65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018
Lot 129
65 kilometres from new,1993 Italdesign Aztec Barchetta Chassis no. ZA9T1P03A00D50018
€250,000 - 350,000
US$ 310,000 - 430,000

Lot Details
65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018 65 kilometres from new,1993 Italdesign Aztec Barchetta  Chassis no. ZA9T1P03A00D50018
65 kilometres from new
1993 Italdesign Aztec Barchetta
Chassis no. ZA9T1P03A00D50018
« Depuis ma jeunesse, j’ai toujours rêvé de dessiner une voiture comme celle-ci, une « barchetta » tout à fait spéciale. C’est une grande joie pour moi de voir mon dessin original devenu réalité sous la forme d’un chef-d’œuvre d’artisanat. »
Giorgetto Giugiaro

Clou du salon de Turin 1988, le concept car Aztec d’Italdesign apparaît encore futuriste vingt ans après son apparition. Un des centres de style les plus créatifs depuis quelques décennies et bien plus qu’une entreprise de carrosserie, Italdesign de Giorgetto a fondé sa réputation en créant des modèles produits en masse comme les Volkswagen Golf et Sirocco ou la Lancia Delta. La première fut un vrai défi à la fois pour Giugiaro et pour Volkswagen, la firme allemande devant trouver une remplaçante digne de l’ancienne Coccinelle et disposer d’un modèle garant de la continuité de son succès.
Faisant preuve d’un talent précoce dans la grande tradition de la carrosserie italienne – presque tous les grands stylistes du monde proviennent à ce pays – Giugiaro passa directement d’un école d’art au Centro Stile de FIAT où il apprit son métier aux côtés du grand Dante Giacosa. Puis il alla chez Bertone où il prit la direction du style, poste qu’il occupa ensuite à la Carrozzeria Ghia où il fut responsable de la Maserati Ghibli et de la De Tomaso Mangusta. Il fonda Italdesign en 1968 en partenariat avec l’ancien styliste de FIAT, Aldo Mantovani.
À des années lumière, du point de vue conceptuel, des modèles de grande série étudiés principalement par Italdesign, l’Aztec fut une réinvention radicale sur le thème de la barchetta avec deux habitacles séparés, moteur central et transmission intégrale. Les organes du système de transmission furent empruntés à la Lancia Delta Integrale, tandis que le moteur cinq cylindres turbo à 20 soupapes de 250 ch provenait de l’Audi Quattro. L’aluminium, la fibre de carbone et le Kevlar furent utilisés pour la carrosserie qui habillait un châssis tubulaire en échelle. Pour s’installer à bord de la voiture, il fallait relever la verrière puis ouvrir la porte. À l’intérieur, le conducteur et le passager communiquaient par un interphone.
Sur le plan mécanique, l’Aztec n’avait rien de radicalement nouveau, mais son esthétique de « science fiction » étonna, les détails des flancs à l’arrière évoquant davantage un appareil « hi-fi » très élaboré qu’une automobile. Ces panneaux latéraux high tech comportaient des boutons codés permettant de déverrouiller la voiture ainsi que l’interface du système de crics hydrauliques intégrés et divers appareils de contrôle du moteur.
Après Turin, les droits furent achetés par un industriel japonais, Mario Myakawa, qui chargea le préparateur d’Audi Motoren-Technik (MTM) de Wettstetten, près d’Ingolstadt, de développer techniquement la voiture en vue de l’homologation pour la route et éventuellement, d’une production limitée. Le premier prototype fonctionnel fut prêt pour le Grand Prix de Monaco 1992 où il tourna sur le circuit avant la course. À peu près à la même époque, l’Aztec apparut dans une exposition rétrospective des créations marquantes de l’esthétique industrielle tenue au Centre Georges Pompidou à Paris.
« Lorsque le prototype Aztec fut exposé au Salon de Turin en 1988, j’estimais qu’il était difficile de l’imaginer devenant une véritable automobile » déclara Giugiaro. « C’est donc une satisfaction immense de voir que l’Aztec est maintenant un véhicule routier et non plus un simple exercice de style statique. »
L’homologation allemande fut obtenue un peu plus tard, mais le long délai de production de l’Aztec qui arriva dans une période de récession et à un prix affiché de 500 000 DM ruina le projet après une production limitée à environ 50 exemplaires d’après certaines sources.

L’Italdesign Aztec châssis n° 18 se présente dans son état d’origine « comme neuf » n’ayant parcouru en tout que 65 km. Peinte en argenté avec intérieur en cuir gris, la voiture est accompagnée d’un catalogue du constructeur, d’un certificat d’homologation routière et d’un libretto italien, de sa trousse d’outillage d’origine, d’un cric et d’un manuel contenus dans des trousse « Aztec ». Les deux « bulles » en Plexiglas des cockpits sont aussi livrées dans leur protection « Aztec ». Une occasion exceptionnelle d’acquérir une automobile plus exclusive qu’une Ferrari et plus captivante qu’une McLaren F1.



‘Since I was young I have dreamed of designing a car like this, a very special ‘barchetta’. It is a great joy to me that my original design has come to life as such a handcrafted masterpiece.’ - Giorgetto Giugiaro.
The sensation of the 1988 Turin Motor Show, Italdesign's Aztec 'concept car' still looks futuristic 20 years on. One of the most influential carrozzeria of recent decades, although the company is far more than a mere coachbuilder, Giorgetto Giugiaro's Italdesign had made its name designing volume-selling production cars such as the Volkswagen Golf and Sirocco, Citroen BX and Lancia Delta. The former was a most important commission for both Giugiaro and Volkswagen, providing the German company with a worthy successor to the long-running ‘Beetle’ and the foundation of its continuing success.

A precocious talent in the great tradition of Italian coachbuilding - almost all the world’s most important automobile stylists are located in that country - Giugiaro went from Art College to FIAT Centro Stile where he was tutored by the great Dante Giacosa. From there he moved to Carrozzeria Bertone, becoming its chief designer, a post he later held at Carrozzeria Ghia where he was responsible for the Maserati Ghibli and De Tomaso Mangusta supercars. He founded Italdesign in 1968 in partnership with ex-FIAT design engineer, Aldo Mantovani.

Light years away in conception from the mainstream production cars that occupied most of Italdesign’s time, the Aztec was a bold reinvention of the barchetta, featuring two separate cockpits, mid-mounted engine and four-wheel drive. The transmission system's componentry was sourced from the Lancia Delta Integrale, while the five-cylinder, 20-valve, turbo-charged 250bhp engine came from the Audi Quattro. Aluminium, carbon fibre and Kevlar were used in the construction of the body, which clothed a steel ladder-frame chassis. To enter the car, you first had to tilt the cockpit canopy upwards and then open the door; once inside, driver and passenger communicated via an intercom.

In engineering terms the Aztec was not especially radical, but the 'sci-fi' aesthetics were startling, the rear quarter side detailing making it look more like a piece of expensive hi-fi than a motor car. These high-tech side panels housed coded buttons used to unlock the car, as well as the interface for the in-built hydraulic jacks and various engine gauges.

Post-Turin the rights were bought by a Japanese industrialist, Mario Myakawa, who commissioned Audi tuner Motoren-Technik-Mayer (MTM) in Wettstetten, near Ingolstadt, to engineer the car for homologation and eventual limited production. The first working prototype was finished in time for the 1992 Monaco Grand Prix and driven round the circuit just before the race. At around the same time the Aztec featured in the retrospective exhibition of important industrial design landmarks held at the Musée Georges Pompidou in Paris.
‘When the Aztec prototype was exhibited at the Turin Motor Show in 1988 I found it difficult to imagine that it would become a real car,’ commented Giugiaro. ‘It is therefor of immense satisfaction that the Aztec is now actually a roadworthy car and not just a static styling exercise.’
German type approval was gained some time later, but the Aztec's long-delayed arrival at a time of recession and with a price tag of DM500,000 effectively killed the project after only a limited number of cars - approximately 50 according to some sources - had been completed.

Italdesign Aztec chassis number ‘18’ is presented in original, ‘as new’ condition throughout having covered only 65 kilometres in total. Finished in silver with grey leather interior, the car is offered with a factory sales brochure, valid roadworthiness certificate and Italian libretto, and comes with its original tool kit, jack and owner’s manual in ‘Aztec’ wallets. The cockpits’ two Plexiglas ‘bubbles’ are likewise contained within original ‘Aztec’ protective covers. A rare opportunity to acquire a car more exclusive than almost any Ferrari and more attention-grabbing than a McLaren F1.
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