, but few 75 fans preferred it. However, the 75 V8’s more imposing full-depth affair – although initially harder to stomach – was judged to be more successful and fitting of the marque.

But this facelift was always meant to be a halfway house to the more thorough re-engineering job being done on ther 75, which was due to bear fruit in 2006. The main thrust of the 2006 model was to see the replacement of BMW’s M47 turbodiesel in favour of Powertrain’s impressive G-Series engine, which had started out unpromisingly in testing, but which had emerged as a fitting common rail-fuelled replacement. There were to be many other improvements, too, but the external styling was to receive a much more thorough going over, as these images clearly show.

According to a couple of sources, this car was to also incorporate a 103mm stretch in the wheelbase to improve rear room as well as improve the already impressive chassis settings. New door pressings were being developed to meet this need, although according to Lee Mitchell, this was never in his design brief. What we do also know about this car is that a revised interior was being developed, and the dashboard had been previewed in the 2004 Rover 75 Coupe proposal. It was this car that became the basis of the Roewe 750.

The favoured proposal, and the one which was approved for production was what was known within the company as the ‘interim heavy 75 facelift for 2006’. Although it doesn’t look it in these renderings, Mitchell stated that the new car would have used new sheet metal from the A-pillar forward. He said: ‘It was scarily like the Jaguar XF, and this is going back six years ago before that car was even a sketch!’ Certainly, there’s a resemblance around the headlamps and in the grille shape that’s hard to ignore, and according to Lee, it was rendered to full-size in clay, and it looked a real step forward.

A more radical idea by Lee for this facelift (below) was sadly overlooked, but elements of this more muscular style would go into the early renderings for this car’s planned 2010 replacement…

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  Reemplazo del 75

  Rover 75 2010 replacement

MG Rover’s future plans were inextricably linked with its prospects of finding a joint venture partner.

And had it managed to seal a deal with the Chinese, then round about now, we would be seeing productionised versions of this car.

Words: Keith Adams Pictures: Lee Mitchell

The 2010 Rover 3500

Any thoughts that the design team at Longbridge lacked an understanding of Rover’s rich history should be reassured – and saddened – by these images. Reassured because this imposing looking saloon oozed Rover from its every pore, and had it made production in a form resembling these images, it would have advanced the marque’s prospects globally. As for being saddened, well, it’s not hard to visualise these cars coming to market about now, backed by Chinese investment and ambition, underpinned by British skill.

These are images of Lee Mitchell’s proposal for his facelifted Rover 75. As can be seen, Lee wanted to reinstate some of Rover’s cast iron solidity that were an integrated part of the Rover P5’s DNA – although ironically, he’s been influenced by the car that clearly took its styling cues from the ministerial Rover. ‘There were three chosen scale models,’ he said. ‘One was more of a tradionally styled replacement in the vein of then then current 75; another was a lot more Japanese looking, looking rather like a Lexus; and then there was mine.

‘I was influenced at that stage by the Chrysler 300C, and that American Idea of a hot gangster style sedan. However, the P6 was also very much in my mind as an influence on a modern Rover saloon. I felt the new vehicle should be sporty, unique and tough looking, something that would banish any lingering olde worlde image that Rover had at that time. I did not personally feel that another retro styled vehicle was the way forward.’

Obviously, these cars had no chance of reaching production without a joint venture partner, hence the desperate need to tie-up with Shanghai Automotive. Lee makes it clear that they only made it as far as the clay model stage, and going from the nomenclature on the registration plates, there probably wasn’t even an engine package in place. But one does wonder what might have been with the Anglo-Chinese tie-up, because looking at the speed SAIC has developed Roewe and MG from a near standing start, and with much UK input, it’s easy to imagine how the team might have faired from a running start…

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  Un CLS de Rover…

  2010 P7B

More intriguing are these images, which detail another of Lee’s 75 replacement proposals. There’s a mix of influences here, from the P5 (in the grille), through the Mercedes-Benz CLS (in the overall four-door coupe concept) to the 2006 75 facelift (in the headlamp treatment of the final proposal, below). They all have their good points, and it’s clear that there’s genuine potential for a Rover revival had these cars been built…

…or even maybe revived via the Rover marque’s current owner, Tata-controlled Jaguar-Land Rover. It’s good to dream.

But these are just dream images. Lee stated: ‘here are some sketches of some alternative 75 replacements that I proposed that were different in theme and style to the black ones (top). There is also an image of a flagship coupe that was talked about but never even got into scale models!’

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  http://austin-rover.co.uk/

  Rover RDX60

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  Una especie de Toledo…

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[quote quote=»Kenny13″]
Los faros del RDX60 son de un Vectra o me lo parece a mí?
[/quote]

Y la silueta parece la de un Signum ….