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Automotive Lifestyle
VINTAGE: Exner Dream Car At Auction
The Chrysler designer’s 1960 concept for a Plymouth sports car will be offered by RM Auctions’ sale in Monterey this month.
The asymmetrical XNR has a vertical fin behind the driver similar to that on the Jaguar D-type racecar. (Photo: AutoWeek)
This article was written by Roger Hart, executive editor of AutoWeek magazine.
There are enough “what might have been” stories around Detroit to fill a factory, and the Plymouth XNR is among the most curious.
As 1960 dawned, Plymouth was a producer of practical, solid and slow cars, competing head-to-head with Chevrolet and Ford. But it didn't have an answer to Chevy's blossoming Corvette, and designer Virgil Exner's sleek two-seater aimed to change that.
Exner was given a free hand to put some life into the company's lineup in an effort to boost sales and improve the company's image, and one of his “idea cars” was a two-seater he thought so highly of that he named it after himself.
Exner built his dream car on a modified unibody chassis shared by the Valiant and the Dodge Lancer. Under the hood he chose the 170-cubic-inch slant-six, canted over at a 30-degree angle and tuned to 250 hp, thanks to upgraded intake and exhaust manifolds and pistons modified for use in NASCAR. The engine could be revved to 7,500 rpm, and Exner wanted a car capable of 150 mph. While testing the car, he reached 143 mph; later with a fiberglass nose cone, the XNR topped 152 mph at the Chrysler proving grounds in Romeo, Mich.
Visually, the XNR is stunning. Its asymmetrical design theme, while not revolutionary, is intriguing, offering an interesting view from just about any angle. But it's especially evident when viewing the car from the rear. The bold, extended nose has a solid aluminum grille with holes drilled for cooling, with the then-popular quad headlights fitted. A vertical fin, similar to that on a Jaguar D-type, runs from the hood to the tail. A bold chrome cross serves as a bumper, with a thin blade flowing down from the fin.
Inside, the round dials on the gauges have individual, inverted lenses that mimic camera optics, a reflection of Exner's interest in photography. The glovebox, complete with a shoulder strap, detaches from the dash to be used as a camera bag.
The hand-formed body, built by Italian coachbuilder Ghia, is all steel, not fiberglass, which most manufacturers used for concept cars. This is further evidence that the XNR was meant to be driven, not just serve as a show car.
“He was a sports-car enthusiast, and he yearned for an up-to-date personal roadster,” said Virgil Exner Jr., the designer's son. Virgil Exner Sr. had hoped to purchase the one-off prototype once it completed its show-car circuit.
“My dad wanted to buy it, but if it had stayed in the U.S., it would have to have been destroyed,” the younger Exner said.
There are enough “what might have been” stories around Detroit to fill a factory, and the Plymouth XNR is among the most curious.
As 1960 dawned, Plymouth was a producer of practical, solid and slow cars, competing head-to-head with Chevrolet and Ford. But it didn't have an answer to Chevy's blossoming Corvette, and designer Virgil Exner's sleek two-seater aimed to change that.
Exner was given a free hand to put some life into the company's lineup in an effort to boost sales and improve the company's image, and one of his “idea cars” was a two-seater he thought so highly of that he named it after himself.
Exner built his dream car on a modified unibody chassis shared by the Valiant and the Dodge Lancer. Under the hood he chose the 170-cubic-inch slant-six, canted over at a 30-degree angle and tuned to 250 hp, thanks to upgraded intake and exhaust manifolds and pistons modified for use in NASCAR. The engine could be revved to 7,500 rpm, and Exner wanted a car capable of 150 mph. While testing the car, he reached 143 mph; later with a fiberglass nose cone, the XNR topped 152 mph at the Chrysler proving grounds in Romeo, Mich.
Visually, the XNR is stunning. Its asymmetrical design theme, while not revolutionary, is intriguing, offering an interesting view from just about any angle. But it's especially evident when viewing the car from the rear. The bold, extended nose has a solid aluminum grille with holes drilled for cooling, with the then-popular quad headlights fitted. A vertical fin, similar to that on a Jaguar D-type, runs from the hood to the tail. A bold chrome cross serves as a bumper, with a thin blade flowing down from the fin.
Inside, the round dials on the gauges have individual, inverted lenses that mimic camera optics, a reflection of Exner's interest in photography. The glovebox, complete with a shoulder strap, detaches from the dash to be used as a camera bag.
The hand-formed body, built by Italian coachbuilder Ghia, is all steel, not fiberglass, which most manufacturers used for concept cars. This is further evidence that the XNR was meant to be driven, not just serve as a show car.
“He was a sports-car enthusiast, and he yearned for an up-to-date personal roadster,” said Virgil Exner Jr., the designer's son. Virgil Exner Sr. had hoped to purchase the one-off prototype once it completed its show-car circuit.
“My dad wanted to buy it, but if it had stayed in the U.S., it would have to have been destroyed,” the younger Exner said.
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