A featured class at the 2024 Pebble Beach Concours d’Elegance in Monterey, CA, last week was for classic one-off Wedge-Shaped Concept Cars & Prototypes, segmented into Late and Early categories. A few 1950s concepts and prototypes hinted at the form, but wedge-shaped designs came to the fore with concept and prototype cars of the 1960s, 1970s, and 1980s, according to event organizers.

They say notable examples began with the Ghia Gilda Streamline X and accelerated with the Alfa Romeo Carabo, Ferrari Modulo 512, and Lancia Stratos HF Zero. These dramatically different cars influenced production models like the Lamborghini Miura and Countach, DeLorean, Lotus Esprit, Fiat X1/9, Lancia Stratos, and Vector W2—with design vestiges appearing in the Tesla Cybertruck of today.

A 2024 Pebble Beach RetroAuto poster celebrated the iconic wedge-shaped classics. It shows Nuccio Bertone’s 1970 Lancia Stratos HF Zero often called “the ultimate wedge” car, which celebrates the bold lines and shapes that transformed automotive design in the 1960s and continued through the ensuing decades. The poster shows the Zero hot on the tail of the 1979 Aston Martin Bulldog, which was said to be the fastest production car of its era. Both of these iconic wedge cars are charging through the Del Monte Forest down to the Pebble Beach Concours show field.

We cover those two landmark concepts here and two others of note from the many wedge-shaped cars at the show.

 

Aston Martin Bulldog wins its class

The Aston Martin Bulldog, originally produced in 1979 and styled by William Towns, won the Wedge-Shaped Concept Cars & Prototypes Late class at the Pebble Beach Concours d’Elegance. Phillip Sarofim, CEO and Founder of Trousdale Ventures, Chairman of Meyers Manx, and car collector, acquired the Bulldog in 2019, and he appointed Richard Gauntlett to manage the restoration by Classic Motor Cars (CMC) in Bridgnorth, Shropshire, UK.

“I am ecstatic that the Aston Martin Bulldog has won its class at the toughest and most prestigious concours on the planet,” said Sarofim. “It is a fitting testament to the hard work, diligence, and incredible skill of the entire team at CMC and all those who have dedicated themselves to this inspirational project.”

Victor Gauntlett, Richard’s father, was Chairman at Aston Martin when the supercar was planned to be the first production car to exceed 200 mph, but the project was axed after the car reached nearly 192 mph in 1980. The car was then sold and occasionally surfaced around the world.

“Richard Gauntlett, who presented the car to the judges and who managed the restoration, is the glue that held the Bulldog project together,” said David Barzilay, Director of Communications at CMC. “His knowledge of the car’s technical specifications and its significance in motoring history allowed the restoration of Bulldog to retain its originality while being preserved for the future. He has played a key role in its ongoing legacy and the car winning its class.”

The car arrived at CMC in early 2020 and the restoration was completed in 2021 after 7000 h and 1664 days. The car was unveiled at the Hampton Court Concours of Elegance. It reached 162 mph in November 2021 at the Yeovilton Navy base in Somerset at its first shake-down session. In May 2022, it became the youngest car ever to win the prestigious Coppa d’Oro award at the Concorso D’Eleganza at Ville D’ Este. The Bulldog went on to smash its original 200-mph goal in June 2023, reaching 205.4 mph in Campbeltown, Scotland, driven by Aston Martin works driver Darren Turner.

“My business is all about finding entrepreneurs who are looking to change the world, and, for me, that is what concept car designers do—they prove that it’s not necessary to accept the past in order to look to the future,” said Sarofim. “I am a great believer in the power of icons such as Bulldog to inspire the next generation to push the boundaries and shoot for the stars.”

 

Lancia prototype previewed Stratos HF

Another concept owned by Philip Sarofim won the Wedge-Shaped Concept Cars & Prototypes Early class at the Concours. It underwent a full restoration in 2000 to return it to its original bronze color.

The 1970 Lancia Stratos HF Zero prototype is an Italian design icon that previewed one of the best-loved racing cars ever, the Lancia Stratos HF. It featured primary shapes, radical geometries, and round taillights—some hallmarks that form part of Lancia’s design history. Unveiled at the 1970 Turin Motor Show, built by Nuccio Bertone, and based on a design by Marcello Gandini, the prototype was a fully functional vehicle and just 85 cm (33.5 in) tall.

The car’s windshield extends upwards, providing an outstanding view out of the front and top. The lights were innovative, with a front row of 55-W bulbs and a rear strip of 84 small bulbs. The interior was revolutionary, with practically horizontal seats and an instrument panel shifted to the left and embellished with a green acrylic glass display.

The 115-hp 1.6-L V4 engine—with two twin-barrel Solex carburetors from a Lancia Fulvia HF—and the central dual-tailpipe exhaust system highlight the prototype’s sporty spirit on which the Lancia Stratos would later be based for its road and racing versions.

In 1971 the Lancia Stratos made its debut with a futuristic wedge shape and the V6 engine from the Dino 246 Ferrari. The front end was sharp, and the sloping windshield encompassed the front pillar and continued into the side windows. The roof dropped vertically over the small rear window, enveloped by the large bonnet. Round taillights and an assertive wing stood out at the rear.

When Nuccio Bertone, the prototype’s “father,” saw the final version of the Lancia Stratos, he said, “it fits the driver and navigator like their kit does an athlete, showing off their muscles.”

The car was designed for rallying, starting from the bonnet and trunk consisting of two lightweight shells, including their respective fenders, with a wide opening for quick action during races. Inside were two seats and only two compartments for racing helmets—even in the road version. The interior used “color blocking” to create design contrasts using primary colors.

The Lancia Stratos HF Group 4 won the Monte Carlo Rally three times in a row, two Constructors’ World titles (1975 and 1976), and two European Drivers’ titles, as well as Sandro Munari’s victory in the 1977 FIA Cup for Rally Drivers. From the 1975 racing season, it was kitted out in the white and green colors of its sponsor Alitalia for one of the most memorable liveries in motorsport.

Honda HP-X concept makes NA debut

Honda turned back the clock 40 years with the North American debut of the company’s first concept car, the Honda HP-X (Honda Pininfarina eXperimental), during Monterey Car Week. Styled and handcrafted by renowned Italian design house Pininfarina and making its first major public appearance since 1984.

“The Honda HP-X Concept was the star of the 1984 Turin Auto Show, showcasing elements of engineering excellence and cutting-edge design, with extreme wedge-shape styling that continues to inspire future generations of car designers and engineers,” said Dave Marek, Acura Executive Creative Director at Honda R&D and honorary Concours judge. “The forward-thinking HP-X had an undeniable impact on the industry, highlighting our commitment to pushing the boundaries of what is possible in automotive design.”

An extensive restoration was carried out at the Pininfarina workshop in Italy to prepare the concept for display in the Wedge-Shaped Concept Cars & Prototypes Class at the Pebble Beach Concours d’Elegance.

“The Honda HP-X is an ideal example of Pininfarina’s unique ability to present innovative ideas through concept cars that set future trends,” said Felix Kilbertus, Pininfarina’s Chief Creative Officer. “The HP-X did not go into production as such, but its influence on subsequent Honda models and the broader automotive landscape is undeniable. It stands as a testament to both Honda’s and Pininfarina’s innovative spirit, inspiring future developments in the automotive industry.”

Designed with a focus on advancing technology, the HP-X Concept served as a testbed for ambitious new ideas, technologies, and engineering principles that would eventually be seen in later Honda and Acura models, particularly in the first-generation mid-engine two-seat 1991 Honda/Acura NSX supercar that debuted just a few years later.

The HP-X was more compact than the NSX at 4160 mm (163.8 in) long, 1780 mm (70.1 in) wide, and 1110 mm (43.7 in) tall. The concept employed advanced aerodynamics including ground effects and innovative cooling solutions for its mid-mounted 2.0-L DOHC V6 engine based on a Honda F2 racing engine. It explored the cutting-edge use of alternative materials including honeycomb panels, carbon fiber, and Kevlar to reduce weight and improve performance.

There are no doors; instead, the futuristic concept features a jet-fighter-style removable single-piece Perspex canopy. The rear of the canopy extends into a fairing with two main functions—improving the car’s streamlined appearance and serving as a driver-controlled air brake.

The concept’s interior explored new levels of comfort, ergonomics, and function thanks to extensive styling research. A Honda-developed “Electronic Drive Support System” previewed advanced features including real-time telemetry, GPS, and even road condition warnings via “special sonar.”

 

Mercedes-Benz C 111-II experiments with Wankel

One of the Mercedes-Benz stars at Pebble Beach was the rotary-engine C 111-II from 1970. The company put the experimental vehicle back on the road for the Wedge-Shaped Concept Cars & Prototypes class at the Concours d’Elegance.

The car is an example of how the company continues to push technical boundaries in the areas of engine technology and lightweight construction, said Marcus Breitschwerdt, CEO of Mercedes-Benz Heritage GmbH. The experts at Mercedes-Benz Classic resurrected the original, well-preserved four-rotor Wankel C 111-II to complete a 100-km route on Highway 1 to Big Sur and back.

The C 111-II was developed from the C 111 presented in the autumn of 1969. The Mercedes-Benz Design department headed by Bruno Sacco and Josef Gallitzendörfer started work in the summer of 1969 improving the C 111’s driver field of vision by modifying the mudguards, roof, and boot lid. The new vehicle’s aerodynamics were streamlined, with wind tunnel measurements showing that vehicle drag was reduced by 8% over its predecessor.

The record-breaking car was a laboratory on wheels for the development of the Wankel engine and the testing of new technologies. Revealed at the 40th Geneva Motor Show in March 1970, the vehicle had gullwing doors and a glass-fiber-reinforced plastic body screwed to the sheet steel underbody frame. The C 111-II featured a four-rotor variant of the M 950 F rotary engine generating 257 kW (350 hp) and a top speed of 300 km/h (186 mph).

Mercedes-Benz says that the C 111 was the world’s first vehicle completely designed on a computer. Engineers used the ESEM (elastostatic element) method, a finite-element-method variant developed by the company at the time, with estimates that the development period was cut by around four months by using this method.

After Mercedes-Benz decided to no longer pursue the development of a super sports car featuring a Wankel engine, December 1970 saw the installation of a Mercedes-Benz 3.5-L V8 reciprocating engine. It formed the basis for the successful, record-breaking vehicles—C 111-II D (1976), C 111-III (1977) and C 111-IV (1979).