Autocar RSS Feed

New 'baby' Defender Sport to offer hybrid power

Wed, 17 Jun 2026 09:45:04 +0100

Autocar render shows how the new smaller Defender may look

Defender's smaller sibling was previously tipped to be EV-only, but its platform will now support hybrids too

The forthcoming second model in the Land Rover Defender line-up will offer hybrid powertrains in addition to battery-electric.

As previously reported by Autocar, it will be a smaller sibling to the existing Defender and it will be underpinned by JLR's new EMA platform. The model's name has yet to be confirmed, but it has been widely reported as the Defender Sport.

JLR today said EMA “will now include the option of HEV [hybrid] as well as BEV [battery-electric]” in the future”.

Mark Cameron, managing director for the Defender and Discovery brands, previously told Autocar that work on the new Defender was “well advanced”. However, he wouldn't give a timescale for the launch – or confirm if it would use the Sport name.

Cameron promised it will be "class-leading in the attributes that make it a Defender".

Notably, the new model – which has already been spotted testing on UK roads – will be the first entirely new product since Defender was turned from a Land Rover model line into a brand (along with Range Rover and Discovery) under JLR's 'House of Brands' approach. It will also be the first in an expanded range of Defender products.

Defining Defender as a brand

Cameron said the three years since the new plan was announced have been spent developing new products and establishing what Defender stands for.

He added: "Over the past couple of years, our design and engineering teams have created that red line, the circle that every Defender had to have. That's the DNA."

The Defender is currently offered in 90, 110 and 130 bodystyles, along with the hot Octa variant and the commercial Hardtop.

Cameron said the focus was on making Defender "a luxury lifestyle brand", adding: "We've got a portfolio of one model with several variants, but I'm working seven to 10 years ahead to build out this whole brand portfolio.

"We've got to make sure everything we do as Defender has the DNA of the brand: epic built-to-last, go-anywhere capability."

Work 'well advanced'

The Defender Sport is an entirely new product rather than an attempt to create an electric equivalent of the current Defender 90 – a decision driven by the design differences required by the use of a bespoke 'electric-first' platform.

Tipped to be just over 4.5m long, it sits on JLR'S EMA platform, which will underpin many of the company's future EVs, including the Range Rover Evoque and Velar. The more premium-focused Range Rover and Defender will use the firm's MLA platform, while Jaguar has developed its own bespoke EV architecture, named JEA.

Using a platform with underfloor batteries creates "vehicle constraints", said Cameron. He added: "The size of the vehicle and platform will probably reduce wheel travel and articulation compared with a current Defender."

But while that means the Defender Sport won't offer the same level of off-road ability as the current Defender line, Cameron has vowed that it will still be designed to offer substantial off-road capability.

"What matters to us is that a Defender has to be class-leading in the attributes that make it a Defender," he said. That means it will retain four-wheel drive, suggesting a dual-motor set-up.

Cameron said the emphasis on efficiency for EV design – vital for maximising range from the battery or fuel economy from a hybrid – created challenges "given the silhouette of what most people would know a Defender to be: very upright, sharp window angles, a bluff rear end".

He added: "The capability we have in our vehicles carries a penalty that works against you when you think about range for an EV. My job is to make sure we retain Defender's DNA, otherwise we become another SUV brand and there are plenty of those."

Cameron acknowledged that Defender EV test cars had already been spotted by Autocar's spy photographers and said the firm was "well advanced" with development.

He also noted that the firm had put a focus on "maintaining our test cycles", rather than trying to chase a faster development cycle in order to keep up with Chinese rivals.

"What has disrupted our industry hugely are shrunken test cycles due to some of the Chinese brands," he said. "Their speed to market is just incredible. But we have always maintained that we need to have at least two winter test cycles and two hot weather test cycles for a Defender. We're looking at ways to shrink our product development time, but we don't want to compromise on quality and longevity and all the things you have to deliver as a luxury brand."

Cameron also indicated that JLR has put a focus on where it can best add value, saying: "As a business we're looking at where do we partner, and where do we build in-house, You've got to work out your core competencies. If you look at the EV world, the actual battery pack and the electric drive units have, to some extent, become commodities. But do they give us the torque characteristics and off-road drivability that Defender has to have? Those are big decisions: the quickest way to market is to buy all that in, but that's not necessarily the right answer for Defender."

Brand building

Cameron wouldn't be drawn on specific product plans beyond the brand's first EV, but when asked how big a potential Defender line-up could become, he said: "Huge."

That is likely to include multiple powertrain options given what Cameron called "the complexity of EV adoption", which results in the level of customer demand lagging behind the expectation of legislators. That's a challenge given Defender's global footprint: a majority of its UK sales are currently diesel, while its biggest market is now the US, where electrification is firmly on the back burner. The importance of the US market is likely to have steered the addition of hybrid power to EMA.

"Our strategy is to offer as much choice for as long as we can," said Cameron.

"Clearly with the Defender, because of the capabilities, toughness, the weight and the geometry of it, as long as we can keep selling petrol and diesel with hybridisation and other forms of interim technology, we'll continue to do so."

The Defender is currently offered with a plug-in hybrid powertrain, but that is built around a four-cylinder engine and has a limited electric range, because the D7 platform wasn't designed for the technology. Cameron hinted that would change in time, saying: "We're going to be relying on future generations and different architectures to expand those sorts of technologies."

Notably, Cameron said Defender's growing international focus could Influence its line-up: "Beyond the UK there are vehicle types that are absolutely suitable [for Defender in certain geographies. The US is now our biggest market, and there are product categories popular there we can absolutely bring Defender into."

That suggests a revival of previous plans to develop a Defender pick-up given the size of that market in the US, although Cameron wouldn't expand on specifics.

But he noted that growth could also come at the other end of the range, because "in Europe they need small cars for tight streets".

He added: "The red line we've got to draw is that any future versions of Defender still have to have the same characteristics that every Defender needs. There's no reason you can't go smaller, bigger, longer, higher and still cover those bases.

"The biggest challenge is that we don't want to be all things to all people, so we've got to work out where to [focus] - and it's not about volume for us. It's about building a good, profitable, margin-led business and satisfying customer needs in segments and markets that don't exist today.

"If you look at JLR as a business, we've always been at our best when we create segments. Range Rover is a great example. The Evoque was a great example. Defender today is a good example: it reimagined the rugged SUV segment.

"So we're going to look carefully at those white spaces in the market where we can credibly have a Defender product. But we won't copy something just to chase volume, because that's not what our business plan is."

The best cars from companies that no longer exist

Wed, 17 Jun 2026 07:58:15 +0100

We take a journey into the finest model made by famous car companies that no longer exist

Times change, markets evolve and sometimes companies who rule the roost get a wheel stuck in a ditch and never recover.

Some of the brands who are no longer with us are gladly forgotten, while others left us wonderful memories of motoring days gone by. Join us as we look at some of the best cars built by car makers no longer around:

AMC: Eagle (1980)

This was a family car on stilts which relied on serious four-wheel drive hardware and ample ground clearance to tackle tough trails and knee-deep snow. In many ways, the Eagle was the modern crossover’s predecessor. Have you noticed the rising popularity of SUV-coupes? AMC did it first with the Eagle SX/4 (next picture), and it had two doors like a proper coupe should.

So what happened to AMC?

The company was bought by France’s Renault in 1979, but AMC’s range of mostly smaller cars suffered as fuel became relatively cheaper during the 1980s. Renault CEO Georges Besse - who championed AMC - was murdered in 1986 by terrorists, and his successors lost interest and sold the firm to Chrysler in 1987, when the AMC badge came to an end.

Amphicar: Model 770 (1961)

Launched in 1961, the Amphicar Model 770 was a boat-car hybrid with no direct rivals. Its rear-mounted, Triumph-sourced four-cylinder engine spun either the back wheels or a pair of plastic propellers visible beneath the rear bumper, while the front wheels steered it regardless of whether it was traveling on land or on water. It was surprisingly versatile and, thankfully, completely watertight.

Most were sold in the United States, including one to President Lyndon Johnson (pictured) , who used to pretend to unsuspecting visitors that his brakes had failed as he drove into a lake at his ranch in Texas.

So what happened to Amphicar?

The niche the Model 770 landed in was too small to keep Amphicar financially afloat. Production ended in 1967 after about 4000 units were built in West Germany by a company owned by the Quandt family, better known for their large stake in BMW.

Amphicar chose not to stay in the car industry after it axed the Model 770. To date, no other company has offered a series-produced amphibious passenger car.

Austin-Healey: 3000 (1959)

When it made its debut in 1959, the Austin-Healey 3000 stood out with a 3.0-litre engine and front disc brakes. The big Healey was a force to be reckoned with in European rallying events, but convertible-hungry buyers in North American scooped up most of the production run. It was one of the greatest British sports cars of its era, and it was continuously updated throughout the 1960s.

So what happened to Austin-Healey?

The deal between Austin and Healey ended in 1972 after 20 years. There have been talks of a revival since, including under BMW’s ownership of Austin successor company Rover, but nothing has appeared. The name itself is now owned by China’s SAIC.

PICTURE: Austin-Healey 3000 Mk3

Autobianchi: A112 Abarth (1971)

When Volkswagen takes credit for pioneering the hot hatchback, it overlooks the Autobianchi A112 Abarth. Admittedly, the A112 was easy to miss due to its small dimensions. It was introduced in September of 1971 (before anyone knew what a Golf was) as a hotter version of Autobianchi’s successful small car. Early models used a 58hp four-cylinder engine, though power climbed to 70bhp later in the production run.

So what happened to Autobianchi?

The company was a joint venture between bicycle-maker Bianchi, Pirelli, and Fiat. Fiat took full control in 1968, and then folded the operation into Lancia. The badge disappeared in 1995.

Auto-Union: 1000 SP (1957)

Visually, there was little to suggest the Auto-Union 1000 SP was related to the standard 1000. And yet, the SP shared its basic two-stroke, three-cylinder engine with the 1000, though there were some model-specific differences. Stuttgart-based coachbuilder Baur made about 5000 units of the 1000 SP between 1958 and 1965. It also built around 1640 examples of a 1000 SP-based convertible starting in 1961.

So what happened to Auto-Union?

Auto-Union merged with NSU in 1969, and both were absorbed by Volkswagen shortly after. Audi was born from the merger. While both brands are dormant today, Audi still builds cars like the A6 in Neckarsulm, where NSU was based, and Volkswagen manufactures cars in Zwickau, where Auto-Union traces some of its roots to (and where the Trabant was made).

Daimler: SP250/Dart (1959)

Once a supplier of cars to royalty, Daimler grew out of the German company, but soon built its own models. The SP250’s engine had an interesting configuration; while being only a 2.5-litre, it was a V8. Elegant but interesting to look at, it was a spirited drive, good for 120mph, and determinedly different from its stately predecessors. It was famously used to police speeds on Britain’s first motorway, the M1.

So what happened to Daimler?

The company was sold to Jaguar in 1960, its cars eventually becoming badge-engineered Jaguar derivatives. The brand disappeared in 2007, though Jaguar still has the right to use the name in many markets, though given Daimler is now also the name of the heavy trucks arm of Mercedes-Benz (it’s complicated…), this seems unlikely.

DeSoto: Model K (1928)

Created by Chrysler in 1928, DeSoto put its rivals on notice when it released its first car, the Model K, for the 1929 model year. It sold 81,065 units of the model during its first 12 months on the market, a record that remained unbroken for several decades. The Model K was cheaper than a comparable Chrysler, fitted with a six-cylinder engine, and offered in a number of body styles, including a roadster. It was the right car at the right time, and the future looked bright for Chrysler’s mainstream brand.

So what happened to DeSoto?

DeSoto’s early success quickly faded. Chrysler also purchased Dodge in 1928 and the two brands often overlapped; both were positioned below Chrysler as mass-market brands. Its evolution followed the rest of the Chrysler portfolio’s, so it received the new Firedome V8 in 1952 and the “Forward Look” design language in 1955. Sales collapsed in 1958, partly due to the same recession that helped end Edsel, and Chrysler closed DeSoto in 1961.

De Tomaso: Pantera (1971)

Alejandro De Tomaso (1928-2003) designed a breathtakingly gorgeous car and bought a V8 from Ford to stuff behind the seats. America’s appetite for performance cars ensured a steady cash flow for De Tomaso in spite of the Pantera’s quality issues.

Unreliability caused Elvis Presley to shoot his Pantera on numerous occasions, presumably as a punishment. It’s not known if this helped. Ford stopped importing the car to the US in 1975, but production carried on for other markets (including Europe) until 1992.

So what happened to De Tomaso?

De Tomaso merged with Maserati in 1975 and that brand was always more prolific, but De Tomaso sales carried on in small numbers until 2004 when the firm died. The trademark was sold on, and a De Tomaso concept car appeared at the 2011 Geneva motor show, but nothing’s been heard since.

Eagle: Talon (1989)

Chrysler founded Eagle in 1988 to continue AMC, which left the scene that same year. Its range consisted largely of average, unexciting cars that suffered from a complete lack of image. The only exception was the Talon, which was closely related to the Mitsubishi Eclipse. Released in 1989 as a 1990 model, it was available with all-wheel-drive and a turbocharged four-cylinder engine rated at 192bhp.

So what happened to Eagle?

In hindsight, there was no space in Chrysler for an obscure brand like Eagle, and not enough interest or money to give it a fighting chance. Models left the range one by one during the 1990s, and the Eagle name disappeared in 1998. Stellantis owns the name today. The factory in Normal, Illinois, that manufactured the Talon now belongs to electric pickup truck maker Rivian.

Facel Vega: Excellence (1958)

Facel Vega was a brand favoured by the world’s celebrities to build the Excellence to take the fight directly to Rolls-Royce and the German brands. From its stately design with reverse-facing rear doors to its hand-built interior, the Excellence easily lived up to its name. It served as the flagship for the brand, and for France’s entire automotive industry.

So what happened to Facel Vega?

Competition from larger luxury-car rivals like Mercedes-Benz did the company no favours and it closed down in 1964. It remains a mystery why France – home to world-beating luxury brands like Louis Vuitton and Chanel – has never created a successful luxury car brand in recent decades.

Hudson: Hornet (1951)

The Hudson Hornet had big round headlights, plenty of chrome and a long, sloping roof line that flowed into a pontoon-like rear end. Power came from a 5.0-litre straight six. It was fast, too; the Hornet dominated NASCAR racing in the early 1950s.

So what happened to Hudson?

It merged with Nash-Kelvinator in 1954, to form American Motors Corporation- AMC. The Hudson badge survived until 1957. The remnants of AMC – including, most notably, Jeep – today live in Stellantis.

Innocenti: Mini (1974)

Scooter maker Innocenti formed its car-building division through a collaboration with Britain’s Austin. It began building the Mini under license during the 1960s, and it released an updated model styled by Bertone’s Marcello Gandini in 1974. Bertone gave the Mini a more modern-looking design and a practical hatch to take on the Autobianchi A112, one of Italy’s rising stars.

Several evolutions of the Innocenti Mini were built, and an entry-level two-cylinder engine joined the range in 1985. Outdated in spite of several visual updates inside and out, the Innocenti Mini retired in 1993, seven years before the Mini itself died.

So what happened to Innocenti?

Fiat gradually took over Innocenti and Maserati from De Tomaso in the 1990s. It closed the company’s factory and assigned the brand a series of badge-engineered cars like the Mille, which was a second-generation Uno made in Brazil and sold for less than the Italian-built model. Fiat dumped the Innocenti name in 1997, and Stellantis owns the name today.

Jensen: Interceptor (1966)

The Jensen Interceptor provided buyers with an alternative to the archetypal British grand tourers made by the likes of Aston Martin. It catered to buyers who cared more about silky-smooth low-end torque than razor-sharp handling and low running costs. It died without a successor when Jensen collapsed under the burden of its financial troubles.

So what happened to Jensen?

Jensen ceased operating in 1976. It was revived in 2001 with a new car, the S-V8, but promptly died again after just 20 were produced.

Matra: Rancho (1977)

Matra made the Rancho from many parts of its other vehicles. Starting with the VF2 van, engineers installed an 80hp 1.4-litre engine from the 1308 GT, brakes from the 1100 TI, and a four-speed manual transmission from the 1307. While the design suggested it could go anywhere, four-wheel drive was never offered for cost and packaging reasons.

It was a trailblazer for the crossover class, but arguably a couple of decades too early. In an odd twist of fate, the Rancho’s intended replacement morphed into the original Renault Espace, Europe's first people-carrier.

So what happened to Matra?

Matra in the automotive sphere became a contract manufacturer for Renault, but this work ceased in 2003, and some other assets were acquired by Pininfarina. The defence and aerospace part of Matra is now part of Airbus.

Mercury: Cougar (1967)

Mercury launched the Cougar to fill the space between the Ford Mustang, which it shared its platform with, and the Ford Thunderbird. It became Mercury’s hero car by combining performance with a larger dose of luxury. Later models attempted to recapture the spirit of the original, though they largely failed due to poor execution and performance best characterized as slothful.

So what happened to Mercury?

Following rationalization after the financial crisis, Ford announced the end of the brand in 2010, and its last car, a Grand Marquis, was built in January 2011.

Morris: Minor (1948)

In terms of Morris-branded cars, it’s hard to beat the Minor. While performance was sedate even by the standards of the time, steering and handling was impressive, and this was a primary way Britain got back on the road after the second world war. It later spawned van, estate and convertible versions, and more powerful engines that arrived later helped a lot. A cool 1.4 million examples were built until 1971.

So what happened to Morris?

Morris merged with arch-rival Austin in 1952 to make the British Motor Corporation. In turn this merged with various other companies to form British Leyland in 1968. The last Morris-branded car, the Ital (pictured), was built in 1984. Part of the old Morris factory in Oxford today produces the Mini for BMW; the Morris name itself is owned by China’s SAIC.

Oldsmobile: 4-4-2 (1964)

The 4-4-2 started life as a performance-oriented option package on the Oldsmobile Cutlass. It proved popular enough to earn a promotion to a full-fledged model line in 1968. Oldsmobile collaborated with American tuner Hurst to build an even faster 4-4-2 with a 390bhp engine, upgraded brakes and a model-specific suspension.

For a few years, the numbers 4-4-2 were synonymous with no-nonsense performance. The 1972 redesign demoted the nameplate to option package status.

So what happened to Oldsmobile?

Oldsmobile increasingly found its cars lost among those of GM’s other brands, let alone those from other carmakers, and the brand died in 2004.

Nash: Metropolitan (1953)

Nash envisioned the Metropolitan as a small American car with European flair. It commissioned a design from Pininfarina and asked Austin for the A40’s engine and spare production capacity. It all came together shockingly well; one of America’s smallest and most stylish cars was born.

Sales started during the 1954 model year. Often bought as a second car, the Metropolitan went through several evolutions (and was sold under several names, including Hudson and Rambler) until production ended in 1961.

So what happened to Nash?

In 1954, Nash and Hudson became American Motors Corporation (AMC) through what was at the time the largest corporate merger in American history, and formed the fourth-largest carmaker in the United States. AMC was taken over by Chrysler in 1987. The Nash name stopped being used in 1957.

NSU: Ro80 (1967)

Presented at the 1967 Frankfurt motor show, the NSU Ro80 stood proud as one of the most innovative production cars released in the 1960s. It arrived as a big, upmarket model with unusual proportions, a highly aerodynamic design, and a twin-rotor Wankel engine.

Many celebrated it as the family car of the future. Early problems with the rotary engine gave the Ro80 a bad reputation that it didn’t fully recover from, and the first oil embargo sealed its fate. While NSU took steps to make the rotary engine more reliable, it couldn’t keep its fuel economy in check. The Ro80 retired without a direct successor in 1977.

So what happened to NSU?

Vast warranty claims from the Ro80 crippled the firm and Volkswagen took it over, though VW was more interested in the firm’s factory than in its line-up. It merged NSU and Auto-Union in 1969 and reluctantly absorbed the K70, which became the first water-cooled Volkswagen.

NSU built its last car, an Ro80, in 1977, but the firm’s legacy endured. The Audi 50 (1974) was developed by NSU to replace the Prinz; it became the first Volkswagen Polo.

Panhard: 24 BT/CT (1964)

Ordinary motorists knew Panhard for big, six-seater saloons; racers knew Panhard for ultra-light sports cars. The 24-series cars were an attempt at blending the company’s two identities. Offered with a short or a long wheelbase, the 24 brought Panhard’s unique breed of sportiness to motorists unwilling to commute in a stripped-down race car.

The 24 BT was longer than the 24 CT to offer more space for occupants riding in the back. Both variants received an air-cooled flat-twin engine which, thanks to an impressively aerodynamic design, propelled the 24 to highway speeds in a relative hurry.

So what happened to Panhard?

The car side of Panhard was sold to Citroën in 1967, and the brand as a carmaker died. The name lives on as a maker of military vehicles, ultimately owned by Volvo Group, the Swedish truckmaker.

Pontiac: Firebird (1967)

General Motors didn’t allow Pontiac to build a two-seater sports car out of fear it would compete directly against Chevrolet’s Corvette. Instead, Pontiac received permission to launch a sports car based on the same platform as the then-new Camaro.

Affectionately called “Screaming Chicken,” the Firebird carried on alongside the Camaro for four generations until it died in 2002.

So what happened to Pontiac?

Increasingly lost in General Motors, the Pontiac brand was discontinued in 2010 as GM rationalised its brands after its near-death experience in the 2008-09 global financial crisis.

Plymouth: Road Runner (1968)

Muscle cars progressively grew out of mainstream buyers’ reach as they became more powerful and more expensive. The Road Runner was a return to the basic, enthusiast-approved formula of placing an immensely powerful engine in the unsuspecting body of a run-of-the-mill car. The Road Runner exceeded Plymouth’s wildest expectations during its first year on the market. Clearly, the time was right for a more affordable muscle car.

So what happened to Plymouth?

Chrysler’s Plymouth brand died in 2001, and its cars were either discontinued or rebranded as Chryslers.

Rover: SD1 (1976)

The SD1 was Rover’s last attempt at building a true flagship model on its own, before it teamed up with Honda to share technology and costs. An avant-garde design and optional V8 power positioned it firmly at the top of the Rover range, placing it in the same ring as executive saloons from BMW and Mercedes-Benz. When it worked it was great – but poor build quality and reliability ensured the SD1 often didn’t.

So what happened to Rover?

Rover became part of the Austin Rover group, and it developed the 800 (pictured) as a follow up to the SD1, a sister car to the Honda Legend. Rover was sold to BMW in 1994. Having sold off Land Rover to Ford in 2000, it sold what was now MG Rover to a management consortium for £10. However, MG Rover went out of business in 2005. The Rover name was sold by BMW to Ford for around £10 million (around $16 million) in 2006, which sold the marque along with Land Rover and Jaguar to India’s Tata Motors in 2008.

Saab: 99 (1968)

The 99 marked the beginning of a new chapter in Saab’s history. The Swedish brand ditched the 92-inspired design of earlier cars in favor of a more contemporary look characterized by a wrap-around windscreen, while a Triumph-sourced four-cylinder engine relegated the 96’s DKW-derived two-stroke engine to the history book once and for all.

The 1978 Turbo remains the best-known evolution of the 99. It paved the way for every high-performance Saab from then on.

So what happened to Saab?

Saab was fully acquired by General Motors in 2000. Saab was sold to Spyker in 2010, but ceased making cars in 2011. A Chinese firm called NEVS then bought Saab’s automotive assets, but it seems that the brand won’t be used on any vehicles; this is a complex area since the Saab name is still used by a military aircraft maker; Saab cars and aircraft were under the same ownership until 1990.

Saturn: SL (1990)

Saturn illustrated how it planned to operate as a different kind of car company when it launched the SL in 1990 as a 1991 model. The model looked like nothing else in the General Motors portfolio thanks in part to a grille-less front end, it was built on a brand-specific platform, and it was manufactured in a new assembly plant located in Spring Hill, Tennessee.

Even odder were the SL’s plastic body panels, which were chosen because they were lighter, more durable, and cheaper than steel parts. Saturn’s unique approach to taking on Japanese carmakers initially paid off. It built its 500,000th car in September 1993 and it sold 229,356 cars that year.

So what happened to Saturn?

The problem arguably started from literally day two. GM CEO Roger Smith championed Saturn, but retired the day after it was officially launched. Later bosses showed much less interest commitment to it, and the cars gradually lost their identity as they became sister cars to those from other GM brands. It was closed in early 2010 along with several other GM brands.

Simca: 1000 Rallye (1970)

Abarth applied its magic to the Simca 1000, but it’s the three Rallye versions that replaced Renaults and NSUs in the heart of enthusiasts seeking rear-biased driving thrills. The 1000 was the ideal base for a high-performance saloon aimed at buyers on a budget. The first two editions of the Rallye were hot-rodded production cars, but the 102bhp Rallye 3 was a full-blown street-legal race car released for homologation purposes. All three models are still widely used in hill climb events today.

So what happened to Simca?

Simca was bought by Chrysler in 1970, and then PSA Peugeot-Citroën in 1979, and the badge died thereafter in favour of Talbot.

Studebaker: Avanti (1962)

Developed in response to the Chevrolet Corvette, the Avantis was designed by Raymond Loewy and had a body made out of fiberglass and dropped on a modified Studebaker Lark chassis. Studebaker built about 5800 examples of the Avanti before it shut down for good, but five different entrepreneurs took turns building the car until 2006.

So what happened to Studebaker?

Studebaker found it increasingly hard to compete with the Detroit giants, and production at its main South Bend factory ceased in 1963, though operations continued at the company’s Canadian plant until 1966. The name is today owned by Federal-Mogul, a car parts firm.

Sunbeam: Tiger (1964)

Originally formed in 1901, Sunbeam disappeared after 1935, but was revived in some style in 1953 with the pretty and successful Alpine – which was perfectly timed for the 1950s American open-top sports car wave.

Wanting more power, Sunbeam enlisted Carroll Shelby to help fit a 164bhp 4.3-litre Ford V8 into the car. Twice as powerful as the Alpine but only marginally heavier, the car was a scintillating hit, shifting over 7000 examples in just three years.

So what happened to Sunbeam?

Already part of the Rootes Group, Rootes was absorbed by Chrysler and then Peugeot. The Sunbeam name disappeared in 1981.

Tatra: 613 (1974)

Like Porsche’s 911, the Tatra 613 retained its rear-engined configuration well after the layout went out of fashion. It shared this configuration with its predecessor, the 603, but its styling came to life on a blank sheet of paper. In an unlikely tie-up, Czechoslovakia-based Tatra enlisted the help of Italy’s Vignale to forge a new design identity more in-tune with the times.

It’s remembered as one of the most prestigious cars to come out of the Soviet-era Eastern Europe. You didn’t want to see it parked up in front of your house at two in the morning as it was a favourite of the KGB and its Warsaw Pact counterpart organisations.

So what happened to Tatra?

It stopped making cars in 1999, but carries on as small-scale truck maker, and as such is the second-oldest vehicle producer in Europe after Peugeot, the Tatra company having been formed all the way back in 1850, when it produced horse-drawn carriages.

Talbot: Samba Cabriolet (1982)

Based on one of the cheapest cars in Europe, the Talbot Samba Cabriolet gave young, cash-strapped motorists a way to go topless without breaking the bank. It also attempted to provide the Talbot brand its own image by separating the Samba from the Peugeot 104 and the Citroën LNA it shared a platform with.

So what happened to Talbot?

When PSA bought Chrysler Europe in 1979, it used the Talbot badge on former Chrysler and Simca models. The Talbot name continued on cars until 1987, and on vans until 1994.

Triumph: Stag (1970)

While some would choose Triumph’s successful and pretty line of TR sports roadsters from the ‘50s and ‘60s, we reckon the Stag deserves more credit as the British V8-powered would-be answer to the Mercedes SL. Moodily handsome though blighted by reliability issues, it was a nice drive when it worked.

So what happened to Triumph?

Triumph was run down by owners British Leyland, and the oddball TR7 was the last car developed in-house. That was followed by the 1981 Honda Ballade-based Triumph Acclaim (pictured), and the name ended in 1984. However, someone in Munich has a long memory: intriguingly, the Triumph Cars name today belongs to BMW, a relic of the firm’s Rover ownership but retained when it sold that firm. Triumph and BMW went head-to-head in the small sports saloon market in the 1970s in Europe.

Vespa: 400 (1957)

Known internationally for scooters, the Italian brand dipped its toes in the automotive pond when it introduced one of the smallest cars on the European market at a high-profile event in Monaco. The 400 competed in the same handkerchief-sized arena as the Goggomobil and the Fiat 500, which hit the market just a few months before its Vespa-badged rival. The 400 – an allusion to its 393cc engine – was manufactured in France. One and done, Vespa never built another car.

So what happened to Vespa?

Nothing, in a word. Vespa continues to make motor scooters; its parent company Piaggio sold 436,000 two-wheeled machines in 2023 using a variety of brands which also include Aprilia and Moto Guzzi.

The smallest cars ever made by every major car maker

Wed, 17 Jun 2026 07:57:12 +0100

Do good things come in small packages? David Finlay investigates

Very occasionally a manufacturer devotes itself entirely to a single car, such as the Tucker 48 or the Clan Crusader.

There will usually be one model which is the smallest the company has ever made.

So let’s have a look at them. Here, in descending order of length – or ascending order of shortness, if you prefer – are the cars from 30 brands which had the least distance between their fronts and rears.

We’re including only passenger vehicles from brands which still exist today, though our first example involves one which is now a sub-brand within GMC.

Hummer H3

Hummer is renowned for producing very large vehicles, but since its portfolio includes several models it stands to reason that one of them must be shorter than the others.

That model is the H3, based on a similar platform to the one used for the Chevrolet Colorado and GMC Canyon pickup trucks. In SUV, rather than pickup, form, it measured 4782mm (188.3in), figures whose like you won’t be seeing again in this article.

DS 3

The DS 3 first appeared in 2010 as a premium variant of the Citroen C3. Six years later, the Citroen badge was dropped when DS Automobiles was established as a separate brand.

Several new DS models have been introduced since then, including a second-generation 3, but the first remains the shortest at 3948mm (155.4in).

Volvo 66

Volvo’s first car was the 1927 ÖV4, which measured 4150mm (163.4in). No shorter Volvo was produced until nearly half a century later. The later vehicle was a slightly reworked DAF 66, designed and manufactured by the Dutch Daf company, which Volvo bought in the mid 1970s.

Volvo made very few changes, retaining the little Renault engine and the then extremely unusual continuously variable transmission, but in the interests of safety it added larger front and rear bumpers, extending the car’s length by a few inches. Despite that, it became – and still is – the shortest ever Volvo, at 3900mm (153.5in).

Alfa Romeo Giulietta Spider

Although it’s relatively rare, a few Alfa Romeos measuring less than four metres have gone into production. These include the Alfasud, the much more recent 4C and a version of the Renault Dauphine built under licence.

Shorter than all of these, however, is the Spider version of the 1950s Giulietta. According to the Museo Storico Alfa Romeo in Arese, which owns one, it measures 3860mm (152.0in).

Chrysler Sunbeam

The smallest Chrysler-badged car was a UK model built by Chrysler Europe at the Linwood factory in Scotland from 1977 to 1981. Latterly badged as a Talbot, it was 3830mm (150.8in) long from bumper to bumper, a measurement which would be inconceivable for any Chrysler built in the US.

A still smaller Linwood-built car known variously as the Hillman Imp, Singer Chamois and Sunbeam Stiletto was sometimes referred to (including on the covers of workshop manuals) as the Chrysler Imp, but it does not appear to have been sold under that name.

Alpine A106

The first sports car produced by Dieppe Renault dealer Jean Rédélé (1922-2007) was manufactured using components from the Renault 4CV. There’s a limit to how large anything powered by a 750cc engine can be, and sure enough the A106 was notably petite at 3700mm (145.7in).

Alpine’s only current model, the A110, is small by modern standards, but at nearly 4.2 metres it dwarfs the much earlier A106.

Mercedes A-Class

Today’s A-Class has almost nothing to do with the original model launched in 1997. This curious machine had a lot of interior space due to its height rather than its length, which was exceptionally modest for a Mercedes-badged car.

It started out at 3575mm (140.7in), but increased to 3606mm (142.0in) during a 2001 facelift. Even the long-wheelbase version was comfortably under four metres at 3776mm (148.7in).

Skoda Citigo

The Citigo was Skoda’s only city car to date, and measured just 3540mm (139.4in). It was almost exactly the same thing as two other small VW Group products, the Seat Mii and the Volkswagen up!. Of the trio, however, it was the only one which can be said to have been the shortest in the history of its brand.

Audi 50

The 50 was an anomalous car for Audi. Launched in 1974, it was the brand’s first supermini, quite unlike any other model wearing the same badge. It didn’t last for long as an Audi, but had much more success as the first-generation Volkswagen Polo.

Audi did not try anything like this again until the A2 was introduced in the late 20th century. It’s now thought of as a small car, but it was a giant compared with the 50, which was around 3500mm (137.8in) long, depending on who you ask. The ‘little’ A2 was more than a foot longer.

Volkswagen Polo

The Polo/50 is the shortest car yet produced by both Audi and Volkswagen, at approximately 3500mm (137.8in). Two of them parked front to back would be only slightly longer than VW’s largest current model, the Grand California 680.

The GTI version of the Lupo city car, which was very slightly shorter than the less powerful variants, ran the first-generation Polo close, but at 3524mm it exceeded the earlier model’s length by nearly an inch.

Chevrolet Matiz/Lechi

GM’s Korean supermini has been produced across four generations since 1998. The first two versions both measured 3495mm (137.6in), though subsequent models have been somewhat larger.

The car has been marketed around the world under several names. Two of these are Chevrolet Matiz and Chevrolet Lechi, making this easily the shortest vehicle ever to wear Chevy branding.

PICTURE: UK-market Matiz with Daewoo branding

Hyundai Amica and Eon

Also known as the Atos, Atoz and Santro, among other things, the Amica was a tall but narrow and short city car measuring just 3495mm (137.6in) from front to rear. The later Hyundai Eon, sold for most of the 2010s, was similar in concept and identical in length.

PICTURE: Hyundai Amica

Kia Pride

The first of three models called Kia Pride was a clone of the Ford Festiva (also known as the Mazda 121) manufactured in South Korea from 1987 to 2000.

At 3475mm (136.8in), it was the shortest Kia-badged car ever sold. Even the little first-generation Picanto, which arrived three years after the original Pride was discontinued, was longer at 3535mm (139.2in).

SEAT 600

Although it was really only a Fiat built under licence, the 600 was arguably Spain’s most important car, since it was partly responsible for the enormous post-war growth of the Spanish economy.

From 1957 to 1963, before it was slightly extended, the 600 measured just 3280mm (129.1in), making it far shorter than the Mii city car of the 21st century.

Aston Martin Cygnet

In a move which must have seemed like a good idea at the time, but later proved not to be, Aston Martin briefly built its own luxurious, and eye-wateringly expensive, version of the Toyota iQ city car.

The unlikeliest of all Astons was also the shortest, taking up just 3078mm (121.2in) of road space. It could have been less than that, but a more prominent nose made the Cygnet slightly longer than the Toyota it was based on.

Honda N360

Until 1976, when the rules were relaxed slightly, no car could be included in the Japanese kei class if it measured so much as a gnat’s crotchet over three metres. Like several other models of its place and time, some of which we’ll be discussing in a moment, the Honda N360 just squeaked under this with a length of 2995mm (117.9in).

The related N600 did not qualify, partly because it was 3100mm (122.0in) long and partly because its engine was too large.

Mitsubishi Minica

Mitsubishi produced Minica kei cars in eight generations over half a century. For the first two generations and most of the third, they all measured 2995mm (117.9in).

In January 1976, the maximum permitted length of a kei car was raised from 3.0 to 3.2 metres. Mitsubishi responded by fitting larger bumpers to the Minica, increasing its length to more than 3000mm for the first time.

PICTURE: 1962 Minica

Photo licence: https://creativecommons.org/licenses/by-sa/3.0/legalcode

Subaru 360

Throughout its life, Subaru’s first car was subject to the kei car limit of 3.0 metres. Several lengths have been quoted for this model, but 2995mm (117.9in) is both the most common and the most likely.

It also applies to the 360’s successor, the Rex, and to early versions of the later R-2, which grew when the kei rules were altered in 1976.

Suzuki Fronte

In what must now have become a familiar tale, all Suzuki Fronte kei cars measured 2995mm (117.9in) in the days when they were not allowed to be more than 3.0 metres long.

The earlier Suzulight models, which were built by Suzuki but did not carry the company’s branding, are reported to have been very slightly shorter, at 2990mm (117.7in).

Toyota iQ

Toyota has built many short cars over the years, but it excelled itself with the iQ (marketed in the US as a Scion) which was produced from 2008 to 2016. At 2985mm (117.5mm) it easily met the current kei car regulations as far as length was concerned, though all the engines it was fitted with were far too large to qualify.

Oddly, the iQ was much shorter than the 3395mm (133.7in) Toyota Pixis Joy, a rebadged version of the Daihatsu Cast which definitely was a kei car.

Cadillac Model A

The first cars produced by manufacturers established around the turn of the 20th century were often extremely small, so you’ll be reading about several of them here.

We’ll start with the original Cadillac, which first appeared in the 1903 model year. The Henry Ford Museum in Dearborn reports that the Model A Runabout in its collection is a mere 2807mm (110.5in) long. For reference, two of them could just about hide behind a single example of today’s Cadillac Escalade ESV.

Ford Model A

The Ford Motor Company’s first car bore a close resemblance to the Cadillac of the same name, a coincidence partly explained by the fact that Cadillac rose from the ashes of Henry Ford’s first company that he departed in 1902.

There were important differences, though. Each car had its own engine, and the Ford was shorter. According to the Henry Ford Museum, which has an example of both Model As, its Ford measures 2616mm (103.0mm).

smart fortwo

The original smart became known as the fortwo after several years to distinguish it from the much larger forfour supermini.

Although its passenger compartment was impressively spacious, there was very little either in front of or behind it. In its first generation, the car was only 2500mm (98.4in) long. Later models have reached nearly 2.7 metres.

Vauxhall 5hp and 6hp

The Vauxhall 5hp went on sale in May 1903, and was replaced the following February by the 6hp, which was basically the same car with a larger engine, a reverse gear and, latterly, a proper steering wheel rather than a tiller.

Both were 2489mm (98.0in) long, a figure Vauxhall never approached again. The 12-14hp model, which went into production before the end of 1904, was very much larger.

Citroen Ami

Citroen has been building small cars for many decades, but the shortest of all went on sale only recently.

The all-electric Ami - named after, but not related to, another Citroen introduced in 1961 - is designed primarily for urban use, and measures only 2489mm (94.9in), which would have been considered modest even in the early 1900s. The Ami has space for two, a single-charge range of 46 miles, has a top speed of 28mph, and can be purchased from £8095 in the UK.

Fiat 3.5hp

The first Fiat was created by the Italian Welleyes brand, which had until then built only bicycles. The project was taken over by Giovanni Agnelli (1866-1945), who changed the car’s name and put it into production in 1899.

Almost every part was contained within the space between the front and rear axles, which were very close together. The whole contraption was just 2300mm (90.6in) long.

Peugeot Type 2

The Type 2 is generally referred to as Peugeot’s inaugural production car, though only four were built and it took nearly a year to sell the first one. Introduced nearly a decade before the Fiat 3.5hp, it was coincidentally shared that car’s length of 2300mm (90.6in). This makes it even shorter than both the Peugeot VLV, a tiny electric city car built during the Second World War, and the minuscule BB1 electric concept displayed at the Frankfurt Show in 2009.

BMW Isetta

BMW acquired the rights to build the Isetta bubble car from Italian company Iso, and almost completely redesigned it while retaining the same basic shape.

Different sources quote very different lengths for the revised car. BMW’s own figure is 2280mm (89.8in), which makes the Isetta very nearly a foot shorter than the 2570mm (101.2in) wheelbase of the company’s smallest car produced so far in the 21st century, the i3, which totals 4011mm in length.

Opel Patent Motorwagen

The full name of Opel’s first car is Patent Motorwagen System Lutzmann, after Friedrich Lutzmann (1859-1930), from whom Opel bought the rights to produce it.

Sources generally agree that the machine was 2150mm (84.6in) long, which seems about right from the available photographs and film footage.

Renault Voiturette

Renault became a car manufacturer as a direct result of founder Louis Renault (1877-1944) successfully climbing the steep Rue Lepic in Paris in his prototype Voiturette, impressing onlookers to such an extent that they wanted similar vehicles of their own.

Like the prototype, they were absolutely tiny, even by the standards of 1899 - from stem to stern, they measured 1860mm (73.2in). By comparison, the electric Twizy, today considered an extremely short vehicle at 2338mm (92.0in), seems like a sprawling monstrosity.

The greatest road car engines ever made

Wed, 17 Jun 2026 07:54:14 +0100

We've picked 50 of our favourite road-going engines, but we could easily have selected twice as many…

Defining the word 'greatest' isn't easy in this context.

After all, it could mean the biggest, the most powerful, the most relevant, the most exciting – or a combination of these things. So when choosing our 50 favourite road car engines, to be in with a chance of consideration each powerplant has to be either built in huge numbers, or really get our juices flowing – and ideally a combination of the two. Let’s take a look at what we reckon are the best, in chronological order:

Ford flathead V8 (1932)

In the 1920s many family cars could barely crack 40mph. Then Ford introduced its flathead V8 and suddenly much greater numbers of car buyers could acquire a car that could sit at 60mph all day long. The flathead V8 wasn't all that efficient but it was simple, tough and reliable, which is why it remained in production in Ford's cars until 1954 but incredibly it was used in Simca military trucks until the 1990s. It was the final major engineering contribution by Henry Ford (pictured) to the company.

Volkswagen flat-four (1936)

The Beetle is one of the biggest-selling cars in history and every one of them was powered by an air-cooled flat-four. Initially it was an 1131cc unit, but by the time the final air-cooled Beetle was built this had swollen to 1584cc, although displacements of up to 2.0 litres were offered in the Type 4. The same engine powered the Type 2 camper and Transporter – and provided the basis for the Porsche 356's powerplant.

Ferrari Colombo V12 (1947)

In a world of 2.0-litre four-cylinder engines, the idea of a 1.5-litre powerplant featuring 12 cylinders might seem utterly bonkers. But that was the specification of the first Ferrari engines; the 125 featured a 1497cc unit rated at 116bhp. By the time the Colombo-designed V12 bowed out in 1989, when the 412i was axed, the displacement had grown to 4.9 litres and the power output had jumped to 318bhp. Along the way we'd have numerous iterations of the 250, the 275 and the 365GTB/4, better known as the Daytona.

Citroën flat-twin (1948)

There can be no denying that the Citroën 2CV (pictured) was a landmark car, and part of its charm was the noise generated by the brilliantly over-engineered air-cooled flat-twin that sat in the nose. Initially seen in 375cc form, later would come 425cc, 435cc and finally 602cc versions of this Gallic powerplant, which was also fitted to the Ami, Visa, Mehari, Dyane, Bijou and Acadiane.

Jaguar XK (1948)

First seen in the XK120 of 1948, the Jaguar XK straight-six powered the E-Type, XJ, C-Type, D-Type and Mk1/Mk2 among others, with displacements running from 2.4 through to 4.2 litres. The XK engine gave Jaguar five victories at Le Mans and provided motive power for Coventry's finest right the way up to 1992, by which point almost 700,000 copies had been produced.

BMC A-Series (1951)

In production for half a century (1951-2000), the A-Series engine was first used in the Austin A30 and went on to power a massive array of cars including the Morris Minor, Austin Healey Sprite and MG Midget (pictured), Austin Allego, Morris Marina, Austin Metro and all editions of the Mini. Easy to tune and offered in displacements from 803cc up to 1275cc (but expandable to a reliable 1380cc), the A-Series engine has been enjoyed by millions of drivers – including vast numbers of racers.

Chevrolet small-block V8 (1954)

When Chevrolet introduced its small-block V8 in 1954 it probably didn't expect to build more than 100 million of them in a production run that would last all the way through until 2003 – although you can still buy one brand new if you want to. The powerplant was so called because of its size – it was far smaller than the Chevrolet big-block powerplants, despite the fact that the small-block displaced anywhere between 4.3 and 6.6 litres (262-400cu in). If well maintained, they can be good for hundreds of thousands of miles. PICTURE: 1985 Chevrolet Camaro Iroc-Z28

Ferrari V6 (1958)

Little more than a decade after Ferrari had burst on to the scene with its Colombo-designed V12, it introduced a 2.0-litre V6 designed by Vittorio Jano (1891-1960). First seen in 1958 and campaigned from 1959, the V6 would first be used in a road car in 1967, in the Dino 206GT. In that car the engine featured an aluminium block but in 1969 the displacement was increased to 2419cc and the block was made from cast iron, for the introduction of the Dino 246GT.

Rolls-Royce V8 (1959)

Introduced way back in 1959 in 6230cc form, the Crewe V8 was fitted to the Rolls-Royce Silver Cloud and the Bentley S2. In 1970 the capacity was increased to 6750cc and it was in that form the engine remained in production for the next half a century. Flexible and massively torquey, the Rolls V8 is also capable of racking up inter-galactic mileages if it's looked after. The engine only finally bowed out with the demise of the Bentley Mulsanne in 2020.

Ford small-block V8 (1961)

Ford has built numerous V8s over the years, but we're starting here with the small-block that arrived in 1961 and which would be fitted to the Mustang from its launch in 1964. Nicknamed the Windsor, the V8 was built at that Ontario location until production moved to Cleveland in 1969, while the Windsor and Cleveland engines were produced alongside each other; the small-block survived until 2000 while the Cleveland was killed off in 1982. PICTURE: Ford Mustang Boss 302

Lotus twin-cam (1962)

Lotus launched its all-alloy 907 twin-cam engine in 1973, but the original twin-cam is the one we're going with here. Based on the Ford Anglia 105E cast-iron block, Lotus developed its own twin-cam alloy head to create a brilliant 1.5- or 1.6-litre engine which made its debut in the Elan of 1962. Easy to tune and with 126bhp reliably and easily attained from the 1600 unit in big-valve form, the twin-cam engine was also fitted to the Lotus Cortina.

Lamborghini V12 (1963)

When Lamborghini burst onto the scene in 1963 it was with the 350GTV that was powered by a 3465cc V12 designed by Giotto Bizzarrini (1926-2023). That engine powered every V12 Lamborghini right up until the Aventador of 2011; the Miura (pictured), Countach, Diablo, Murcielago and numerous other GTs featured it. By the time the final Bizzarrini-designed Lambo V12 was built, the displacement had swollen to 6.5 litres.

Porsche air-cooled flat-six (1963)

In production for an incredible 35 years (from 1963 until 1998), the air-cooled flat-six powered all Porsche 911s until the arrival of the 996. The initial displacement was just two litres, but this rose to 2.2 litres in 1969, then three litres and ultimately to 3.3 litres in turbocharged form, before the air-cooled six was superseded by a water-cooled unit in the quest for more power.

AMC/Jeep 'six' (1964)

When AMC launched its in-line six in 1964 it probably didn't think that more than four decades later it would still be in production. Initially displacing 3.8 litres (232cu in), within a year there was a 3.3-litre (199cu in) version. When Chrysler bought AMC in 1987 this straight-six engine was part of the deal and it would go on to power an array of Jeep models until its demise in 2006 – by which point the unit had built a reputation for being pretty much indestructible.

Chrysler Hemi (1966)

Chrysler has produced three different Hemi engines; it's the second one that we're interested in here. Offered only between 1966 and 1971, the Hemi took its name from the hemispherical combustion chamber design. Chrysler chose this so it could fit the biggest valves possible, because under NASCAR rules only two were allowed to be fitted for each cylinder.

Fiat twin-cam (1966)

Designed by ex-Ferrari boffin Aurelia Lampredi (1917-1989), the Fiat twin-cam engine was fitted to a huge number of Fiat, Alfa Romeo and Lancia models. First seen in the Fiat 124 of 1966, in 1297cc form, the twin-cam was also available in most Fiats and Lancias of the seventies and eighties, including the all-conquering Lancia Integrale (pictured).

Rover V8 (1967)

Developed in the late 1950s by Buick (pictured), this 215cu in (3.5-litre) V8 was light, compact and powerful, but not especially reliable or cheap to make, and General Motors lost interest in it. Rover then bought the rights to produce the engine which was first fitted to the Rover P5 in 1967; it would go on to power an array of Rover, Land Rover, MG, Triumph, Morgan, TVR and Marcos models (among many others) before the final example was built in 2006 – by which point it had grown to displace up to five litres and become much more dependable.

Aston Martin V8 (1969)

When Aston Martin launched the DBS in 1967 it was supposed to be fitted with a V8, but the new engine wasn't ready in time so it would be another two years before the DBS V8 would go on sale – and delivered quite a transformation. The Tadek Marek-designed powerplant was the making of the heavyweight Aston, the quad-cam 5340cc V8 pushing out about 400lb ft of torque along with 350bhp – although these would ultimately rise to as much as 600lb ft and 600bhp in the twin-supercharged Vantage V600.

Jaguar V12 (1971)

Surprisingly few car makers have ever offered a V12 engine. In the post-war era it was mainly Ferrari and Lamborghini that offered them, but in 1971 Jaguar switched from a straight-six to a 5.3-litre V12 in the E-Type; a year later the same unit was available in the XJ saloon. Incredibly smooth and durable (if maintained properly), the Jag V12 was truly a landmark engine which remained in production until 1997, in 6.0-litre form.

Audi five-cylinder (1976)

One of the greatest things about the Quattro (a car with quite a repertoire of great things, pictured) was the beat from its turbocharged five-cylinder engine – a powerplant that made its debut in naturally aspirated form in 1976. Known internally as the Type 43, it was the Audi 100 5E that got the 2.1-litre five-pot engine first, in naturally aspirated 135bhp form. By 1989 the same engine in turbocharged form was putting out over 700bhp in US touring car guise – that was the same year that Audi introduced the world's first five-cylinder diesel engine.

BMW M88 (1978)

BMW is famed for its straight-six engines, which it's stuck with when most rivals have opted for more compact V6s instead, which are invariably less smooth and feature a less rousing soundtrack. BMW's M30 six-pot powered the iconic 3.0 CSL and was a brilliant powerplant, but things got even better when a four-valve head was fitted to create the M88 engine, as seen in the BMW M1 as well as the original (E28) M5.

Alfa Romeo Busso V6 (1979)

Designed in an era when an engine bay was worth looking at, this charismatic V6 engine from Alfa Romeo was designed by Giuseppe Busso (1913-2006), and fitted to a huge array of models including the 147, 156, Spider, 75, SZ (main picture) and more. With its polished inlet manifolds and sonorous soundtrack, you could forgive any Alfa Romeo its likely litany of build quality problems every time you explored the redline. Production ran until 2005, by which point displacements had varied between two and 3.2 litres.

PSA XUD (1982)

Peugeot and Mercedes were just a few weeks apart in introducing the first diesel-engined passenger car in 1936, so the French brand knows a thing or two about building great compression-ignition powerplants. Launched in 1982, the XUD engine remained in production for almost two decades and came with displacements of 1.8, 1.9 or 2.1 litres. This engine was fitted to cars as diverse as the Peugeot 205, Talbot Horizon, Lada Niva and FSO Polonez – as well as the Peugeot 405/406 and Citroën Xantia.

Toyota 4AGE (1983)

Toyota has created a raft of impressive engines over the years. We've opted for the unit that was so brilliant in the original MR2, as well as the legendary AE86 Corolla. The twin-cam 4AGE engine displaced just 1.6 litres and generally put out about 120bhp in naturally aspirated form. As such it was light, compact and full of fizz.

Ford/Cosworth YB (1986)

The Pinto unit was Ford's first engine to feature a belt-driven overhead camshaft. Launched in 1970 in the Cortina Mk3 and Taunus, the Pinto engine was developed by Cosworth into the turbocharged, multi-valve double overhead-cam monster seen in the Sierra RS Cosworth and later on the Escort RS Cosworth (pictured). Road cars could draw upon a relatively tame 201bhp – but in racing form more than 600bhp could be extracted from this 2.0-litre unit.

Mitsubishi 4G63 (1987)

The Mitsubishi Evo was nothing less than a weapon on the rally stages and it was pretty good on a fast, winding road too. Its super-natural abilities were down to the fitment of standard four-wheel drive, a stack of electronics – and a turbocharged twin-cam 2.0-litre four-cylinder engine that could reliably produce around 300bhp. Known as the Sirius, it was this engine that was fitted to all Evos apart from the final edition, the Evo X, which got its own powerplant.

Honda B-Series (1988)

Honda has produced a whole raft of rev-happy engines that lead the way when it comes to reliability, and in many cases efficiency too. But it was the B-Series that introduced us to Honda's brilliant VTEC (Variable Valve Timing and Lift Electronic Control) system. Not all B-Series engines got VTEC and this tech was fitted to a raft of other Honda powerplants including the K-Series and R-series – but it was the B-Series that changed things forever.

Subaru flat-four (1988)

Subaru built its first flat-four engine in 1966. That unit, known as the EA, would last until 1994, by which point the 16-valve EJ had been introduced. Launched in 1988, the EJ boxer engine was what gave the Impreza Turbo its characteristic beat. Strong, easily tuned, incredibly reliable and with a low centre of gravity, the EJ engine is still in production and will hopefully remain so for a while yet.

Nissan SR20DET (1989)

As with most Japanese car makers, Nissan has produced a string of highly tuned turbocharged engines over the years, proving that there can be a substitute for cubic inches. Typically tuned to give around 100bhp/litre, the twin-cam SR20DET powerplant was first fitted to the home-market Bluebird in 1989, but is globally best known for powering the Sunny GTi-R as well as the Silvia/180SX/200SX.

Nissan RB26 (1989)

Nissan introduced the RB in 2.0-litre straight-six form in 1985 and production of the 3.0-litre RB30 lasted until 2004. Many reckon that the 2.6-litre RB26 was the sweet spot, as seen in the R32 GT-R. With four valves per cylinder, two turbos and six throttle bodies the engine was officially rated at a conservative 276bhp, although 325bhp was a given – and more than twice this could be reliably extracted from the RB26 engine.

Toyota 2JZ-GTE (1991)

Japanese car makers choose confusing designations for their engines, but that matters not when you've got an intercooled double overhead-cam straight-six with sequential turbochargers, which will give a reliable 700bhp and which can be tuned to produce over 1000bhp. So with just 300bhp or so on tap in regular production form as seen in the Toyota Supra A80 (pictured), the 3.0-litre 2JZ-GTE engine barely broke into a sweat.

McLaren F1 (1992)

There was so much more to the McLaren F1 than just its engine, but the BMW-supplied 6.1-litre V12 was something of a high spot. McLaren had originally tried to collaborate with its Formula 1 engine supplier Honda, which was asked for a 550bhp engine to power a forthcoming supercar. Honda couldn't commit so McLaren asked BMW instead – and the result was a wonderful powerplant with 77bhp more than requested.

Mercedes OM606 (1993)

The Mercedes engine back catalogue contains some pretty impressive entries, but this is one of our favourites; a 3.0-litre straight-six with twin overhad camshafts and four valves per cylinder. Initially seen in naturally aspirated form in the W124 E-Class, the OM606 was then fitted to the next-generation E-Class, the W210, in turbocharged form. Smooth, indestructible and effortlessly torquey, the OM606 also found its way into the W140 S-Class (pictured) as well as the W463 G-Class.

BMW straight-six diesel (1999)

Even before the arrival of the original 530d, BMW had built some fabulous diesel engines, most notably the 2.5-litre straight-six seen in the 325tds and 525tds of the 1980s. But it was this unit that really put BMW on the map for great diesel engines; the first 530d was fast, sounded great and was decently parsimonious too yielding huge single-tank ranges, all of which quickly made it a police car of choice throughout Europe.

Pagani V12 (1999)

We all know that the original Pagani featured an engine that was built by Merc's AMG division, but so what? It was still a monster of a powerplant which initially displaced six litres and 444bhp; this rose to seven litres before peaking at 7.3 litres and a faintly ludicrous 789bhp. The Huayra sticks with an AMG V12, but whereas the Zonda got Merc's epic M120 powerplant its successor has the twin-turbo M158 unit.

Honda F20C (2000)

We could easily have included the K20 unit that Honda fitted to the Civic Type R, but we've opted for the F20 unit that was fitted to the S2000 because it was such a cutting-edge powerplant. Capable of revving to a motorbike-like 9000rpm, the naturally aspirated 2.0-litre F20 could generate a massive 247bhp, which meant it had the highest specific power output (bhp per litre) of any engine until the Ferrari 458 came along. A bit more low-down torque wouldn't have gone amiss though.

GM LS6 (2001)

We've already had one GM small-block V8 and here's another, although the two aren't related. The LS6 was based on the LS1 that arrived in 1997 to power the Corvette C5. This unit was then developed into the more powerful LS6 specifically for the Corvette Z06, although it would also find its way into the Cadillac CTS-V (pictured). Initially rated at 385bhp from 5.7 litres, power rose to 405bhp before the LS7 took over in 2006.

VW Group W12 (2001)

When it comes to weird engine configurations, the Volkswagen Group is the master. It's produced the narrow-angle VR6, a V5, the W8 and in the Bugatti Veyron/Chiron there's been a W16. Only slightly less mad than that is the W12 which was created by mating a pair of VR6 powerplants to come up with a 6.0-litre unit. First seen in the 2001 W12 coupé concept, that year also saw the first production car application: the Audi A8. The W12 engine would go on to be fitted to the Bentley Continental GT (pictured) as well as Volkswagen's Touareg and Phaeton, the Audi A8 and a pair of Spyker supercars. Smooth and powerful, production of the W12 ended in April 2024.

Volkswagen V10 TDI (2002)

Fitted only to the Touareg and Phaeton, the Volkswagen 5.0-litre 10-cylinder diesel engine was a beast of a powerplant with its minimum of 553lb ft of torque – in the Touareg R50 (pictured) this was boosted to a mammoth 627lb ft. Production ran from 2002 until 2009 and because the cost of building these engines was so high, few cars were ever sold with one fitted.

Honda i-CTDi (2003)

For years Honda vowed that it would never make its own diesel engine, but it finally relented in 2003 when it introduced a 2.2-litre all-aluminium oil-burner for the Accord. And what a smooth masterpiece it was! With a much lower compression ratio than normal, of 16.0:1, the N series engine was also far quieter and cleaner than rivals, while that alloy construction ensured it was lighter too.

Mazda Renesis (2003)

Decades after everybody else had given up on rotary power, Mazda was still persisting with it in its brilliant RX-8 (pictured). The company largely overcame the reliability problems (up to a point), but it couldn't fix the poor fuel economy or the appetite for oil. The Renesis engine also lacked torque but we've included it here because it was light, compact, and brilliantly smooth – plus Mazda should be applauded for doing something different.

VW Group 3.0 TDI (2004)

You've probably spotted that there aren't many diesel engines in this list, not because we don't rate them but because some have been squeezed out by petrol units that we love – or that we think are more significant. One that couldn't be omitted was this jewel of a V6 engine that was first used in the Audi A8 and which went on to be fitted to the A4, A6, Touareg, Phaeton and more. Smooth, frugal and fabulously muscular it really was a landmark engine.

BMW V10 (2005)

Aside from the occasional V12 luxury car, the maximum number of cylinders in most sports cars and GTs is eight – so BMW had to go two better with its V10. Codenamed S85 and seen in the E60 M5 (pictured)as well as the E63 M6, the V10 was thirsty and could self-destruct if not mollycoddled, but when it comes to epic soundtracks and phenomenal power delivery this was an intoxicating powerplant, no question.

Bugatti Veyron (2005)

Any engine that features 16 cylinders and four turbos has to be worthy of inclusion here, just because it's such a ridiculously over the top concept. The first Veyrons packed a 987bhp punch, but owners clearly felt embarrassed by such a trivial number which is why Bugatti turned up the wick in 2010 with the introduction of the 1184bhp Veyron Super Sport.

Audi V12 TDI (2006)

Admittedly Audi's 12-cylinder diesel engine proved to be something of a cul de sac – but we still salute the company for doing something quite so bonkers. Developed by quattro GMBH, Audi's in-house performance division, the V12 TDI engine displaced six litres and was used in the Le Mans-winning R15 TDI – and it was fitted to a handful of Q7s too. Rated at 473bhp and 737lb ft of torque (the latter from just 1750rpm), this monstrous SUV could do 0-62mph in just 5.5 seconds and achieve 23.7mpg on the combined cycle.

Audi RS4 (2006)

The original Audi RS4 was a twin-turbo V6 affair and it was okay as far as practical performance cars go. But it was the second take on the formula that really got us foaming at the mouth, because the B7-based RS4 featured a naturally aspirated 4.2-litre V8 that was nothing less than stunning with its power delivery and soundtrack. Capable of revving to a lovely 8250rpm, the RS4's engine was rated at 414bhp which was sent to all four wheels via Audi's quattro transmission.

Fiat TwinAir (2010)

We were a bit hesitant about including this one. After all, the TwinAir unit is an 875cc two-cylinder turbocharged powerplant that often struggles to return more than 35mpg when fitted to the Punto, Panda or 500. But the fact that the TwinAir engine has so much character and plenty of pep are both cause for celebration, so what the hell…

Ford 1.0 Ecoboost (2012)

In a bid to boost efficiency, car makers have put a raft of turbocharged 1.0-litre three-cylinder petrol engines into production, and one of the first was Ford's Ecoboost unit, used first in the Fiesta (pictured). Compact, light, smooth and fabulously zesty, the Ecoboost engine can also be brilliantly frugal if it isn't maxed at every opportunity – which it's very easy to do as it comes with an engine thrum that puts many four-cylinder units to shame.

Ferrari V8 (2014)

Ferrari hasn't always made the best-looking or sweetest-handling cars, although its hit rate tends to be rather higher than rivals can manage. Where it has managed to be astonishingly successful is with its engines, which have tended to offer sparkling performance with a scintillating soundtrack. That's definitely true of the F154 twin-turbo V8 that arrived in 2014. Drive a 488 (488 Spider pictured) or F8 and this engine will show you that naturally aspirated isn't necessarily best, with its incredible flexibility and phenomenal punch from barely above idle.

Mercedes-AMG V8 (2015)

Mercedes has produced some epic naturally aspirated V8 engines over the years, and we could have picked pretty much any one of them for inclusion here. But instead of a non-boosted 6.2-litre unit we've opted for the current twin-turbo 4.0-litre unit because it's just so damned accomplished. It's flexible, tractable, stupendously powerful yet ultra-clean too. Its predecessors might be impressive but the M176 V8 proves that the fun needn't be over just because of modern emissions regulations.

If you enjoyed this story, please click the Follow button above to see more like it from Autocar

Horse: Making ICE power better to get to net zero faster

Wed, 17 Jun 2026 06:00:00 +0100

Combustion is alive, well, and still relevant thanks to this Renault-Geely firm's innovative approach

Horse Powertrain is notionally a new company, but its roots stretch right back to 2010, when China's Geely acquired Volvo from Ford and united two disparate combustion engine development programmes under one umbrella.

Rather than winding down the existing ICE programmes, the two firms bucked the wider industry trend towards all-out electrification. Instead, they invested in and expanded the division, in recognition, says Horse Powertrain CEO Matias Giannini, "that they were going to need combustion engines to continue to be better and better for a long time".

Giannini continues: "I commend them for having that vision when many other OEMs were basically saying 'leave it alone, let's just focus on EVs, because EVs are going to accelerate very quickly, combustion engines are going to die and we don't need to do anything there'".

Just over a decade later, like-minded Renault Group boss Luca de Meo spun off his own firm's ICE programmes into a similarly conceived stand-alone business called Horse, which would soon after join forces with the Geely-Volvo outfit to create Horse Powertrain - initially owned 50:50 by Geely and Renault but now with a 10% stake taken by Middle Eastern oil giant Saudi Aramco.

With around one billion cars expected to still be powered by a combustion engine at the end of the next decade, Giannini says there were two options for the industry: "Either you just do nothing, and half of the vehicles out there will just have highly inefficient systems, polluting and costing more. Or somebody has to take care of that. And we decided we're the company that's going to help take care of that."

And so that is exactly what Horse is now doing, with 25 manufacturers already signed up to take its engines, including brands from the original founding groups, along with Mercedes-Benz, Nissan and Caterham, to name a few, and discussions are under way with many more.

In fact, Giannini says: "It's hard to pick a top-15 OEM that we're not talking to". That fact alone is testament to the universal applicability of Horse's business model and products, and why the firm is a deserving winner of this year's Sturmey Award for innovation and achievement.

Horse already had a comprehensive range of Volvo-, Geely-and Renault-derived systems on its roster when it was born, and it has since launched in rapid succession a range of its own ultra-frugal, compact, low-cost-oriented engines and hybrid systems.

Perhaps the most significant of these new systems is the 'X Range', which comprises an array of distinct powertrains serving different purposes, but all of them have the same essential goal: turning an EV into a hybrid as easily as possible, with no incursion into the cabin space, no need to carve out more space in the floorpan and a minimal addition in weight.

One of these set-ups, the new C15 petrol range-extender, is so light and compact that it has been dubbed 'the briefcase' engine. It has cleverly been designed to fit in the same vertical space as a battery: it fits perfectly into the space that is freed up in the floorpan of the REx version of any given EV, which doesn't need so much battery capacity due to its on-board back-up generator.

It's a rule-breaking approach that challenges almost every established way of thinking in the automotive game - as technically innovative as it is commercially disruptive. But the question has to be asked: for how long can Horse keep galloping? Irrespective of the ultimate timeline, the plan remains that one day everyone will drive an electric car - and what happens then to a company that has put combustion engine technology at the heart of everything it does?

Giannini grins: "I think that is so far away that I see the opportunity and the obligation that a company like ours has to solve the problem of decarbonisation in the meantime. It is big enough to motivate this company to continue to do what we're doing".

More than 150 years since the first internal combustion engine clattered into life, there's still a long way to go before we achieve peak ICE, he suggests: engines can always be more efficient, quieter, more compact, lighter, capable of running on more different types of fuel... The industry should not stop innovating on the basis that one day the end will come, argues Giannini, and certainly Horse is only just getting into its stride. He adds: "We're not stopping. We're going to keep pushing the limits of technology and finding new ways of doing things."

Ineos reveals military prototype in bid to replace army Land Rovers

Wed, 17 Jun 2026 00:01:00 +0100

Ineos pitches specially modified 4x4s as MoD prepares to retire its Defenders

Ineos Automotive has joined forces with two British military vehicle specialists to propose a Grenadier-based light military vehicle that has been designed to replace the army's traditional Land Rover, which is being phased out after nearly 70 years' service.

The new vehicle is called Grenadier MRLV (for Multi-Role Light Vehicle). It is closely based on Ineos's staple 4x4 - already renowned for durability in extreme conditions - but is understood to be configurable in at least nine different variants.

In an exclusive recent viewing, Autocar was shown a crew-cab, flat-bed MRLV prototype closely related to the Quartermaster pick-up. The vehicle had retractable legs that would allow its modular bed to be detached and deployed at a specific site to provide, for example, a platform for mounting weapons or launching drones.

The MRLV project's partners believe the Grenadier's combination of an easily extendable ladder chassis plus heavy-duty wheels and live axles at both ends, together with height-adjustable air suspension and a modern BMW diesel engine and transmission, give it the high-level capability and flexibility a military vehicle needs.

UK-based military engineering specialist SMT Defence, which already creates mission-critical vehicles for elite and specialist military use, has joined the collaboration to design and deliver the vehicles. The other partner is NMS UK, which is currently involved in UK-based military vehicle production of many types and will deliver the vehicles "at scale".

The partners stress that Ineos's UK ownership and the two specialist firms' onshore location create "a UK-anchored industrial collaboration".

Mike Whittington, Ineos Automotive's chief commercial officer, said: "A defining advantage of the collaboration is its British ownership, onshore assembly and local supply chain. This delivers the strategic benefits of operational independence and resilience."

The Ministry of Defence (MoD) has traditionally maintained a fleet of about 7800 Land Rovers and Austrian-built Pinzgauer light trucks across the three services but announced recently that "a technologically advanced successor" will start replacing them by 2030. The MoD plans an initial fleet of around 3000 'soft-skin' vehicles for reconnaissance, patrol and logistics. Armoured versions are likely to come later.

A UK military deal and the potential resulting export demand could bring a big benefit to Ineos Automotive, which currently builds its production cars at Hambach in eastern France. Although production has risen strongly this year, CEO Lynn Calder says production has still not reached the plant's 30,000-unit annual capacity.

Ineos's MRLV prototype is likely to face strong competition for the MOD contract from a number of rivals, including US-based General Dynamics, JLR (with versions of the latest Land Rover Defender) and a Toyota vehicle based on the Land Cruiser and Hilux. The MoD has already staged a "farewell party" for its outgoing Land Rover and is believed to be likely to decide on the new vehicle before the end of this year.

How to turn a 4x4 into an MoD 4x4

Gary Hedges, Ineos's military and blue light vehicle specialist, reckons the standard Grenadier gets surprisingly close to fulfilling the MoD's requirement for a new, advanced light vehicle but says the strategically modified MRLV "takes it to the next level".

Outside The Grenadier pub in Belgravia, London, where the original Ineos 4x4 idea was born, Hedges walks around a business-like, drab-coloured, flat-bed military prototype, pointing out its heavy-duty chassis, wheels, axles, tyres and height-adjustable air suspension.

According to Hedges, this is just one of many configurations planned for the military Grenadier, which has already undergone a near-200,000-mile programme of torture tests to check for body cracks or deformation, and which can exceed the MoD's 3.5-tonne towing standard by a full tonne.

Hedges, who knows military vehicles well from a 26-year Royal Artillery career, draws attention to the Grenadier's versatility as well as its toughness.

"We can make a single-cab version, of course," he says, "plus lots of different body configurations. This one can carry a 220-litre fuel tank that gives it a range of 1000 miles.

"If needed, the engines can be de-rated to Euro 4 exhaust standards so it doesn't need AdBlue and can run on aviation turbine fuel."

Hedges describes the Grenadier MRLV as what the Defender should have been: "Say I'm biased, if you like, but the fact is this is the best 4x4 I've ever had. Our job has been to produce the ideal vehicle for soldiers to fight from, and I believe we've achieved it."

Special 911 GT3 marks 75 years of Porsche GB

Wed, 17 Jun 2026 00:01:00 +0100

Bespoke arm turns 503bhp coupé into limited-run Earls Court 51 Edition with bespoke colour

Porsche has created a new special version of its 911 GT3 sports car to celebrate the 75th anniversary of its UK arm, while also showcasing the customisation capabilities of the German company's Sonderwunsch division.

Limited to 51 examples, the Earls Court 51 Edition takes inspiration from the first 356s that were imported into the UK in 1951 and displayed at the Earls Court motor show in London.

The wingless Touring variant of the 911 GT3 was chosen as the basis for the new car in a nod to the 356.

It is finished in a bespoke metallic Earls Court Green, created through Porsche's Paint to Sample Plus programme, while the door handles, mirror caps and bonnet stripe are in silver.

Earls Court-themed motifs are dotted around the exterior, while the silver diamond-cut wheels (20in at the front, 21in at the rear) are enhanced by metallic Earls Court Green inserts.

Inside, the new car gets a bespoke colour and trim combination, with Paldao green leather on the upper doors and dashboard and Chalk Beige upholstery for the seats.

The sports seats have custom-made corduroy inlays – a Sonderwunsch-specific item – while their backs are finished in green leather and wood.

Further nods to Porsche GB's anniversary come in the form of Union flag-embossed sun visors.

No mechanical changes have been made, so the Earls Court 51 Edition is powered by a 4.0-litre naturally aspirated petrol flat six that makes 503bhp at 8500rpm and 332lb ft of torque at 6250rpm.

Buyers can have either a seven-speed dual-clutch automatic or six-speed manual gearbox. Sonderwunsch ('special request' in German) was founded in the 1970s.

Relaunched with expanded scope in 2021, it now offers a huge array of personalisation and even allows customers to create bespoke specifications.

It also offers factory recommissioning of older cars, whereby they are stripped and rebuilt back to factory condition, allowing Sonderwunsch to legally reset the odometer as if the car were brand-new.

Sonderwunsch also offers one-off creations, collaborating with customers to realise their unique visions.

The Earls Court 51 Edition will cost from £251,951, making it more than £20,000 dearer than the special edition Porsche 911 S/T.

Bovensiepen Zagato driven: M-car hardware meets Italian coachwork

Tue, 16 Jun 2026 17:25:00 +0100

Bovensiepen Automobile debuts with a stunning, carbon-bodied coupe, but what's it like to drive?

In Buchloe old habits die hard, if indeed they die at all.

The Bovensiepen family has now relinquished the rights to the 60-year-old Alpina name, trading them to the BMW Group, and the first model of their latest venture – Bovensiepen Automobile – represents a new dawn in a great many ways. And yet here we are, pounding round the Salzburgring in a modified BMW of a distinctly road-going disposition, with capitalised letters parading luridly across its chin.

There are twice as many letters now but it’s all uncannily familiar. When the Bovensiepens ran Alpina, a trip to the Salzburgring was their preferred method of letting the press loose in a fresh model. There’d be a couple of cars, chatty senior management and old workshop hands mulling in the pits, plus a mountain of ALP-marked tyres and Brembo brakes in one of the garages.

It never felt less than an incongruous arrangement, given the laid-back nature of the luxury cruisers that made Alpina famous, and sure enough, the same is true for the stunning new Bovensiepen Zagato. This £320,000 2+2, penned just outside Milan by Norihiko Harada, is pitched both as extra-special collector’s curio and as a credible alternative to something like an Aston Martin DB12 S, but one thing it is certainly not is a track-day blade. It’s an opulent, leather-stuffed GT with monstrous torque.

That said, one key difference between the Zagato and Alpinas of yore – even the most special ones – is that rather than being based on a mainline BMW, underneath the full carbon body lurks an M4. An M4 Competition xDrive Convertible. We will come to the implications of the Zagato using a full-blown M base in a moment, but first, why choose the heavier convertible?

Chiefly because it allowed for the pillarless design that so appeals to company owner and CEO Andreas Bovensiepen. It also meant the double-bubble roofline – a Zagato signature since 1948 – could be designed and fabricated from scratch, then installed without cutting into the donor car’s monocoque. And it was worth it, because the way the contours of the roof flow seamlessly into the rear screen is one of the prettiest things about the car.

That and the wicked rake of the bonnet, which is 100mm longer than that of an M4 and hides a scything outlet whose existence must be 20% necessity and 80% theatre. It culminates in headlights as low as the BMW architecture allows, and the effect is predatory but undeniably elegant and to these eyes a touch Lagonda.

The conversion removes the donor car’s folding roof mechanism. The new body of 12 carbon panels then weighs just 50kg, even with the fixings that pin them to the underlying structure. While the join between the roof and M4 Convertible’s header rail can only be disguised so much, it’s a deft job in the main. If there’s any drawback, it’s that the rear haunches are double-skinned. They form an integral part of the crash structure and the steel couldn’t simply be removed and replaced with carbon, so the latter is laid over the top.

Inside you’ll find humble 4 Series ergonomics juxtaposed with an almost obscene degree of material lavishness. This is where the Bovensiepen saddlery excels and where you begin to understand why each car takes a minimum of 250 hours to build, rising to 400 hours if the commission is grand enough. The boot alone – appointed in tobacco Alcantara with white stitching on our car – is the equal of Bugatti polishing the wishbones of the Veyron to a sheen: unnecessary but, boy, it leaves an impression.

In the cockpit, barely any surface that is not finished in carbonfibre is covered in pristine supple leather (Lavalina if you like), from the floor to the Alcantara-trimmed ceiling. There’s little doubt these cabins will age beautifully, and in an era where sustainable, man-made upholstery is in vogue, it all feels borderline illicit.

Because it is an M4 at heart, the Zagato’s driving ergonomics are very good. Firm, low, reassuring seats are complemented by plenty of adjustability in the steering column. The BMW’s surprising generosity of rear leg room is also carried over. Visibility is excellent too, what with the lack of B-pillars and a rear screen far larger than the M4 Convertible allows for. In short, this car is much more usable than most £300k-plus specials.

Elsewhere, Bovensiepen has tried to inject some shape into the inky, unromantic cliff face that is the M4’s sweeping digital display. It was worth an attempt, but the slim cowling that is ahead of the driver is the only bit of the cockpit that feels a bit bolt-on. Not so the paddle shifters, which are in aluminium and not only look the part but also feel more satisfying in use than the rubberised blades of the M4.

Fire up the Zagato and it is unapologetically loud. The nasal timbre is trademark ‘S58’ 3.0-litre straight six, but a higher-frequency rasp and greater bass betray the titanium exhaust from Akrapovic. And you get the works – the titanium starts at the block, not the silencer. The resulting drop in back pressure, with a modified intake tract and an electronic tickle, raises power from 534bhp in the M4 to 602bhp, with torque swelling from 479lb ft to 516lb ft.

It gives the 1875kg Zagato a power-to-weight ratio of 321bhp per tonne – a little better than that of the current Porsche 911 Carrera GTS – and with four-wheel drive the 3.3sec 0-62mph time feels a touch conservative.

Launching the Zagato out of the pit lane confirms silly-fast status. A handful of laps on circuit is not going to provide the final insight for a car like this, though Ostschleife – with its terrifyingly porridge-textured track surface, entered at more than 160mph in a car this rapid – is a good assessment of composure.

On which note, Bovensiepen has swapped out the M4’s factory dampers for a set of Bilstein Damptronics. It also fits custom Eibach springs and has changed the top mounts and installed slimmer anti-roll bars. The donor car’s spread of three driver-selectable damping modes is retained but the characteristics are altered to give the Zagato’s body more freedom of movement and long-legged compliance.

Meanwhile, the forged wheels wear Michelin Pilot Sport 4S tyres – 285/30 at the front and 295/25 at the back, mirroring the largest optional fitment available on an M4. Interestingly the torque split between the axles hasn’t been tinkered with and neither have the electronically controlled M differential or ESC settings (so you get M Dynamic Mode).

It is obvious that Andreas Bovensiepen and the team have enjoyed using a tough-as-nails M-car base rather than a mainline BMW, as was the Alpina way. He described the M4 as being “perfect” and not needing anything in the way of driveline or chassis reinforcement, or additional cooling.

The result of all this is a bit of a conceptual mutant: a more relaxed M car, a psychopath in repose. On track you notice the additional suspension travel the Zagato allows compared with an M4. It manifests in the form of extra suppleness of course, the body subjected less to the turbulence underwheel, but also in a more neutral and less playful balance.

You have to work harder to get the Bovensiepen to rotate, and through its vertical travel, the body feels heftier than I was expecting. But that heft, along with the extra neutrality both on a trailing brake and under power, perfectly suits the torquey thrust of the car and the all-weather touring brief. Whether you can forgive the small deficit in structural rigidity that comes as a result of using the convertible monocoque, not that of the coupé, is a matter of how much you love the roofline.

I confess at this point that I did not slot the driveline in RWD and hang the Zag out around Ostschleife, or any other bend. Time was short and our follow-the-leader lapping wasn’t an appropriate format for that. But there’s little reason to doubt that, on the road, in rear-drive mode, and with the dampers in Sport Plus, this car wouldn’t be fluidly entertaining.

It is softer than an M4, yes, but has the same core tautness and this gives it predictability and precision. In terms of dynamic character, the blend of insouciance with underlying control and effortless torque make it tempting to compare the Zagato with something like a revitalised Ferrari 550 Maranello.

We’ll have to drive this rare machine on the road to know for sure, but with only 99 examples planned, there is no guarantee we’ll get the chance. Do feel free to envy the owners, though. Lord knows they’re paying for the privilege, but in the Zagato, they’ll own a beautifully finished, indecently pretty but unostentatious coupé in the mould of the classics, and one that’s sensibly sized and undemanding to drive fast. The Bovensiepens have gone back to the future.

Price £319,000 (approx) Engine 6 cyls in line, 2993cc, twin-turbocharged, petrol Power 602bhp at 7200rpm Torque 516lb ft at 2500rpm Gearbox 8-spd automatic, 4WD Kerb weight 1875kg0-62mph 3.3sec Top speed More than 186mph Economy 27.2mpg CO2, tax band 235g/km, 37% Rivals Aston Martin DB12 S, Ferrari Amalfi

The best cars from companies that no longer exist

Tue, 16 Jun 2026 16:07:47 +0100

We take a journey into the finest model made by famous car companies that no longer exist

Times change, markets evolve and sometimes companies who rule the roost get a wheel stuck in a ditch and never recover.

AMC: Eagle (1980)

So what happened to AMC?

Amphicar: Model 770 (1961)

So what happened to Amphicar?

Amphicar chose not to stay in the car industry after it axed the Model 770. To date, no other company has offered a series-produced amphibious passenger car.

Austin-Healey: 3000 (1959)

So what happened to Austin-Healey?

PICTURE: Austin-Healey 3000 Mk3

Autobianchi: A112 Abarth (1971)

So what happened to Autobianchi?

The company was a joint venture between bicycle-maker Bianchi, Pirelli, and Fiat. Fiat took full control in 1968, and then folded the operation into Lancia. The badge disappeared in 1995.

Auto-Union: 1000 SP (1957)

So what happened to Auto-Union?

Daimler: SP250/Dart (1959)

So what happened to Daimler?

DeSoto: Model K (1928)

So what happened to DeSoto?

De Tomaso: Pantera (1971)

So what happened to De Tomaso?

Eagle: Talon (1989)

So what happened to Eagle?

Facel Vega: Excellence (1958)

So what happened to Facel Vega?

Hudson: Hornet (1951)

So what happened to Hudson?

Innocenti: Mini (1974)

So what happened to Innocenti?

Jensen: Interceptor (1966)

So what happened to Jensen?

Jensen ceased operating in 1976. It was revived in 2001 with a new car, the S-V8, but promptly died again after just 20 were produced.

Matra: Rancho (1977)

So what happened to Matra?

Mercury: Cougar (1967)

So what happened to Mercury?

Following rationalization after the financial crisis, Ford announced the end of the brand in 2010, and its last car, a Grand Marquis, was built in January 2011.

Morris: Minor (1948)

So what happened to Morris?

Oldsmobile: 4-4-2 (1964)

For a few years, the numbers 4-4-2 were synonymous with no-nonsense performance. The 1972 redesign demoted the nameplate to option package status.

So what happened to Oldsmobile?

Oldsmobile increasingly found its cars lost among those of GM’s other brands, let alone those from other carmakers, and the brand died in 2004.

Nash: Metropolitan (1953)

So what happened to Nash?

NSU: Ro80 (1967)

So what happened to NSU?

NSU built its last car, an Ro80, in 1977, but the firm’s legacy endured. The Audi 50 (1974) was developed by NSU to replace the Prinz; it became the first Volkswagen Polo.

Panhard: 24 BT/CT (1964)

So what happened to Panhard?

The car side of Panhard was sold to Citroën in 1967, and the brand as a carmaker died. The name lives on as a maker of military vehicles, ultimately owned by Volvo Group, the Swedish truckmaker.

Pontiac: Firebird (1967)

Affectionately called “Screaming Chicken,” the Firebird carried on alongside the Camaro for four generations until it died in 2002.

So what happened to Pontiac?

Increasingly lost in General Motors, the Pontiac brand was discontinued in 2010 as GM rationalised its brands after its near-death experience in the 2008-09 global financial crisis.

Plymouth: Road Runner (1968)

So what happened to Plymouth?

Chrysler’s Plymouth brand died in 2001, and its cars were either discontinued or rebranded as Chryslers.

Rover: SD1 (1976)

So what happened to Rover?

Saab: 99 (1968)

The 1978 Turbo remains the best-known evolution of the 99. It paved the way for every high-performance Saab from then on.

So what happened to Saab?

Saturn: SL (1990)

So what happened to Saturn?

Simca: 1000 Rallye (1970)

So what happened to Simca?

Simca was bought by Chrysler in 1970, and then PSA Peugeot-Citroën in 1979, and the badge died thereafter in favour of Talbot.

Studebaker: Avanti (1962)

So what happened to Studebaker?

Sunbeam: Tiger (1964)

So what happened to Sunbeam?

Already part of the Rootes Group, Rootes was absorbed by Chrysler and then Peugeot. The Sunbeam name disappeared in 1981.

Tatra: 613 (1974)

So what happened to Tatra?

Talbot: Samba Cabriolet (1982)

So what happened to Talbot?

When PSA bought Chrysler Europe in 1979, it used the Talbot badge on former Chrysler and Simca models. The Talbot name continued on cars until 1987, and on vans until 1994.

Triumph: Stag (1970)

So what happened to Triumph?

Vespa: 400 (1957)

So what happened to Vespa?

How new Mercedes CLA proves trad saloons have a bright future

Tue, 16 Jun 2026 15:00:00 +0100

Mercedes' breakout EV is cleverly packaged, hugely efficient and even fun to drive

It may seem a little old-fashioned to have an awards category for saloon cars, but the saloon has proven impressively resilient and adaptable.

Not the estate, not the MPV and not the SUV have been able to replace it, and in the EV era the aerodynamic advantages of a low-slung car with a teardrop rear end give it a head start in the range race.

It's no wonder, then, that Mercedes-Benz chose to launch its brand-new breakout EV platform with a compact saloon, the CLA.

Despite its somewhat traditional shape, it represents a rethink on how to make a successful European premium car. Although cars atop the MMA platform are also available with a petrol engine, they're designed as EVs first, which helps with packaging the battery and ancillary electronics.

As a result, the CLA not only looks and feels like a saloon in its profile and driving position but also offers distinguishing boot space and a roomy frunk.

The excellent aerodynamics and Mercedes' general commitment to EV technology pay dividends in other areas too. Thanks to 800V electricals, new inverters and a two-speed gearbox for the main drive motor on the rear axle, the electric CLA is very efficient, giving it class-leading range despite a relatively modest battery capacity.

All those rational qualities are great, but what makes the CLA endearing as well as competitive is how well it drives. There's a natural progression to all the controls that makes it smooth and intuitive to drive.

Meanwhile, Mercedes has also nailed the chassis set-up. With modern Mercedes models, you often need to spend big to get the version that makes good on the expectation of luxury, but whatever version of the CLA you pick, it will cruise quietly, with a supple ride and good isolation.

Rather than feel compromised, though, the handling feels nicely harmonious, with communicative steering, a keen front end and even some subtle adjustability on the power.

The CLA shows there's nothing old-fashioned about saloons. It's the embodiment of how they can be efficient, well packaged, comfortable and fun to drive.

"Huge victory": Car industry welcomes reports of dramatic cut to EV sales targets

Tue, 16 Jun 2026 14:28:15 +0100

UK prime minister is poised to announce big cuts to sales targets following intense industry lobbying

Car industry bosses have welcomed reports that the UK government is set to dramatically scale back its zero-emission vehicle (ZEV) mandate and allow more combustion-engined models to be sold up to the end of the decade.

Prime minister Sir Keir Starmer is poised to outline a new timeframe for the ZEV mandate that will reduce the targeted EV sales mix for each manufacturer in the UK from 80% to 50% by 2030.

The move comes in response to intense lobbying from car companies and workers unions in the UK, who argue that the imposed timeline – which calls for a 33% EV sales mix in 2026 and 38% next year, rising in increments to 80% in 2030 – is out of step with consumer demand and unattainable.

Recent data from the Society of Motor Manufacturers and Traders (SMMT) shows that EVs have accounted for just 23.9% of all car registrations so far this year.

Already, car manufacturers have been forced to spend billions in discounts in a bid to avoid costly government fines for missing the targets – at great cost to their bottom lines – and the government itself has introduced the Electric Car Grant in an attempt to fuel demand to the levels it had anticipated.

But now, with the 2030 end date in sight and the market lagging well behind earlier forecasts, the government is poised to ease the burden by bringing the targets down to reflect the pace of adoption.

Ministers are preparing to consult with the industry on the less ambitious targets, which would allow for 50% of car sales to still have a combustion powertrain of some sort in 2030.

However, it is understood that the 2030 ban on new pure-combustion cars will still be imposed, so any models sold from then on will need to be hybrid or electric – and all cars sold after 2035 must still be electric under the current timetable.

There is no word yet on annual EV sales mix targets for between 2030 and 2035.

This is the second time that Starmer's Labour government has backed down on EV transition policies introduced under the previous Conservative regime. Last year, it was confirmed that hybrids could remain on sale until 2035, rather than 2030 as had earlier been decreed.

Individual car companies have yet to respond publicly to the news, which currently awaits official government confirmation pending the consultation, but industry bosses have hailed the changes as a significant win for the sector.

Speaking prior to the reports of an impending announcement, SMMT boss Mike Hawes had said a review of the targets was urgently needed, because despite huge investment in EV infrastructure, government incentives and the inflated cost of petrol and diesel, "uptake is still not keeping pace with ambition".

"Targets alone do not cut emissions. New vehicle uptake does. Consumers and businesses will only switch when conditions – and costs – are right. Automotive has invested heavily and continues to do so to create those conditions," he added, citing lingering concerns around range anxiety and the recently imposed pay-per-mile charge on EVs as ongoing disincentives to make the switch.

"It’s clear that the assumptions underpinning the mandate no longer hold. It was designed for a market with stronger demand, greater stability and cheaper energy – not the market we have today. An urgent review of the ZEV mandate is therefore essential. This is not about weakening ambition, but restoring credibility. Regulation must reflect real-world conditions," said Hawes.

His views were echoed by Sue Robinson, chief executive of the National Franchised Dealers Association, who agreed "it is important that policy reflects market conditions and consumer demand".

She added: "Franchised retailers have invested significantly in preparing for electrification and any review of the ZEV mandate should help maintain momentum towards net zero while ensuring the transition remains realistic and achievable for consumers, manufacturers and retailers."

Meanwhile, Sharon Graham, boss of the Unite workers union, said it was a "huge victory" for automotive workers whose jobs had been under threat from the unpredictable journey to an all-EV car parc.

Graham said: “The failure to act would have been an act of self-harm to a sector which is a jewel in the crown of UK manufacturing. The consultation must be swiftly concluded and its findings quickly implemented to provide the sector and workers with much-needed certainty.”

However, any move to slow the UK's transition away from fossil-fuelled cars would be divisive, with environmental groups, charging companies and EV component suppliers among those campaigning for support to accelerate the switch to EVs.

Vicky Read, who runs the ChargeUK industry body for EV charging providers, said it was "astonishing" the government was preparing to slacken the targets.

"Weakening the ZEV mandate for a third time would not only slam the brakes on infrastructure rollout and send the entire transition into a tailspin. It would bring Britain’s reputation as a market worth investing in into disrepute," she argued, highlighting the billions of pounds in investments that charging operators have made on the assumption the mandate would hold.

Her views were supported by Octopus Electric Vehicles CEO Gurjeet Grewal, who said a relaxing of the policies would be "short-termist and likely to materially hurt us all in the long term".

Meanwhile, ex-Nissan executive Andy Palmer – a vocal proponent of EV adoption and a leading figure in bringing the Leaf to fruition – said the move was "another sign of a government drifting from conviction to populism".

He added: "The UK was once genuinely admired for policy consistency. Investors could make long-term capital decisions with reasonable confidence that the regulatory framework would hold. Today, we appear to be executing more U-turns than a London taxi."

Audi A6 Allroad returns: chunky 4x4 estate more rugged than ever

Tue, 16 Jun 2026 10:00:00 +0100

Lifted estate promises to match off-road ability of full-blown 4x4s, sitting 34mm higher than regular A6

Audi has revived the A6 Allroad for a new generation by turning its big family estate into a rugged 4x4 wagon that promises off-road ability to rival many full-blown SUVs.

This lifted and toughened version of the new A6 will appear in dealerships in the coming months, four years after the previous Allroad models were withdrawn from sale in the UK.

Audi plans to reignite a market niche that has almost disappeared, with the likes of the Skoda Superb Scout, Volvo V90 Cross Country and Mercedes E-Class All-Terrain all bowing out.

Audi technical boss Rouven Mohr hailed the A6 Allroad as "an icon in the Audi line-up". He said the firm aimed for this latest generation to match the earlier cars' blend of on-road comfort and rough-road capability.

Key to meeting this target is an extensive chassis overhaul that makes the Allroad a radically different proposition from the standard A6, with a bespoke suspension set-up and steering system among its headline features.

The most obvious change is a 34mm increase in ride height in normal mode. Because the active air suspension has 55mm of adjustability, that can be extended a further 15mm in its most extreme setting - with the shock absorbers adjusting to account for the extra height.

There is a more compliant Comfort mode for use in normal on-road driving situations and a Dynamic setting that lowers the ride by 20mm "for greater precision and stability". In every mode, the Allroad drops by 20mm above 75mph to boost efficiency.

The Allroad gains stiffer steering mounts in a bid to boost responsiveness and feedback. Audi also says the model has improved agility courtesy of a rear axle that can optionally steer up to 5deg in the opposite direction to the front-cutting the turning circle by up to one metre.

The mechanical upgrades are signalled by a substantial exterior design overhaul. The body is 110mm wider than the standard A6's and 84mm wider than even the previous Allroad - courtesy of a widened track and thicker tyres at each end, as well as bulky protective cladding around the lower portion of the car.

The Allroad gains a bespoke grille design and has its own intakes as part of a styling package that also includes a chunky skid plate, diffuser, side skirts and roof bars. The Allroad-specific wheel designs are available in 19in, 20in and 21in forms.

Power comes from either a mildly hybridised 3.0-litre diesel V6 producing 295bhp and 428lb ft or - for the first time on an Allroad - a plug-in hybrid system that combines a 2.0-litre petrol four-pot with an electric motor and a 20.7kWh battery for up to 60 miles of engine-off running.

UK specification details have yet to be confirmed but the new Allroad will go on sale in Germany later this week priced from the equivalent of £67,000 for the diesel or just under £70,000 for the PHEV.

Neue Klasse: Inside BMW's "blank-sheet" reinvention for the EV era

Tue, 16 Jun 2026 06:00:00 +0100

Neue Klasse represents a total rewrite of how BMW builds cars – yet they still feel exactly as BMWs should

The Mundy Award for Engineering recognises outstanding contributions to the automotive industry. Named after Harry Mundy, an engine designer who was also a staff writer for Autocar, the award is normally handed to a prominent engineer. Renault's Philippe Krief, Nissan's David Moss and GMA founder Gordon Murray are among the previous winners.

This year, given the team effort behind it, its excellence and its potential significance, our winner is BMW's Neue Klasse architecture, for the meaningful developments and progress it has made in the electric car world, while still allowing BMWs to drive like BMWs.

The man leading the development of this EV architecture was Mike Reichelt, head of Neue Klasse. It was an unusual project for the automotive industry and a unique one for him.

"I was the man [then CEO] Oliver Zipse called in 2020 and asked if I would lead, from the early beginning until the launch, not only the iX3 but the whole Neue Klasse family," recalls Reichelt.

That family begins with the iX3 SUV but will be quickly expanded by the i3 saloon (an electric 3 Series) and then a host of other models.

"It was the biggest chance, for me as an engineer, to make something incredibly new," says Reichelt. "We started on a blank sheet of paper, from scratch. That's not normal in the automotive industry. Normally you have an evolutionary development: you use something from an existing drivetrain, you make something a little bit better, you integrate a few innovations in the next car generation. But this time, in 2020, we thought some technologies were on a breakthrough point: technology, computing power, the user interface. We went all in and pushed every single technology to the boundaries, to lead BMW into the future."

And yet "the name Neue Klasse you know from the history of BMW", says Reichelt. Indeed we do. The 'New Class' was a line of cars that the company made from 1962 to 1972, beginning with the 1500 saloon and later including the 2000 saloon and the E9 and 02 coupés.

To revive the name "was a signal inside BMW at the time for us", says Reichelt. "It was a step, like in the 1960s, to revolutionise BMW for the future - but this time from a strong position."

That part seems important. This wasn't, as so many company reinventions or growth plans seem to be, coming after a downturn in fortunes. The BMW Group made 2.4 million vehicles in 2025, up 0.5% on the previous year. Profit was £6.43 billion. And the product profile was diverse: 290,000 Minis, 5664 Rolls-Royces, 203,000 motorcycles and 2,169,739 BMW cars, one in 10 of them an M performance model. It made its three-millionth electrified vehicle last year, and one in six BMWs were purely battery-powered.

"Over the past years, we've adopted the right strategic positioning," said Zipse in March, "and we're benefiting from that today: in a challenging environment, we don't need to change direction but can maintain our course and continue implementing our strategy systematically."

It's not as if BMW was behind the electric curve, but still "we felt it was necessary to do this [engineer the Neue Klasse architecture from scratch], because the technology had jumped in such a revolutionary direction."

Particularly the software. Indeed, BMW defines the iX3 and other Neue Klasse EVs as 'software-defined'. But what does that mean?

"It means that all the functions, or close to all the functions, have an electronic part inside," answers Reichelt, although "a software-defined vehicle doesn't mean that hardware isn't important in the future".

"The best fit is if you have a perfect mechanical DNA - for example, in the driving experience: the stiffest body, perfect kinematics of all the axles. But you use central computing as a superbrain - the fastest computer we can use today," he says. "We integrate all those functions into one ECU. And with this fastest computing power, we have the chance to steer the mechanical systems as fast as possible."

Which means that a Neue Klasse BMW still drives, well, like a BMW. Our favourite part of the iX3 is that it behaves like one. But that isn't only down to the hardware beneath it.

"That car doesn't drive like a 2.3-tonne car," says Reichelt. "It drives like it's lighter than two tonnes, because the software reacts so fast that the car reacts in the moment you initially move the steering wheel. And that's sensational. Software and hardware in symbiosis. And that's the way of BMW."

"I think every BMW engineer looks at what is the next big thing to make BMW," continues Reichelt. "We don't build a BMW to present the latest technology. We use that to make a BMW a better BMW.

"I'll give you an example. We didn't want to sit behind a display wall. That's not driver intuition in the way of BMW. So when some engineers came with this cool idea to use the windscreen to project all the information from pillar to pillar, and I saw their Panoramic iDrive in mock-up, I had goosebumps. And then, with a small team, we promised 'yes, we want to realise this for series production'. This is the BMW way."

We found Panoramic iDrive to be one of the big successes of the iX3, projecting as it does the instruments at the base of the windscreen, beautifully clearly and with a longer focal length than a screen pitched right in front of you - and configurable to your own preferences.

"We felt the potential in the early moments," says Reichelt. "Those were the moments when we said that we wanted to realise [this new] technology within the Neue Klasse.

"We had a big discussion inside BMW. 'Is it possible to realise this in perfect quality? Is it the right step?' And it was really intensive. But today everyone who drives it, including people inside BMW, is so happy that we took this step."

"Hands on the wheel, eyes on the road: the information you need is there without any driver distraction," says Reichelt. "It's another way; a symbiotic drive. You know, when you drive some cars today, when you want to interact with the ADAS, you have to fight against them. Here you are the boss, you are the driver, and the system is there to support you. You don't have to fight against this system."

The panoramic dials have other benefits too, says Reichelt: "We saw the advantage for our design colleagues. You have no instrumental panel in front of you, so there is a chance to create a spacious and cool-looking interior, a modern interior. Normally you sit behind the instrument panel and so there isn't the space to create something new."

This process is all tempered by the fact that in some quarters there has been a resistance to moving to electric cars.

"We looked at reasons our ICE customers don't jump into full electric cars: the range, charging speed, charging infrastructure and price," says Reichelt. "We said we want to solve these topics, that no customer should have the problem. So this was the beginning: to say 'what is the biggest wheelbase we can make with the same footprint [to maximise battery size]? Which cell technology, for 20% more energy density? What are the most efficient axles we can use?'"

Reichelt acknowledges that this project will define his career: "To start on a blank sheet of paper is revolutionary, and we won't repeat it in the next one or two decades. You don't do it. And now we will normally develop it further and further but more in an evolutionary way."

Despite the newness of it all, the Neue Klasse architecture has been well received as upholding the best BMW standards.

"Ultimately it feels like a BMW," says Reichelt, "but a completely modern one and a new interpretation of what being a BMW should be. And that's the biggest compliment we can get."

Alpine A390

Tue, 16 Jun 2026 00:01:00 +0100

Can France’s Formula 1-grade sports car brand successfully turn its hand to a sporty electric crossover? The Alpine A390 is the car to put the ‘big’ into its maker’s latest strategy for big-time commercial success. It’s the second new-model instalment in Alpine's plan to have a ‘dream garage’ of four all-electric performance cars on sale by 2030. And it might well have more sales potential than any of them, because, of all of its sibling models extant and forthcoming, this is ‘the practical one’.More specifically, this is a five-seat, four-door, high-rise C-segment hatchback with a roomy boot and a four-wheel-drive powertrain as standard. It’s precisely the kind of car that other brands might call a crossover or SUV, although Alpine prefers not to - which is revealing enough itself about the positioning that the company is aiming for here.Like the A290 hot hatchback before it, the A390 uses a shared Renault Group platform - but it builds in plenty of special hardware all of its own. Enough, in fact, to make it the first tri-motor performance EV in its class, as well as the first four-wheel-drive car in Alpine’s history.So what might fully asymmetrical torque vectoring, new dimensions in electric performance and new levels of space and everyday usability be about to do for the Alpine brand?

Mercedes-AMG GLE and GLS gain upgraded 627bhp V8

Mon, 15 Jun 2026 23:01:00 +0100

Potent new powerplant is also said to improve driveability and efficiency

Mercedes-AMG has upgraded the flagship versions of the GLE and GLS SUVs with its new flat-plane-crank twin-turbo V8 engine as part of a range of mid-life updates.

Mercedes' performance division has been introducing the new mild-hybrid M117 Evo powerplant throughout its line-up amid a move away from plug-in hybrids to V8 engines.

While the outgoing versions of the GLE 63 and GLS 63 were powered by a previous-generation V8, the upgrade to the new 604bhp engine is intended to improve their efficiency and the driving experience.

Key to the new V8 unit is a motorsport-inspired flat-plane crankshaft, along with a revamped firing order for the cylinders, which is intended to reduce vibration and smooth out the power delivery.

There's also an upgraded fuel injection system, new air intake and exhaust ports, a reworked camshaft and a revised turbocharger housing.

The V8 produces 604bhp and 627lb ft of torque on its own but it is supplemented by a 48V mild-hybrid integrated starter-generator that can add an extra 23bhp and smooths out the delivery of torque.

The new V8 enables both of the 63 SUVs to accelerate from 0-62mph in less than four seconds and they have identical top speeds of 174mph.

Both cars also receive a range of other updates, including a revamped exhaust system that automatically adjusts the flaps to boost the sound of the engine.

In addition, there's an updated active ride control system to reduce body roll, while the front and rear driveshafts have been upgraded to cope with the new V8's high levels of torque. The GLS also features a rear axle locking system to boost agility.

The GLE Coupé and SUV and the GLS gain new front ends with a bespoke AMG grille, larger air intakes and revamped lights. The GLE 63 rides on wheels of up to 22in in diameter, with the GLS's rising to 23in

Renault 4 Plein Sud review: does folding roof add extra charm?

Mon, 15 Jun 2026 18:00:00 +0100

Retro-themed EV crossover gains unusual convertible roof – without any compromise

Renault is making quite a big deal of its 4 Plein Sud - a convertible version of its best-selling B-segment electric SUV.

I'm in the dramatic Catalonian mountains for a couple of days to drive the new cabrio – a real pleasure and the perfect place to enjoy top-down motoring.

Except the big deal feels a little overblown, because the Plein Sud (which roughly translates to 'due south') has more of a fabric roll-back sunroof, like previous generations of Twingo offered, than a true retractable roof.

That’s not necessarily a criticism, of anything other than the marketing at least, because unlike in the Mini Convertible (with a completely folding roof) or the Fiat 500e Cabrio (which leaves the doors and pillars in place but folds the fabric all the way back to the rear deck) there is still a hatchback for the boot and the same 420 litres of cargo space as in the normal 4.

It's a similar uncompromising story in the three back seats. Head room remains good unless you’re really tall. It’s not infinite, because the 80x92cm opening stops roughly where your knees are. Speaking of knees, room for those is unchanged, so there’s plenty if you’re of an average build, although you won't be able to stick your feet under the front seats if they’re in a lowered position.

It's from the back (with Isofix mountings for two child seats) that you get the most effect from the open roof: a great view of the sky, wind in your hair and buffeting that doesn’t really begin until A-road speeds. I can imagine kids absolutely loving it back there; I know I did.

Up front, you do miss out on some of the fun, because unless you look behind you, it really does just feel like an open sunroof. That won’t be a problem for many, because even at motorway speeds all remains reasonably calm, especially with the roof in its half-open position.

Elsewhere, the 4 experience is very much unchanged. The quality of materials is great for the price point, the seats are comfortable even over long distances and the touchscreen is easy to use and complemented by lots of buttons.

Apart from a retro-cool folded-up fabric pile on the roof, the 4's exterior is unchanged, and 18 months later it still makes an impression that rivals can’t match.

The new roof has added 19kg of weight, but I couldn’t tell a difference on the road. The steering is still sweet, the ride comfortable and the performance adequate.

My test car returned 4.4mpkWh with the roof open on a warm day, suggesting 228 miles on a charge should be achievable.

Renault says this is the only five-seat electric convertible on the market, which if you’re generous enough to call it a convertible is true. There are only three other electric rag-tops: the four-seat, £27k 500e Cabrio, with 190 miles of range and a fairly cramped interior; the £182k Maserati Grancabrio Folgore, with four seats and 279 miles of range; and the £55k MG Cyberster, with two seats and 316 miles of range.

That makes the Plein Sud, at £27,500 in the lower of its two very well-specced trims, look like quite the bargain, and its 242-mile official WTLP range is only three down on the tin-top (Renault estimates that efficiency is roughly a further 5% worse with the roof down).

In reality, customers are more likely to look at the Plein Sud as a nice-to-have £1500 option than an electric alternative to the Mini Convertible or Volkswagen T-Roc Cabriolet, but that's just fine.

Without altering the fundamentals of what makes the 4 great, Renault has instilled a sense of fun and a little wind in the hair for next to no compromise, all for the price of a small sunroof on rivals. If I were buying a 4, it would be a no-brainer.

The next question to ask is: when are the 5 and Twingo getting the same thing?

BMW iX5

Mon, 15 Jun 2026 13:00:44 +0100

Long-running SUV is electrified with Neue Klasse design and tech – plus a truly enormous battery BMW is going to have to start work on a jet turbine and a flux capacitor at this rate.It seems that with the new BMW X5, it’s going for the record for most power sources available in one car. It will at some point be available with mild-hybrid petrol, mild-hybrid diesel, plug-in hybrid, battery-electric and hydrogen fuel cell drivetrains.At a time when EV mandates and subsidies come and go and consumers can’t make up their minds whether diesel really is the devil’s work, BMW is not taking any chances and is just giving us everything. But can it do everything well?The G65-generation X5 isn’t due in the UK until March 2027, but I’ve already had substantial seat time in late-stage prototypes of the petrol, PHEV and EV (badged iX5) to get an early glimpse.

New X5 tested: Business as usual for BMW's seminal SUV?

Mon, 15 Jun 2026 13:00:21 +0100

New-era styling and cabin but familiar mechanicals for the new ICE SUV

A new generation of BMW’s seminal large SUV is coming, and the big news is that there will be an electric BMW iX5 with a 141kWh battery, but have no fear: there will be a fulsome range of other powertrains as well.

The exact model line-up has yet to be announced, but the core will remain a set of 3.0-litre straight-six powertrains: a mild-hybrid petrol, a mild-hybrid diesel and a plug-in hybrid petrol. We expect a more powerful M60 PHEV to join the range, as well as a hot X5 M with the same powertrain as the M5. For now, things are nice and simple.

The ICE X5 adopts the same smooth Neue Klasse styling as the iX5, and will also get all the same structural and suspension upgrades. It sticks with the outgoing generation's CLAR platform, but grows a bit in all directions. For all the details, have a look at the full review of the iX5. Here, I’ll just go over the differences for the petrol and plug-in hybrid models.

We don’t have any details about the diesel yet, but it won’t be too different from the current xDrive30d and xDrive40d.

The petrol 40 xDrive (yes, they’ve turned the naming formula around between generations just to confuse you) uses the latest evolution of the ‘B58’ engine with a bit more grunt than before, going from 375bhp to 394bhp. Torque remains at 398lb ft.

It’s still a brilliant engine: torquey, happy to rev and with a natural straight-six sound (even if it is augmented by the speakers).

In the hard-working development car that I sampled, there was a bit of vibration and the start/stop system was a little jerky. Once on the move, though, the eight-speed automatic gearbox was smooth and responsive on the paddles.

On the normal air suspension, it feels similar to the current X5, which is to say broadly comfortable but slightly more wooden and connected than some of the more magic-carpet options in the class.

On the surface, the 50e xDrive’s PHEV drivetrain hasn’t changed from the previous generation. The vital specs are the same: 308bhp from the engine, 194bhp from the electric motor, 18.7kWh battery for around 60 miles of electric range.

The engineers say the cells are different internally and the motor is slightly more efficient, there’s more armour on the bottom of the battery to protect it from being punctured, and the handover between electric and engine-on running is smoother than before, but I can’t help being disappointed that they haven’t managed to take it to the next level.

While BMW says that its customers are happy with the current PHEV’s electric performance, it’s beginning to look a bit last-generation, given the way some of the Chinese players are starting to offer EV power and range in their PHEVs.

On electric power alone, it’s possible to accelerate to motorway speeds and up to 87mph, just not very quickly. It’s only when the six-cylinder engine fires up that you’re getting the power and soundscape that’s worth paying for.

My test car had the active anti-roll bars and four-wheel steering, and they do enhance the experience. The point of the active anti-roll bars seems less to improve the handling and more to benefit comfort, because when you’re just driving in a more or less straight line they can be disconnected to give the suspension freedom to move. The result is a noticeably smoother ride than on the mild hybrid and iX5 EV that lacked them. The rear-steering adds some agility and low-speed manoeuvrability without making the handling nervous or distant, as it can do on some cars.

Having said all that, my favourite of the three X5 variants to drive was the EV. Although there is a lot of weight, it’s positioned low down, making the iX5 feel a bit more planted than the others.

Apart from the design and infotainment, which are the same as on the iX5 and still largely secret, things look like business as usual for the X5. There isn’t a whole lot wrong with the current X5, so in a way that’s quite comforting. The diesel and the EV will arrive first in March, with the other versions following later. Assuming prices remain more or less the same, the X5 should continue to do well.

BMW X5 40 xDrive

Big visual changes, smaller mechanical ones. The X5 continues to possess a wide range of talents, centred on great engines

Price £85,000 (est)Engine 6 cyls in line, 2998cc, turbocharged, petrol, plus ISGPower 394bhp at 5500rpmTorque 398lb ft at 1950-4800rpmGearbox 8-spd automatic, 4WDKerb weight 2300kg (est)0-62mph 5.3secTop speed 155mphEconomy 30mpg (est)CO2, tax band 210g/km (est), 37%Rivals Audi Q7, Mercedes-Benz GLE, Porsche Cayenne

New Hyundai i20 brings chunky look and tech upgrade

Mon, 15 Jun 2026 11:22:58 +0100

Next generation of petrol supermini is revealed in Brazil and designed to maximise interior space

The next-generation Hyundai i20 has been revealed in Brazil and shows a dramatic shift in design for the small hatchback.

It is notably taller and chunkier than the current i20, with black plastic cladding running around its bumpers and wheel arches giving the appearance of a small crossover rather than a traditional hatchback.

The new i20 has been shaped according to the brand’s latest ‘Art of Steel’ design language. As seen on the electric Ioniq 3, this approach emphasises hard lines and creases in the bodywork, as well as geometric lighting signatures.

Inside, the car does away with the existing i20’s curved surfaces in favour of a more robust look, with rectangular digital displays for the infotainment and instrumentation, each measuring 12.3in. Their software can be updated over the air. Hyundai said it has designed the new i20 to maximise passenger space, claiming it has the roomiest rear seats in its class.

The new i20 does away with the ‘K2’ platform that underpins the existing iteration in favour of ‘K3’, which is employed by the Kona, as well as Kia’s Niro and Seltos. The model will – for now – be sold exclusively in the Brazilian market and it remains to be seen which powertrains it will be offered with when it lands in Europe.

In Brazil, it will be offered with two 1.0-litre three-cylinder engines capable of running on pure ethanol – a staple in the South American nation. The entry-level version does without a turbocharger for outputs of 79bhp and 74lb ft, though these are reduced to 74bhp and 69lb ft when running on petrol. The range-topping variant adds a turbocharger and produces 113bhp and 127lb ft, regardless of how it is fuelled.

Prices for the new i20 start at R$99,990, equivalent to around £15,000. It is expected to be costlier by the time it reaches the UK, however, and Europe-bound examples could be built in Turkey – as with the existing i20 – rather than Brazil. For reference, the existing i20 starts at £20,600.

It also remains to be seen whether the vaunted i20 N hot hatch will return. Hyundai’s N performance range currently comprises only electric cars in the UK but, as previously reported by Autocar, the sub-brand’s future is not rooted solely in battery-electric powertrains. Indeed, Autocar exclusively revealed in December that it is preparing a new iteration of the i30 N, which is likely to employ hybridisation to meet global emissions requirements.

Leapmotor B05

Mon, 15 Jun 2026 10:10:00 +0100

Stellantis presents a new Chinese take on the electric family hatchback Electric hatchbacks like the Volkswagen ID 3 Neo and Renault Megane have a new Chinese rival with the launch of Leapmotor’s aggressively priced B05.With the brand’s own £1500 ‘grant’ taking its retail price down to £28,995, the Spanish-built B05 undercuts both European competition and its MG 4 EV compatriot. Yet the resulting low cost doesn’t appear to mean a low specification, because the B05 promises 215bhp and a 300-mile range as well as a long list of standard kit.

The strange but wonderful world of the microcar

Mon, 15 Jun 2026 07:48:25 +0100

When small cars were really, like, small

In the 1950s a huge industry sprang up across Europe, building microcars.

Everyone wanted mobility but many couldn’t afford a ‘proper’ car, while used cars were in short supply. The answer was a glut of tiny vehicles, usually powered by two-cylinder engines and clothed in glassfibre – the new wonder material of the age. Glassfibre made small-scale production viable, although some microcars featured steel bodyshells.

Throughout the fifties many of these companies flourished, but when the Mini appeared in 1959 it killed off many microcar makers at a stroke, although some continued into the 1960s. Some microcars were ingenious while many were shockingly bad – we’ll leave you to work out which is which:

Peel P50 (1962)

We might as well start with the smallest production car ever made – at least according to the Guinness Book of Records. Made by the Peel Engineering Company on the Isle of Man, the three-wheeled P50 came in red, white or blue. Originally built between 1962 and 1965 (50 were made), the P50 is now back in production in both petrol and electric forms, and we've just driven it. Our verdict? "A 4.8bhp happiness generator."

Biscuter (1953)

Incredibly, around 10,000 of these Spanish-built torture devices were made, between 1953 and 1960. Even more incredibly, the Biscuter’s origins lay in the Biscooter, an economy car created by Gabriel Voisin, who built some of the most luxurious and expensive cars of the 1930s.

Brutsch Mopetta (1956)

Making the Peel P50 look luxurious (at least it had a roof), the Brutsch Mopetta took minimalism to extremes. Capable of seating just one, and with a pull-start 50cc engine, just 14 examples were made between 1956 and 1958.

Brutsch V2 (1956)

Even rarer than the Mopetta was the V2, of which just a dozen were made. This time there was a full complement of wheels and seating for two, while power came from a 98cc engine – enough to give a 40mph top speed.

Dornier Delta (1956)

Dornier was best known for building aircraft, but in the post-war era times were tough so the company tried its hand at building cars instead. The Delta was the result, but even before the car had gone into production it was clear that the sums didn’t add up, so the project was sold on. Interestingly, today the firm focuses on medical devices and still makes a product under the Dornier Delta name, though it is a 'semi-integrated lithotripter', a device to treat kidney stones.

Zundapp Janus (1957)

Dornier sold the Delta microcar project to German motorcycle builder Zundapp, as it was keen to expand its operations. Renamed the Janus, this four-seater microcar was powered by a mid-mounted two-stroke 245cc single-cylinder engine. Almost 7,000 cars were made in a year.

Vespa 400 (1957)

Zundapp wasn’t the only motorbike maker keen to get into building cars; Vespa did the same thing. Production ran from 1957 until 1961, with all cars powered by a 393cc two-cylinder air-cooled engine.

Frisky (1957)

You’d buy one of these just for the name! Initially built in Wolverhampton by Henry Meadows, the Frisky came with an array of identities including the Friskysport, Coupé and Family Three, with production lasting from 1958 until 1961. Motive power was courtesy of various two-stroke engines, with either one cylinder or two.

Iso Isetta (1953)

The Isetta was originally developed by Italian company Iso in 1953, and it even took part in the famed Mille Miglia race in 1954 (pictured).

BMW Isetta (1955)

Within a year it was being made under licence by VELAM in France, there was a Spanish commercial version called the Autocarro, Romi made the car in Brazil and BMW bought the rights for German and British production. Its Isetta was in production from 1955 until 1962, with more than 160,000 examples built, making it one of the most prolific of all microcars.

Trojan 200 (1960)

Trojan started building cars just after World War 1; the 200 was its last model before it shut up shop in 1965. One of the quintessential bubble cars of the 1960s, the 200 was developed in the mid '50s by former German aircraft maker Heinkel, which originally sold it as the Kabine.

In common with several other companies listed in this feature that seem familiar from World War 2, it was banned from its former activity and to expand its energies into more peaceful work, in its case the making of bicycles and motor scooters as well as microcars.

Berkeley B95 (1959)

Not all microcars were about ultimate economy; some provided a healthy dose of fun too. Caravan manufacturer Berkeley teamed up with Lawrie Bond (of Bond Cars) to create a series of three- and four-wheeled microcars powered by air-cooled two-stroke engines with two or three cylinders. This is a B95; also offered were the SA322, SE328 and SE492, the number denoting the engine’s displacement.

Bond Minicar (1949-66)

Lawrie Bond was behind a string of economy cars marketed as the Minicar. The first came in 1949 and the last in 1966, each one powered by a single-cylinder air-cooled engine mounted over the single front wheel. This displaced just 122cc in the earliest cars, but grew to 249cc to offer a frightening 60mph potential with the final cars.

JARC Little Horse (1953)

The microcar world was unbelievably complicated, with projects constantly changing hands. JARC developed the Little Horse then sold the project to Astra in 1954. Later the car would become the Gill Getabout as well as the Lightburn Zeta, which survived until 1966 in Australia.

Astra Utility (1955)

And here is the JARC in Astra guise, as seen in a contemporary Autocar advert. Just 9.5 feet (2896mm) long and less than 4.5 feet (1372mm) wide, the 322cc two-cylinder 15bhp engine provided a very healthy (and possibly scary) 58mph top speed.

Rodley (1954)

If you were a dashing man about town and looking for a girlfriend, then this was the car to have in in 1954. Driving a Rodley you were guaranteed to get lucky; just look at that styling. Made between 1954 and 1956, the Rodley was unusual in that it featured steel body panels and a relatively large 750cc engine – which was prone to overheating and catching fire. Which might have made your first date memorable at least.

Kleinschnittger F125 (1950)

Looking more like a fairground dodgem than a proper road-legal car, the Kleinschnittger F125 was made between 1950 and 1957 and was powered by a 125cc single-cylinder two-stroke engine.

Opperman Unicar (1958)

British company Opperman was a tractor maker that decided to move into microcar production in the mid-1950s. Its first product was the glassibre-bodied Unicar with a 328cc two-cylinder engine. To cut production costs the rear wheels were close to each other so a differential wasn’t required. About 200 Unicars were made.

Opperman Stirling (1959)

Opperman decided to move upmarket in 1958 with the Stirling. It wasn’t a good plan as BMC's Mini came out in 1959 and single-handedly wiped out much of the microcar market. As a result just two Stirlings were made, at least one of which survives.

Rovin D3 (1948)

French microcar maker Rovin appeared in 1946 with its 260cc D1. The D2 followed a year later then in 1948 came the D3, with a 423cc flat-twin engine. Around 800 D3s were made between 1948 and 1950, when the D4 arrived. For some reason the D3 was advertised as a two-seater – although three people are pictured. Brought to you from a pre-health and safety era...

Powerdrive (1955)

From this advert you could be forgiven for thinking that the three-wheeled Powerdrive was the size of a 1959 Cadillac; it was actually well under nine feet (2743 mm) long. It was bigger than many of its rivals though, but power came from a 322cc Anzani two-stroke engine – the same as many of its contemporaries.

Mochet CM-125 Luxe (1951)

Frenchman George Mochet was a keen fan of minimalism; something that’s evident as soon as you see his CM-125 Luxe of 1951. Power (all 3.5bhp of it) came from a 125cc single-cylinder engine and while the Mochet was basic, it was very cheap to buy and run which is why around 1,250 were built.

Mochet CM 125 Y (1954)

The success of Mochet’s earlier microcars led him to move upmarket and by 1954 the company had introduced the CM 125 Y. Now with fully enclosed bodywork, the 125cc engine was breathed on to produce a monster 5bhp. More than 1,100 of these cars were made before production was wound up in 1958.

Glas Goggomobil (1955)

One of the most popular microcars of all time, it’s easy to see the appeal of the Glas Goggomobil when you look at those sleek, sexy lines. Launched in 1955, more than 200,000 of these quirky German saloons were built, initially with a 250cc engine but later with a choice of 300cc or 400cc units. In the UK the Goggomobil saloon was sold as the Regent.

Goggomobil Coupé (1957)

Buoyed by the success of his saloons, Hans Glas decided to introduce something more sporty, using the same platform and mechanicals. The result was the coupé, sold as the Mayfair in the UK. There were TS300 and TS400 options, depending on the engine chosen.

Goggomobil Dart (1959)

Bill Buckle was the Glas distributor in Australia and he reckoned there was a market for something even sportier than the Coupé, which was also offered in cabriolet form. He came up with this; the Goggomobil Dart which used the saloon’s platform, complete with 300cc or 400cc engine. Around 700 were made between 1959 and 1961.

Fairthorpe Atom (1955)

Set up just outside London in 1954 by the former World War 2 RAF hero DC Bennett, Fairthorpe specialised in plastic-bodied sportscars rather than microcars, but its first offering was this two-seater with just two cylinders and a glassfibre bodyshell, such as it was. Luxury was not on the menu.

Russon (1951)

In production for just two seasons (1951 and 1952), the British-built Russon featured comically under-sized wheels, a 250cc two-cylinder Excelsior engine and an alloy-panelled body. But a high price tag of almost £500 meant the Russon was never going to be a winner and production didn’t even get into double figures. The project was bought by Fairthorpe's DC Bennett.

Lightburn Zeta (1963)

Australian company Lightburn was a manufacturer of cement mixers and washing machines, but in 1963 it decided to branch out into making affordable small cars. The first product was the front-wheel drive Zeta, with a 324cc two-cylinder Villiers engine. Around 400 were made between 1963 and 1965, including a handful of Zeta Utility commercial editions.

Lightburn Zeta Sports (1964)

In a bid to sex things up a bit, Lightburn introduced the Zeta Sports in 1964, with a throbbing 498cc two-stroke engine rated at a heady 21bhp. It clearly proved too much for the Australian market and just 48 were built.

FMR TG500 (1957)

Messerschmitt started out as an aircraft manufacturer, but once World War 2 had ended it moved into making microcars, teaming up with established microcar builder Fritz Fend. Messerschmitt’s first cars were three-wheelers but in 1957 came the four-wheeled TG500, or Tiger. Sold under the FMR brand, the 493cc TG500 was supposedly capable of 85mph. Open and closed versions were offered, with around 450 made in all.

Spatz (1956)

The original Spatz (German for Sparrow) was a three-wheeler deemed too unsafe for sale because of its flimsy construction; it was the brainchild of Egon Brutsch, creator of the Mopetta. Hans Ledwinka of Tatra fame turned the car into a four-wheeler which sold between 1956 and 1958, with around 1600 made.

Aixam (1983 to date)

The microcar isn’t dead. Indeed, for years it’s been thriving in France thanks to the country’s quadricycle market. Known as voiture sans permis (cars without a licence), such vehicles can be driven by 14-year olds, but predictably they’re restricted in terms of engine capacity and performance. The biggest player in this market is Aixam; its latest Coupé is shown here.

Ligier Ambra (2008)

Another major contender in the quadricycle market is Ligier. The company started out making sports cars in the 1970s but since 2008 it has focused on making voitures sans permis; shown here is a Ligier Ambra. Fast, it is not...

Smart ForTwo (1998)

Is the Smart ForTwo really a microcar? Compared with the original models from the 1950s it’s probably too safe, fast and luxurious to qualify. But as one of the titchiest cars on sale today, we’re going to include it here as an honorary member of the microcar club.

Reva G-Whiz (2001)

The Reva G-Whiz was closer in spirit to the microcars of old thanks to its terrible performace and dynamics, questionable safety levels and shoddy styling. This Indian-made battery-powered contraption was built from 2001 until 2012 and proved popular for a while in the UK, especially in London. But its successor (the Mahindra e2o) didn’t enjoy the same success.

Renault Twizy

Bringing the microcar story up to date is the Renault Twizy, an electric two-seater that’s just the job for intra-urban trips. It looks great and is great fun to drive, but it’s not cheap enough – something that killed off the microcar market the first time round. How many Twizys will survive in 50 years’ time?

The supercars you (probably) forgot ever existed

Mon, 15 Jun 2026 07:38:02 +0100

Think you know every supercar there’s ever been? You may need to think again

For every supercar brand that has succeeded there have been plenty that have fallen by the wayside…

When you're spending a lot of money on a top-end car you expect it to have some pedigree; branding count for a lot when buying most cars, but where supercars are concerned it's nothing less than crucial.

In the past few decades very few new brands have emerged in the supercar arena and survived for any length of time – but dozens have come and gone having failed to make their mark. These are just some of those that didn't make it:

Monteverdi Hai (1970)

When it comes to exclusive supercars, few are rarer than the Monteverdi Hai. Just two were built, the cars designed by the late Peter Monteverdi, despite no formal training. Power came from a 7.0-litre Chrysler Hemi V8, tuned to give 450bhp and 180mph. With air-con, leather trim and power everything this was one luxurious supercar, but build quality wasn’t up to scratch and just two examples were made.

Argyll GT (1976)

When Bob Henderson set out to create a Scottish 200mph supercar in 1976, he didn’t bank on the oil crisis putting paid to his plans quite so quickly. It would be 1977 before the project got going and 1984 by the time the first customer cars were ready for delivery. But by then the planned twin-turbo V8 had been downgraded to a turbocharged 2664cc V6 and potential customers had lost interest in the project.

Panther Six (1977)

In the late 1970s there was a poster of this mad hypercar on every junior petrolhead's wall. With its six-wheel layout and twin-turbo 8.2-litre Cadillac V8 hung out the back, it was one crazy monster of a car. Just two were built, each one supposedly capable of 200mph, although nobody ever got to verify this. One Six has been restored and is up and running in Europe; the other (the motorshow car) disappeared from view years ago and is reckoned to be hiding in the Middle East somewhere.

Dome Zero (1978)

When the wraps were taken off the Dome Zero at the 1978 Geneva motor show there were some sharp intakes of breath. How could a Japanese outfit produce something so far out? Crazier than a Countach, the Zero was amazing but its maker couldn’t afford to put it through Japanese homologation tests. It wouldn’t have been that quick anyway; the 2.8-litre straight-six offered just 145bhp – but what a looker.

Aston Martin Bulldog (1979)

When Aston Martin developed the mid-engined Bulldog there was talk of building up to 25 of the Williams Towns-designed machines. With electrically operated gullwing doors, a 700bhp twin-turbo V8 and an impossibly dramatic design, the necessary buyers could probably have been found. After all, with a verified near-200mph top speed this would have been the world’s fastest production road car.

But with all the development work done Aston Martin changed hands and the new owners didn’t feel this was the way forward for a quintessentially English car maker. So the sole Bulldog built was sold instead, but it still survives and occasionally appears at car events in the UK.

Wolfrace Sonic (1981)

We're cheating a bit here because the Wolfrace Sonic was never meant to be more than a one-off, but it still fits in here as it was built as a high-profile publicity machine and it's now all but forgotten. Commissioned by the original owner of Wolfrace Wheels, Barry Treacy, it was designed by Nick Butler who came up with a six-wheeled two-seater beast powered by two Rover V8s.

The Sonic cost £100,000 to build and generated huge publicity for Wolfrace before it disappeared from view, only to resurface in a derelict state in 2015 on eBay, where it sold for £18,100.

Kodiak F1 (1983)

In 1983, Serbian Mladen Mitrovic unveiled a supercar at the Frankfurt motor show, which would supposedly be the equal of anything to come out of, well, anywhere. With its 320bhp 5.4-litre Chevrolet V8, the F1 was inspired by Mercedes’ gull-winged C-111; it was claimed to be capable of sitting at 170mph all day, with absolute reliability. Later cars were supposed to get a 5.6-litre Mercedes V8 – except there weren’t any later cars.

Isdera Imperator (1984)

Mercedes spent six years creating its CW311 concept, which was unveiled in 1978 – but it had no plans to put the car into production. Which was a shame because there were plenty of people clamouring to buy one, so CW311 designer Eberhard Schulz put the car into production himself, using the Isdera brand. He called his supercar the Imperator which came with a choice of 5.0, 5.6 or 6.0-litre V8 engines offering up to 390bhp and 176mph.

Production lasted until 1993 when Isdera went bust, but in that time 30 Imperators were made. They occasionally come up for sale for in the region of £400,000.

Cizeta V16 (1989)

If supercars are about extremes, this must be the ultimate, thanks to a crazy 5995cc 16-cylinder engine – transversely mounted! No wonder the Cizeta was so wide; it had eight cylinders across its girth. With 560bhp at a dizzying 8000rpm, the noise was awe-inspiring at full chat, thanks to 64 valves doing their stuff. It was claimed the V16T could top 204mph, but nobody ever officially tested the car, so who knows?

Despite the prototype emerging in 1989, it was 1992 before the first cars were ready; the last was made in 2003.

Jiotto Caspita (1989)

When Jiotto unveiled the Caspita in 1989, it claimed this was a car which would see a return to people driving to a race track, competing, then driving home again, all in the same car. At first there was a detuned formula one V12 powerplant, but in 1990 a Judd V10 unit was fitted instead, either unit supposedly capable of giving over 200mph. But no customer cars were ever delivered.

Vector W8 (1989)

As long ago as 1976 the Vector Aeromotive W2 was unveiled; its designer Gerry Wiegert was obsessed with aeronautical technology. By the time the W2 had been developed for production it had become the W8 and when that car was finally revealed in road-ready form in 1989 it was priced at $450,000. At the heart of the W8 was a turbocharged 600bhp GM 6.0-litre V8, supposedly giving a 200mph top speed. Despite the price tag, 14 were sold before the car was superseded by the WX-3 in 1992 – priced at an even more outrageous $765,000.

Jaguar XJR-15 (1990)

Around the same time that Jaguar was embarking on the ill-fated XJ220 project, it was also creating another supercar; the XJR-15. The XJ220 had been promised with a V12 but it featured a twin-turbo V6 instead – the XJR-15 got its full complement of a dozen cylinders, and 450bhp to give 191mph.

Just 50 were built, for a one-model race series called the Jaguar Sport Intercontinental Challenge, although road cars were made too, some of which survive. In 2004 the XJR-15 was set to be revived by JaguarSport, with an AJ-V8 engine, but this time the project didn’t even get off the ground.

Maserati Chubasco (1990)

When the wraps were taken off the Chubasco at a press conference in December 1990, it was claimed that this would be the new face of Maserati. After the staid Biturbo, the mid-engined Chubasco would be something exciting from one of the most evocative names in motoring. Power came from a longitudinally mounted Shamal-sourced twin-turbo 3.2-litre V8, good for 430bhp.

Maserati bullishly talked about F1 levels of grip and performance, and it reckoned no more than 450 cars would be built in all, at the rate of 150 per year. Ultimately, none were made as the project was canned just six months later, with just a non-running mock-up built.

Tatra MTX-4 RS (1990)

First shown in December 1990, just before the world’s economy went into meltdown, the Tatra MTX-4 RS was intended to be the first ever Czechoslovakian supercar. Previously better known for its rear-engined limousines, Tatra set off on a new path after the fall of the Iron Curtain, with claims of no more than 100 of these cars being built each year.

Design was by Bertone, while power came from the same 4.0-litre air-cooled V8 that had powered previous Tatra saloons. There were 215bhp or 205bhp guises offered, the latter thanks to electronic fuel injection, giving the car a claimed 165mph top speed. Then the recession hit…

Bitter Tasco (1991)

Erich Bitter's company is best known for its rebodied Opels, such as the SC, but occasionally he also came up with the odd off-the-wall project such as the Tasco. Built in conjunction with MGA Developments, the Tasco was presented at the 1991 Frankfurt motor show. Designed to take a V8 or V12 – although the Viper’s V10 was favourite – the Tasco never even progressed beyond the full-sized mock-up stage.

Schuppan 962CR (1991)

Another supercar that was the victim of bad timing, the Schuppan 962 broke cover early in 1991. Ex-racer Vern Schuppan planned to put together a street-legal version of Porsche’s iconic 962 – a project which the German maker had originally planned to undertake itself. Power came from a 3.3-litre twin-turbo flat-six pushing out 600bhp to give a 217mph top speed.

It was hoped that 50 cars would be built, but with an asking price of £770,000 it was never going to be easy finding homes for them all. Just five were made, with time called on the project by the end of 1994.

MCA Centenaire (1992)

It looked like a kit car, its design was so ungainly, yet the Centenaire was priced at $500,000 when it was unveiled in 1992. Powered by a mid-mounted Lamborghini V12, the MCA was designed by Italian styling outfit Castagna, but at the press launch in Monaco nobody was allowed to drive it.

It’s claimed that six were built, with the company even attempting to qualify at the 1993 Le Mans, with disastrous results. With sales never getting off the ground the project was sold to microcar manufacturer Aixam-Mega, which relaunched it as the Monte Carlo – but sales proved just as elusive.

Spiess TC522 (1992)

If you’re a German company best known for making industrial transformers, what do you do for an encore? Go into the supercar business it would seem. Or not in the case of Spiess, which unveiled a 500bhp twin-turbo 5.7-litre V8 hypercar in 1992. There was a carbon-fibre bodyshell, a six-speed transmission and a true supercar-style cab-forward design, but Spiess suffered from the age-old problem that affects all young supercar builders:

How do you get buyers to part with their money? With the TC522 weighing in at £362,000, it’s no surprise the project died before it ever got going.

Yamaha OX99-11 (1992)

In the world of the supercar, the term ‘race car for the road’ is usually marketing hype, but in the case of the Yamaha it was truly deserved. That’s why it’s tragic that it never made production; it’s one of the few cars that could have given the McLaren F1 some grief. The OX99-11 appeared in 1992, with a 420bhp 3.5-litre V12 in the middle of the car, a detuned version of the powerplant fitted to the Brabhams and Jordans of the early 1990s.

The price was an eye-watering $1m, but where else could you get anything like it? Just three were built.

Dauer 962 (1993)

Jochen Dauer worked closely with Porsche on its racing programme, so he was pretty well acquainted with the 962 which had enjoyed more than its fair share of success in the Le Mans 24 Hours. Dauer took a genuine 962 chassis and reclothed it with carbon fibre and kevlar bodywork with improved aerodynamics compared with the original.

Fitted with a 730bhp twin-turbo 3.0-litre flat-six, Dauer's 962 was monstrously fast and with a price tag of around £700,000 when new, just 13 were made.

Isdera Commendatore 112i (1993)

Four years after development started, in 1993 the first Commendaore 112i was unveiled at the Frankfurt motor show, but the project bankrupted Isdera (for the second time) and the company disappeared once more. Then in 1999 the car resurfaced again – only to disappear just as quickly.

Priced at £500,000, the 112i packed a 414bhp 6-litre Mercedes V12 to give 210mph and 0-60mph in 4.3 seconds, plus height-adjustable suspension and wipers from Germany’s 220mph inter-city trains.

Lister Storm (1993)

Better known as a GT racer, four road-going Lister Storms were also made, of which three survive, each one powered by a 7.0-litre Jaguar V12. With 546bhp on tap along with 583lb ft of torque, the Storm was claimed to be the world's fastest production four-seater while it was on sale – Lister reckoned it was capable of 208mph, along with 0-60mph in just 4.1 seconds.

Gigliato Aerosa (1994)

Although Gigliato was a Japanese concern, its plan was to base itself in the UK and to become a serious rival to the established Italian design houses. That was back in 1994, when its rather attractive Aerosa was unveiled, powered by a Ford-sourced 3-litre V6. With a bit of tickling a reliable 300bhp could be coaxed from this powerplant – but it was all academic, as by 1995 the project was already history.

Venturi 400 GT (1994)

When French car maker MVS went out of business it was revived as Venturi with the remit of building sporting grand tourers invariably with a mid-mounted V6 engine. Venturi's most powerful offering was the twin-turbo 3.0-litre 400GT which packed a 407bhp punch – enough for a 182mph top speed and 0-62mph in just 4.1 seconds. Just a dozen or so road cars were made, although several dozen 400GT racers were produced.

Jimenez Novia (1995)

The Jiminez Novia featured one of the most complicated cylinder configurations imaginable as its 550bhp was generated by four banks of four cylinders arranged in a W pattern around a common crankshaft, all topped off with Yamaha FZR1000 superbike heads. That gave a capacity of four litres and with five-valve cylinder heads it could supposedly manage 217mph.

With some tweakery there was 609bhp on offer, but the car never saw production and the planned W16-engined off-roader didn’t even make it to concept stage.

Lotec C1000 (1995)

With a whole raft of supercars set to enter the market in the early 1990s, one oil sheikh decided he just had to own something nobody else could ever have, so he commissioned Mercedes to build a one-off hypercar. The German company in turn asked supercar specialist Lotec to come up with something suitably swift; the C1000 was the result. In the middle was a twin-turbo Mercedes 5.6-litre V8 developing a claimed 1000bhp – hence the car’s name.

Top speed was allegedly 268mph, but this was never independently verified. However, with a race-spec chassis and carbon-fibre bodyshell, it was more high-tech than the name suggested.

Spectre R42 (1995)

GT Developments was well known for its beautiful Ford GT40 recreations, so when it came up with the R42 – a GT40 for the 1990s – it was well received. But just one running prototype was built before GTD went belly up, with the project then sold to US company Spectre.

In the middle was a 4.6-litre quad-cam V8 and the car certainly looked the part, even if the detailing wasn’t quite there. With a few sales under its belt Spectre bullishly talked of expansion and 200 cars being built each year. Production stalled at 23 cars though, at which point Spectre went out of business.

TVR Cerbera Speed 12 (1996)

Shown as the Project 7/12 at the 1996 Birmingham motor show, this mad TVR was intended to become the world’s fastest road car with its 7.7-litre V12 pushing out anything up to a claimed 880bhp. Originally envisaged as a GT1 racer which could also be adapted for the road, the project was renamed the Speed 12 in 1998.

However, race regulations shifted and TVR boss Peter Wheeler reckoned the car was simply too fast for the road. With a kerb weight of 1000kg and the right gearing, 240mph was supposedly possible; Wheeler didn’t want to sell such a beast to drivers who couldn’t handle the power, so the project bit the dust.

Nissan R390 (1997)

The R390 came about because Nissan was desperate to win the Le Mans 24 Hours. When the project started, just one Japanese car had ever won the race (a Mazda); to qualify, Nissan would have to build a single road car.

The cars never won Le Mans, and just the one road-going R390 was produced. It was powered by a twin-turbo 3.5-litre V8 that churned out a useful 641bhp to give 220mph; the road car is still owned by Nissan. It was co-designed by Ian Callum, later to be design czar at Jaguar.

Volkswagen W12 (1997)

When VW unveiled its 5.6-litre W12 coupé at the 1997 Tokyo motor show, it was claimed the car would go into production if the reaction was favourable. When everyone raved about it VW responded by unveiling a W12 roadster at the 1998 Geneva motor show. Speed records were broken and the car was developed further with a 6.0-litre engine, giving 600bhp and a 217mph top speed.

At the 2002 Geneva motor show VW showed a revised W12 coupé, but within months the project was canned thanks to a glut of supercars under development within the VW Group, notably the W16-powered Bugatti Veyron.

Parradine 525S (2000)

The Parradine might not have looked like a supercar, but with its supercharged 32-valve 4.6-litre Ford-sourced V8 it had 525bhp and 460lb ft of torque. That was enough to catapult the 525S from 0-60mph in just 3.8 seconds on the way to a top speed of 205mph. Which sounds like supercar territory to us.

But of course there was a catch – those performance figures were merely claimed and nobody ever officially verified them, so we'll never know whether or not the Parradine 525S really was a supercar.

Qvale Mangusta (1999)

Remember the MG XPower SV and SVR? They started out as the De Tomaso Bigua, before becoming the Qvale Mangusta and then the MG X80. Although the branding changed along with the styling, all cars shared the same 320bhp 4.6-litre quad-cam Ford-sourced V8 to give a top speed of around 150mph.

It didn’t take long for Qvale to see that the sums didn’t add up though, quickly offloading the project to MG Rover. It then produced around 82 XPowers before the whole company died.

Saleen S7 (2000)

Engineered in the UK, the Saleen is named after its founder Steve Saleen who made his name tuning Ford Mustangs for racing; it was just a matter of time before he made his own fully fledged supercar. Whereas most hypercars feature cutting-edge technology, the S7 was relatively low-tech in that there was a glassfibre and carbon-fibre bodyshell over a tubular steel spaceframe, which housed a pushrod V8. Simple it might have been, but it was also ferociously quick.

B Engineering Edonis (2001)

You could be forgiven for thinking the Bugatti EB110 was fine out of the box, but when its maker went out of business the result was this upgraded edition, with a 671bhp 3.75-litre V12. B Engineering was set up by an array of ex-Bugatti employees who retained a set of unfinished chassis which were then bodied to a fresh design courtesy of Nicola Materazzi.

The plan was to build 21 examples of the Edonis but in 2018 (a massive 17 years after it was unveiled!) the project stalled and was sold to American company Casil Motors.

Mosler MT900 (2001)

Take every supercar design cue going, blend them together, and you end up with the Mosler MT900. This is one mean-looking machine that has the go to match the show, thanks to a Corvette Z06 V8 in the middle, driving the rear wheels via a Porsche 911 GT2 gearbox.

Developed on the racing track, the Mosler’s carbon-fibre bodyshell wa packed with cutting-edge technology such as titanium springs in the suspension, thin-wall subframes and magnesium wheels. That’s why it was so fast; 0-100mph came up in just 6.5 seconds.

Laraki Fulgura (2002)

The next time you’re asked to name a Moroccan car, here’s your answer. First seen at the 2002 Geneva motor show, Laraki showed a completely redesigned supercar each year until it finally gave up in 2005. Designed to take on thoroughbreds like the Lamborghini Murcielago, the original Fulgura was a copy of the Ferrari 360; Maranello must have been seething.

The Laraki packed a 680bhp Mercedes-sourced 6.0-litre V12 with four turbochargers, enough to give a claimed 219mph top speed – but at €500,000 there were no takers.

Invicta S1 (2003)

This car summed up everything that’s great about tiny British car makers, all those guys in sheds knocking out yet another hypercar with implausible claims about performance and production numbers. The Invicta was especially fascinating in this regard; it offered anything from relatively mild (320bhp) to truly wild (600bhp) options, with hopes of 20 cars being sold each year.

But with such capable machinery elsewhere from blue-chip supercar builders, Invicta never stood a chance, and nobody even noticed the company arrive in 2003, then quietly disappear some years later.

Ascari KZ-1 (2004)

We reported on the Ascari KZ-1 as early as 2000, but it wasn't until 2004 that the production car went on sale. Ascari claimed that no more than 50 KZ-1s would ever be built, but with a £235,000 price tag and a very low profile, it's doubtful that even that figure was ever reached.

Powering the KZ-1 was a mid-mounted BMW E39 M5 V8 engine rated at 500bhp to give a claimed top speed of 201mph with 0-100mph in just eight seconds.

Bristol Fighter (2004)

Britain’s Bristol never felt that it needed to go with the flow; it was one of those companies that did things its own way, for a very select number of appreciative buyers. Nowhere was that more evident than with the Fighter, with its gull-wing doors, narrow bodyshell and Dodge Viper V10 engine in the nose.

Even the standard car could top 210mph thanks to its 525bhp, but for those who felt that too much power is not enough, the Fighter T was unveiled in 2007. With a claimed 1012bhp, the car could theoretically manage 270mph – although none of these were ever made.

Joss JP1 (2004)

When the Joss JP1 was shown at various Australian motor shows throughout 2004 things looked promising. The car looked good and was well made, plus it was fast thanks to its 500bhp 6.8-litre V8 that pushed its 480lb ft of torque to the rear wheels via a Porsche G50 five-speed manual transmission. But the company didn't have the cash to get the car on the road and although a crowdfunding exercise was undertaken in 2014, the JP1 still didn't get off the ground.

Lotec Sirius (2004)

Although Lotec was founded in 1962, it focused on motorsport until 2004, when it introduced its first road-going production car (the C1000 mentioned earlier was always going to be a one-off). Powered by a 6.0-litre Mercedes V12 and designed by company founder Kurt Lotterschmid, the Sirius is still available, 15 years after it was introduced (see lotec-gmbh.de). We wonder how many of these cars have been made in that time though…

Gumpert Apollo (2005)

Roland Gumpert and Roland Mayer teamed up to build a gull-winged supercar powered by twin-turbo Audi-sourced 4.2-litre V8, mounted in the middle of a tubular steel structure clothed in either glassfibre or carbon fibre bodywork. Buyers could choose between 641bhp or 690bhp power outputs with even the low-powered edition supposedly capable of 224mph. It's reckoned more than 40 Apollos were made before Gumpert went out of business in 2013.

Barabus TKR (2006)

Not to be confused with German tuning company Brabus, this was a Manchester-built confection that was a surprise unveiling at the 2006 British Motor Show. With a body and chassis made of carbon fibre and a 1005bhp twin-turbo 7-litre V8 in the middle, the TKR was claimed to be good for 270mph, with 0-60mph supposedly coming up in just 1.7 seconds.

Sales were meant to start in November 2006 but the project disappeared – only to be revived as the Keating TKR two years later. That car was later tested at around 260mph, so maybe the original claims weren’t as fanciful as you might think.

SSC Ultimate Aero (2007)

While Bugatti’s Veyron grabbed all the headlines about being the world’s fastest car, America’s SSC Ultimate Aero was officially timed at 256mph with the promise of a potential 273mph, thanks to a twin-turbo V8 that started out as a 5.7-litre Corvette unit. Despite this, the Ultimate Aero cost less than half as much as a Veyron. Bugatti didn't take the threat lying down though; it retaliated with the 1183bhp Veyron Super Sport which could crack 268mph.

Weber Faster One (2008)

Swiss car maker Weber called it the Faster One but a more apt name would be the Ungainly One. The Weber certainly had presence. It also had a twin-supercharged 7.0-litre V8 engine in the middle, churning out a claimed 900bhp. As a result the car was supposedly capable of 250mph – not that anyone ever verified this.

The Faster One featured an ultra-light carbon-fibre bodyshell and carbon-ceramic brakes while optional equipment included a multi-media system with internet access and TV, a data logger for track use, while there were four fuel tanks to feed that thirsty V8.

Ronn Scorpion (2009)

When Ronn Maxwell launched his Scorpion supercar at the 2009 Top Marques supercar show in Monaco he couldn't have chosen worse timing. The global financial crisis had just hit and those who wanted such cars could no longer afford them – those who could afford them didn't want them.

The Scorpion was fitted with a 450bhp twin-turbo 3.5-litre V6 from the Acura TL, which featured hydrogen injection to improve combustion. But with no takers Maxwell was forced to close his business – although he then set up the Ronn Motor Group in 2015 with the aim of introducing an all-new Scorpion.

Spyker C12 Zagato (2009)

Until the C12 Zagato appeared, all Spykers had featured an Audi-sourced V8 engine. This car featured an Audi-built W12 instead, but with a price tag of €495,000 it seems there weren't many takers – when the C12 Zagato was unveiled Spyker said that production would be limited to 24 examples.

Indeed we're pretty sure there weren't any takers because as far as we can tell only the show car was ever made.

Dagger GT (2010)

We love it when a company bursts on to the scene with outrageous claims, and Transtar Racing was just such a company. In 2010 it revealed the first designs for its Dagger GT, an 1150kg hypercar that packed a 2000bhp punch which was reputedly enough to take it all the way to 315mph. For those who wanted even more, Transtar Racing offered a GT-LS option which was the company's land speed package with tyres rated at 500mph, but we're still waiting for that one.

Exagon Furtive e-GT (2010)

The Exagon Furtive e-GT was unveiled as a concept at the 2010 Paris motor show; two years later a production car was unveiled. More of a grand tourer than a supercar, the Exagon was a pure-electric French confection that was claimed to be capable of 155mph thanks to its pair of water-cooled electric motors that gave a combined peak power output of 402bhp and up to 380lb ft of torque. But in 2013 it all went quiet…

Icona Vulcano (2013)

When the original Icona Vulcano was unveiled in 2013 at the Shanghai motor show it featured a 950bhp powertrain that consisted of a 790bhp V12 petrol engine and a 160bhp electric motor. By 2015 this had been swapped for a supercharged 6.2-litre V8 supplied by General Motors and rated at 661bhp – but capable of being tuned to as much as 986bhp.

The other big change for 2015 was a move to titanium bodywork – the first car to feature such a construction. But since that 2015 outing we've heard nothing.

Excellent & interesting Ford concept cars you may have never seen

Mon, 15 Jun 2026 07:37:54 +0100

A feast for your eyes

Back to the future.

The Ford Heritage Vault is one of the finest sources of publicly available archive information provided by any car maker – and it just keeps getting better. In a recent update, many previously unseen images of concept cars have been added, bringing the total to nearly 2000.

We can’t show them all here, but what we can do is take you through 50 Ford concepts, many (if not most) of which you might never have heard of. We’re presenting them in chronological order, starting with one which dates from over 70 years ago.

FX-Atmos (1954)

The name of the FX-Atmos (including a hyphen in Ford literature of its time, though not in the Vault) stood for “future experimental atmospheric”. According to Ford vice-president Lewis Crusoe (1895-1973), the concept “is not proposed as a future production vehicle, and for that reason, no engineering considerations have been involved in its development”.

Crusoe added, however, that the FX-Atmos “represents one of many avenues which styling could take in the future”. Sure enough, while bubble canopies and sharp spikes protruding from the front never really caught on, tailfins and extended rear lights, not yet common in 1954, soon would be.

La Galaxie (1957)

Unveiled, like the FX-Atmos, in Chicago, the La Galaxie six-seat luxury concept was slightly less futuristic. The cowled headlights were unusual, but the reverse-angle rear window and very long trunk were already becoming available in the Mercury Turnpike Cruiser, and would appear in the last-generation British Ford Anglia before the end of the decade.

A windscreen which continued over the heads over the front passengers was more unusual, though. The car also “envisions”, as Ford put it, “an electronic proximity warning device that would stop the car automatically if it came dangerously close to another vehicle or object in its path”, an idea which would not reach production for many years.

Cougar 406 (1962)

According to a Ford press release issued on 16 February 1962, the day before the opening of that year’s Chicago Auto Show, the Cougar 406 “embodies design features to excite the hardiest sports car fan, along with the comfort and style required in a personal car”. Among the most notable of these features were gullwing doors which, unlike those already seen on the Mercedes 300SL, were electrically operated.

The concept’s name referred partly to a new engine from Ford’s FE V8 family which measured 406 cubic inches, or 6.7 litres.

Ghia Selene II (1962)

The Heritage Vault includes concepts produced by Ghia long before Ford bought the Italian design house. One example is the Selene II, a radical sports car with an extreme cab-forward design unlikely to score highly in a modern crash test.

Since there was clearly no room up front for an engine, this would have been mounted in the rear. Passengers at that end faced backwards, so they could see where they had been rather than where they were going.

Allegro (1963)

Completely unrelated to the Austin of the same name which went into production a decade later, Ford’s Allegro concept featured pedals which could be adjusted four inches four and aft and a steering wheel which moved four inches in or out and five inches up or down.

As displayed, the car had the 2.4-litre Mileage Maker straight-six engine (already used in the Falcon, among other vehicles) driving the rear wheels, but Ford said it could alternatively have the much smaller Ford Taunus V4 driving the fronts.

Mercury Comet Super Cyclone (1964)

The Super Cyclone was adapted from a standard ‘64 Comet Caliente two-door hardtop and featured rectangular headlights (which would not have been legal for a car sold in the US at the time), aerodynamic bodywork described by Ford as ‘full fastback’ and a radar system which detected the presence of vehicles approaching from the rear. The radar was there merely for show on the concept, “but functional versions have been under study by Ford scientists”.

The exterior colour was called Murano Gold, and was created by applying a transparent gold outer coat over a black base.

Fairlane GT-X (1966)

The GT-X started out as a standard fifth-generation Fairlane which was reassembled by Ford engineers and then passed on for further work to customizer Gene Winfield (born 1927). Its purpose was to promote the stock Fairlane at events around the country, but became surplus to requirements in 1967, when the road car was redesigned.

The concept disappeared for a long time, but returned to public view in 2019 after a restoration which included a repaint by Winfield, more than half a century after he last worked on the car.

Mach 2 (1967)

This picture shows the first of two concepts named Mach 2, this one being developed for road use and the other for racing. They were both designed by Ford but constructed by Kar Kraft Engineering, and were based on first-generation Mustang platforms adapted to accept a mid-mounted 4.7-litre Windsor V8 engine and Colotti transaxle.

Despite the connection, Ford insists that the Mach 2 was never planned as a future mid-engined Mustang, and that if it had ever been put into production it would have been a separate model.

Mustang Mach 1 (1968)

Having first used the Mach 1 name for a bizarre, wheel-less, single-seat, levitating pod displayed in 1959, Ford brought it back seven years later for a converted Mustang with a very low roof and a hatchback rear.

The same car is shown here in its revised 1968 form with a new front end which does not resemble anything Ford put into production. The first Mustang Mach 1 available to the public went on sale in the 1969 model year, and there have been many more since then.

Thunderbird Saturn II (1968)

Using a period-correct term, Ford described Saturn II as a “far-out variation” of the ‘69 Thunderbird. Its design, which included gold paintwork and interior upholstery, was radically different from that of the standard model, and foreshadowed trends of the following decade, but there was a lot going inside too.

In addition to a CB radio, a microphone and a portable tape recorder, Saturn II featured a primitive equivalent of today’s satellite navigation, though in this case the directions were stored on a “’trip control’ computer card” which could be pushed into a slot in the centre console. “Theoretically”, a small screen would give the driver the distance to, and direction of, the next turn on the journey.

Ghia Flashback (1975)

Employees at the Ford Design Center in Dearborn collaborated, perhaps not entirely successfully, with their counterparts at the now Ford-owned Ghia in Turin to produce the Flashback concept. Despite being only 134in (3404mm) long, or about three feet shorter than the contemporary Mustang, it had several styling features of past decades, including a long hood, a prominent grille and wire-spoke wheels.

There were hints that the pearlescent apple green two-seater could be powered by a four-cylinder engine, but this never happened, and the Flashback remained a “non-driveable design exploration”.

Ghia Microsport (1978)

The Microsport was the fourth of many Ghia concepts based on the Fiesta supermini, and the only one revealed in 1978. Ten inches shorter than the standard car, it had only two seats, and had aluminium body panels, lightweight glass and impact-absorbing plastic structures at each end.

Ford literature states that the Microsport had a two-tone white and red paint scheme, but this was clearly not the case when the images uploaded to the Heritage Vault were taken.

Megastar II (1978)

Along with the Fiesta-based Tuareg off-roader, Megastar II was part of Ford’s celebration of its 75th anniversary. The concept, designed by Ghia, was based on the contemporary Taunus (the German equivalent of the UK’s Cortina), and used the same four-cylinder engine, four-speed manual gearbox and front and rear suspension.

The floorpan was shortened at the rear, however, and the hatchback body was wedge-shaped, with deep windows in each passenger door. Megastar II made its public debut in Geneva in March 1978, and went on to be displayed at Auto Expo in New York and an import show in Los Angeles.

Ghia Pockar (1980)

Another of Ghia’s various Fiesta-based concepts, the Pockar, short for ‘pocket car’, had room for four passengers (or perhaps five – Ford’s own contemporary accounts vary) despite being only 129in (3277mm) long.

To maintain some level of practicality, luggage could be stored in the sides, and the rear seat could be folded flat to release more cargo space. The bumpers wrapped around the entire vehicle, providing “added protection when parking in congested areas”.

Mercury Antser (1980)

The Antser, displayed at the Detroit Auto Show in January 1980, was a wedge-shaped electric concept with 2+2 seating, an injection-moulded plastic body and sliding doors.

Its seats had inflatable cushions whose level of support could be altered by pressing buttons on the console, while a “highly sophisticated electronic instrument panel” provides a wide array of computer-controlled readouts”, including a map display.

Ghia Cockpit (1981)

Having experienced, like everyone else, two global oil crises in the past decade, Ford was naturally giving a lot of thought to fuel economy in the early 1980s. One example of this is the Ghia Cockpit, a very aerodynamic tandem two-seat city car with a front-hinged canopy and an overall weight of just 770 pounds (349kg).

The single rear wheel was driven by a 12bhp 200cc single-cylinder petrol engine supplied by Piaggio, though Donald F. Kopka, then Ford’s vice president of design, explained at the Urban Car News Conference in Dearborn on 14 July 1981 that it could also be powered “by electricity or by an alternative fueled engine”.

Ghia Brezza (1982)

The Brezza (Italian for ‘breeze’) was a proposal for an economical two-seat sports car. Its mid-mounted engine was the 1.6-litre four-cylinder CVH which had recently made its debut in the first front-wheel drive European Escort and would also appear in the Fiesta and Sierra.

In the interests of disturbing the air as little as possible, the Brezza featured a rounded nose, retractable headlights, flush-fitting glass, rear wheel fairings and what Ford described as a “partial belly pan”.

Ghia Barchetta (1983)

Designed jointly by Ghia and Ford of Europe’s design team, but built by the former, the Barchetta was more conventional than the previous year’s Breeze, being based on the front-wheel drive Fiesta platform. The engine was once again the 1.6-litre CVH, which also powered the hot hatch XR2 variant of the Fiesta.

The two-seat roadster did not lead directly to a production car, but two decades later Ford launched the conceptually similar SportKa. By that time, Fiat had come up with its own Barchetta, based on the Punto hatchback.

Probe IV (1983)

Ford put a production car called Probe on sale in the late 1980s, but before then it used the name several times for a series of aerodynamic concepts. The Probe IV was notable for its incredibly low drag coefficient of 0.15, achieved partly by canting the turbocharged 1.6-litre CVH engine over by 70 degrees to allow for the lowest possible bonnet.

Although the engine was mounted at the front, the radiator was placed at the other end to remove the need for an air-disturbing grille. Fans drew air towards it through vents behind the rear wheel wells, then sent it into the low-pressure area behind the car.

Quicksilver (1984)

Referred to both as a Ford and as a Lincoln, the Quicksilver luxury sedan concept demonstrated that it was possible to design a mid-engined car with enough room inside for five adults. This was possible because the 3.0-litre V6 engine was mounted transversely, so that it didn’t take up much of the car’s length.

Ghia, which designed the vehicle, paid a lot of attention to aerodynamics, and in particular developed what Ford said was “a totally new method” of flush-mounting the door windows.

Maya (1985)

Although the Maya is referred to in the Heritage Vault as a 1985 car, it actually made its debut at the Turin Show in the previous year. Unlike other Italian Ford concepts, this mid-engined two-seater was created not by Ghia but by Italdesign, and there was talk of producing 50 a day.

That never happened, but Italdesign was commissioned to produce two follow-ups in 1985 – the softer-edged Maya II ES and the Maya II EM whose 3.0-litre V6 engine was, unlike those in the earlier versions, turbocharged.

Bronco DM-1 (1990)

Ford has created off-road concepts named Bronco since the 1960s. This version was named after its designer, Derek Millsap, who had graduated from the Art Centre College of Design in Pasadena, California in May 1987 and was given a job at Ford’s Design Centre in Dearborn.

Millsap’s design, which first took shape as a clay model, featured low-drag fibreglass and steel-reinforced bodywork, electronic instrumentation and seating for five. Ford contracted Concept Center California to build a full-scale version. According to a company press release, this process began in late 1986 and lasted for nine months, but the Heritage Vault dates the finished product to 1990.

Contour (1991)

To most North American motorists, the Contour was essentially the local version of the European Ford Mondeo, also sold as the Mercury Mystique. However, the name was also used for a radical concept car.

Among its more remarkable features was a straight-eight engine (a layout popular between the two world wars but never used by Ford in a production car) mounted transversely across the front axle. Designed by Donald Carriere (1929-2016), its drive was taken from the centre of the crankshaft, allowing the use of equal-length driveshafts and reducing the possibility of torque steer to a minimum.

Bronco Boss (1992)

We’re using this name because that’s what appears in the Heritage Vault, but Ford referred to the vehicle as the Boss Bronco when it was revealed in late 1991.

Displayed at auto shows across the US the following year, it was, like many concepts, simply an adaptation of an existing model, in this case the recently-launched fifth-generation Bronco SUV. Changes included a new hood with power dome, a retractable roof, a wraparound rear step bumper and shade of bright yellow paint named Lone Star.

Ghia Focus (1992)

Revealed six years before the introduction of the very different European Focus hatchback, the Ghia Focus was a high-performance four-wheel drive roadster based on a shortened Escort RS Cosworth platform and powered by a 230bhp version of that car’s turbocharged 2.0-litre engine.

Design features ranged from ancient to modern. The car’s body panels were made of carbonfiber composite, but it also had a far more traditional wood-rimmed steering wheel.

Mustang Mach III (1993)

According to Ford, the Mach III “brings back the spirit of the 1965 Mustang with styling and technology for the 1990s and beyond”. Powered by a supercharged 450bhp 4.6-litre Modular V8, the concept did have some classic touches, including a wood-rimmed steering wheel, but its shape was far curvier than that of the pony car launched nearly three decades earlier.

The fourth-generation Mustang was just round the corner. “There’s no doubt that people will readily recognise some of the styling cues from the Mach III,” said Ford. There was indeed a slight resemblance, but the production car’s design had much sharper edges.

Ghia Arioso (1994)

Like the Vivace of the same year, the Arioso was a coupe powered by the 2.5-litre 24-valve V6 engine used in the production Mondeo. The Arioso was the more practical of the two concepts, being a full four-seater rather than a 2+2.

It was based on an aluminum spaceframe which was covered with easily replaceable lightweight carbonfibre panels. The method of construction meant that the sunroof and rear window could be retracted into the rear luggage compartment without compromising the vehicle’s structural rigidity.

Outback Bronco (1994)

The Outback was a follow-up to the Bronco Boss revealed two years earlier, and was fitted with a very similar hood. Other equipment included a cattleguard, front foglights, a winch, side pipes and flared wheelarches.

Two years later, the Bronco was discontinued, and did not return until 2021. The Outback could reasonably have gone into production as an end-of-line special edition, but didn’t.

Mercury Fusion (1995)

Created by Concept Center California, which as you’ll remember also built the Bronco DM-1, the Fusion combined “the toughness of a mini sport utility vehicle with the upscale image of a Mercury”.

One of its more intriguing features was an interior tubular steel frame which supported the seats, instrument panel and centre console, and contributed to the overall structural rigidity. Leather upholstery and chrome exterior trim made the concept look more expensive than a production version would probably have been.

Ghia Saetta (1996)

The little Ka hatchback, based on the Fiesta platform and launched in late 1996, was the first production Ford with New Edge styling. It was previewed in April of the same year at the Turin Show in the form of the Saetta roadster, accompanied by official comments that it “explodes the myth that it’s necessary to put a soft radius on everything to create an aerodynamic form”.

The Saetta resembled the Ka very closely at the front, though its slightly retro tail did not get past the concept stage.

Lynx (1996)

Like the exactly contemporary Saetta, the Lynx was based on the Fiesta platform, but was a coupe rather than a roadster. In a press release issued by Ford of Canada, it was described as “a clear indication of Ford’s desire to explore new concepts and research niche products”.

In fact, there was more to it than that. Look at the Lynx from any angle, but especially from the rear, and it is undoubtedly a preview of the Puma coupe which made its debut at the 1997 Geneva Show, a year after the Lynx had been revealed at the same venue.

Ranger Sandcourt (1997)

Referred to as the Sand Court by sources other than the Heritage Vault, this concept was an adaptation of the third-generation Ranger pickup truck, which went on sale in the 1998 model year.

Clearly a promotional exercise rather than anything more serious, it featured several non-standard items including a high chair, a parasol and a drinks cabinet, all of which suggested it might be useful for beach patrols.

Mercury MC4 (1997)

The MC4 was a roomy coupe with four seats designed for adults and one for a child. Its equivalent of a tailgate was a double gullwing, and there were four passenger doors – conventional at the front but smaller and rear-hinged at the back. The latter pair could not be opened while the fronts remained shut.

The door system was later used by Mazda (one-third owned by Ford at the time) for its own later coupe, the rotary-engined RX-8.

Ford TekSport Windstar (1998)

The vehicle referred to in the Heritage Vault as the 2000 Windstar TekSport was called TekSport Windstar in contemporary press releases, and was revealed at the Specialty Equipment Manufacturers Association (SEMA) show in November 1998. It was based on the new second-generation Windstar minivan, but its appearance was both more aerodynamic and more aggressive.

Most of the innovation, however, was located inside the vehicle. Visteon supplied high-tech entertainment and lighting, and as Ford put it, “Those who travel with kids will appreciate the rechargeable hand vacuum cleaner built into the right rear trim panel.”

Bronco U260 (1999)

In the quarter-century gap between the end of the fifth production generation and the start of the sixth, Ford continued to create Bronco concepts. The U260 had an almost cuboid shape, and bears a remarkable resemblance to the current Bronco, which was introduced in 2021.

In the same year, the U260 was displayed in public for the first time, now with red rather than dual-coloured paintwork, and with a slightly revised front end.

MY Mercury (1999)

In Ford’s word, this concept – referred to as MY in the Heritage Vault but as (my) in a contemporary press release – “blurs the boundaries between a car, a truck and a sports utility vehicle”.

The door arrangement was similar to that of the slightly earlier Mercury MC4, while the top of the tailgate (which included the rear side windows) lifted upwards and the bottom extended back, giving a load length of over six feet if the rear seats were folded down.

Desert Excursion (2000)

Based on the enormous Excursion SUV, the Desert concept was “customized to take on the most extreme weather conditions and terrain”, and was described as “the ultimate go-anywhere, do-anything truck”.

Up to 310bhp was provided by a 6.8-litre V10 Triton engine, available in both the regular Excursion and the F-Series Super Duty pickup, which was based on the same platform. The front-end styling was unique to this vehicle, and the interior, which had enough room for six passengers, was reported to be weatherproof.

Equator (2000)

The Equator was another extreme off-road concept, this time based on the F-150 pickup. It had “off-road-racing-inspired independent suspension”, and the bumper, fender, wheel wells and lower trim panels were made of Kevlar.

In September 2005, Ford announced that it was putting the Equator up for auction to raise money for the American Red Cross disaster relief following Hurricane Rita.

Prodigy HEV (2000)

The Prodigy was part of Ford’s P2000 research programme into designing cleaner and more efficient vehicles in the 21st century. Its aluminium body was large enough to carry five passengers, and its hybrid powertrain consisted of a 1.2-litre four-cylinder turbo diesel engine and an electric motor.

The car made its public debut at the Geneva Show along with two other P2000 concepts, a sedan and an SUV with hydrogen fuel cells.

F-150 Lightning Rod (2001)

Revealed at the Chicago Auto Show in February 2001, the Lightning Rod was based on the tenth-generation F-150 (and powered by the supercharged 380bhp 5.4-litre Triton V8 available in that range) but was lowered and stretched to make it look like a custom vehicle.

To the same end, the bodywork and interior were predominantly cherry red, with graphics inspired by Maori tattoos. At both ends, the standard truck’s lights were replaced by horizontal neon tubes.

Forty-Nine (2001)

As its name suggested, this concept – “designed to take America on a sentimental drag-race down memory lane” – was inspired by the 1949 Ford model range, the first to go on sale after the Second World War. First seen at the 2001 North American International Auto Show in Detroit, it was completely modern, but its styling harked back to the famous cars of more than half a century before.

Like the contemporary, and final-generation, Thunderbird, it was powered by a 3.9-litre AJ-V8 engine (designed by Jaguar but used in this capacity only by Ford and Lincoln), “tuned to fit the car’s appearance and muscle”.

Thunderbird Sports Roadster (2001)

In the 1962 and 1963 model years, Ford offered a Sports Roadster version of the third-generation Thunderbird, featuring a tonneau cover which concealed the rear seats and included two raised sections, one immediately behind each of the front passengers.

For its 2001 Thunderbird concept, which had red enamel paintwork and a white leather interior, Ford returned to the idea it had tried out nearly 50 years previously, but did not adopt it for the production car.

FR100 (2002)

The vehicle pictured is the first of two concepts known as FR100. Both were adapted from 1953 F-100 pickup trucks, built in the debut model year of the second-generation F-Series.

The many radical modifications included fitting Ford’s then new 5.0-litre Cammer V8, a derivative of the Modular unit which became available as a crate engine in 2005.

Mighty F-350 Tonka (2002)

Named after the famous toy brand, this concept also marked a technological breakthrough for Ford. Its turbocharged 300bhp 6.0-litre V8 engine was the first diesel the company ever mated to an automatic transmission.

The vehicle also had air suspension which automatically reduced the ride height by five inches when the doors were opened, making loading and unloading easier than might otherwise have been the case.

Model U (2003)

Ford was stretching things when it claimed that the Model U was “the Model T of the 21st century”, but the concept was certainly forward-looking, with a multi-configurable interior and body panels, adaptive headlights, a night vision display and a speech interface.

The engine was a hydrogen-fuelled 2.3-litre four-cylinder with a supercharger and two-stage intercooling. Its power output of 118bhp was modest, but the concept’s Modular Hybrid Transmission System (which acted as a flywheel, starter alternator and electric motor) contributed a further 33bhp in continuous use or 46bhp for short periods.

Focus (2004)

The rapidly growing significance of China as an automotive market was demonstrated when Ford chose to give the world its first glimpse of the second-generation Focus at the Beijing Auto Show in June 2004. That car would be offered as both a hatchback and an estate, but it was revealed in Beijing as a four-door saloon, the most popular type of body style in the region.

Ford branded it as the Focus Concept, which is why we’re including it here, but it must have been very close to the real thing, since production began not long afterwards.

iosis X (2006)

When it was revealed at the Paris Show in September 2006, we described the iosis X as “a bit like a Puma on steroids” (referring to the Fiesta-based coupe on sale earlier in the century) and “pretty funky, actually” (in the positive British sense of the word rather than the less complimentary American one).

Ford said that the concept “intended to a very strong message that we will be entering [the compact crossover market] in around 18 months from now”, and indeed it did. The production version was the Kuga, which arrived in 2008.

Start (2010)

Ford created a buzz in Beijing with its Start concept, a “design exploration into the feasibility of a future small car”, but designer Chris Svensson (1965-2018) admitted five years later that adapting it for production would have been too expensive to contemplate.

In one sense, though, the Start lives on. It was the first Ford powered by the turbocharged 1.0-litre three-cylinder EcoBoost engine, which has since been used in models as varied as the Fiesta and the Transit Courier, and is a ten-time overall or category winner in the International Engine of the Year awards.

Vertrek (2011)

Based on Ford’s global C-segment platform, the Vertrek was a compact SUV proposal which was already being spoken of, when it was revealed in Detroit in 2011, as a “great opportunity” to unify existing vehicles produced in Europe and North America.

Sure enough, after the usual tweaking for production, it became both the second-generation Kuga and the third-generation Escape, which retained their predecessors’ names in their respective markets. The process continued when those models were replaced in 2019.

Mustang Cobra Jet Twin-Turbo (2012)

The Mustang Cobra Jet customer drag racer was relaunched in 2008, and became available in 2011 with a 5.0-litre V8 engine. In the following years it would be offered in both supercharged and naturally aspirated forms, but in 2012 Ford displayed something different at the SEMA show. The engine was the same, but it was now fitted with two small turbochargers, which spooled up more quickly than one large one but still produced a lot of boost.

This was a nice idea, but it didn’t lead to anything. Once the concept had been and gone, Ford continued to rely on supercharging for its forced-induction dragsters.

50 of the biggest missed opportunites in the automotive world

Mon, 15 Jun 2026 07:37:39 +0100

We look at the cars that could have been highly successful, but weren't for a wide variety of reasons

Every time a new car is created, there's an opportunity to change the face of motoring for the better.

But sometimes a car maker releases a car that's so disappointing for numerous reasons that you wonder why it was ever signed off. They could have made something good, but missed the opportunity by making a hash of things. Let's take a look at some famous examples:

Tucker 48 (1948)

Preston Tucker (1903-1956) was a visionary who wanted to push the boundaries with his 'Torpedo' family sedan. He dreamed big about a car with revolutionary styling and safety features, luxury and performance.

He gained the support of some major backers, but when confidence in the project stalled as Tucker was dragged through the courts on charges of fraud, the money dried up and the company went bust with just 50 cars completed. Surviving 48s are today very valuable.

Nash Metropolitan (1953)

Sold on both sides of the Atlantic, with either Nash or Austin badges, the Metropolitan was the result of a collaboration between the two companies. The plan was to offer an economy car using Austin A40 running gear.

The result was a car that now looks cute but which at the time looked ridiculous with its slab-sided design, cramped cabin and shoddy handling thanks to a narrow track and short wheelbase. Buyers wanted cheap but they didn't want nasty, which the Metropolitan was.

Austin Gipsy (1958)

Land Rover was cleaning up in the 1950s as it had the four-wheel drive market largely to itself in England. Austin wanted a piece of the action and its response was the Gipsy, which unlike its arch-rival was fitted with steel bodywork that quickly rotted.

The poorly designed suspension was prone to failure too, so while the Gipsy could go anywhere, it couldn't do so for long.

Ford Edsel (1957)

Arguably the biggest motoring misjudgment of all time, Ford attempted to create a whole new brand with the Edsel, named after Henry Ford's son. With $300 million invested in the new brand it soon became obvious that Ford had got the styling disastrously wrong.

It also launched the car into a recession as America’s long post-war boom finally came to an end, and buyers were expecting something more than what was effectively a reheated Mercury – but they didn't get it.

Hillman Imp (1963)

Built to counter the Mini, the Imp packed a rear-mounted engine driving the back wheels, the free-revving overhead-cam all-alloy four-pot making the car a hoot to drive.

But water leaks plus weak engines and unreliable pneumatic throttles meant the Imp spent more time in the workshop than on the road. Throw in shocking build quality and the Imp was doomed from the outset – but drive one that's well sorted and it'll be a revelation.

Austin 3-Litre (1967)

Created to take on such luminaries as the Ford Zodiac, Humber Sceptre, Jaguar XJ6 and Vauxhall Viscount, the Austin 3-Litre was a stretched Austin 1800/220 (Landcrab) with a 2912cc straight-six from the ageing Austin Healey 3000. The engines were weak and though the bodyshell was strong considering the wider wheelbase, the handling was poor and so was the ride for what was supposed to be a luxury car. Fewer than 10,000 were made before the plug was pulled.

Chevrolet Nova (1970)

Chevrolet wanted to create a people's car for the seventies, for those on a budget. It started out pretty well, with a car that looked the part, but then GM stripped out as much cost as possible to keep purchase prices down and profit levels up.

The result was uninspiring, with an interior full of brittle plastics, a bodyshell that rotted prematurely and an array of mechanical problems that dogged those budget-conscious buyers who bought one.

Chrysler 180 (1970)

When Chrysler bought the Rootes Group in 1967 it decided to sell cars under its own brand in Europe. You'd think that Chrysler would pull out all the stops to come up with something pretty special to get buyers excited, but instead we got an upscaled Hillman Avenger called the Chrysler 180, with a 1.8-liter engine.

Later came the Chrysler 2-Liter complete with a vinyl roof, but these cars were so underwhelming that they were just about invisible.

Morris Marina (1971)

Designed to supersede the BMC Farina sedans that had been introduced in 1959, the Marina was British Leyland's attempt to take on the all-conquering Ford Cortina.

The problem was, that while its rival was hardly the last word in build quality or dynamic ability, the Marina was poor in both regards. With its dubious refinement, ponderous handling, lax quality control and uninspiring engines the Marina never had a chance.

Chevrolet Vega (1971)

The Vega was supposed to help GM head off encroaching Japanese imports. However, GM executive John Z De Lorean later claimed that the company knew about the Vega's shortcomings before the car entered production, but it pressed the 'go' button all the same. The result was a compact that rusted away in double-quick time, while the engines had a habit of destroying themselves.

The Vega was built to such a low standard that it's credited with pushing many Americans into buying Japanese rivals – the direct opposite of what the Vega was supposed to achieve.

Leyland P76 (1973)

When British Leyland (BL) decided to create a car purely for the Australian market, the result was the P76. There could be no compromises as this was a vehicle that didn't need to work in other markets too, so it was no 'world car'.

But the P76's handling was as ugly as its design, while the build quality was typical 1970s BL. Despite significant investment in the programme, the plug on the P76 was pulled after just two years, and BL’s Sydney factory went with it.

Triumph Stag (1970)

We could have filled this whole feature with the products of British Leyland, which is why this isn't the last such car that you'll see here, but the Stag must surely be one of the saddest cases of a missed opportunity in the automotive arena.

Designed as an affordable alternative to the Mercedes SL, this V8-powered four-seater convertible had the market to itself when it arrived in 1970, but fewer than 26,000 were sold globally by the time production ended in 1977, because of build quality issues affecting the unique V8 engine as well as the bodyshell.

Ford Pinto (1971)

If ever there was a missed opportunity, this was it. Designed to head off Japanese compact sales in America, it was soon discovered that rear-end impacts could puncture the fuel tank of the Pinto, resulting in fires.

Ford was later forced to recall the car for rectification, but the damage to its reputation had been done.

Lancia Beta (1972)

The Lancia Beta could have been an all-time great with its smart design, wide array of bodystyles and zesty twin-cam engines. But when Lancia's owner Fiat went too far with the cost cutting, the result was poor-quality steel that led to premature corrosion which effectively destroyed Lancia's reputation across much of Europe.

Ford Mustang II (1973)

When Ford launched the original Mustang in 1964 it became the fastest-selling car in history, but within less than a decade the Mustang brand had been devalued so comprehensively - in part by new emissions controls - that we ended up with a 'muscle car' that featured a V6 engine so weak that the car couldn't even get to 100mph.

It took a long time for the Mustang to rebuild its reputation.

Bricklin SV-1 (1974)

Safety was becoming ever more important to legislators and car buyers in the early 1970s, so when Malcolm Bricklin came up with the idea of building an ultra-safe sports car he couldn't go wrong.

Well, that was the theory, but his plastic-bodied gull-winged car suffered from so many manufacturing faults that production was halted after just a year, with all of 3000 examples made – when Bricklin had predicted 10 times as many would roll off the production lines.

Leyland Princess (1975)

When it came to muddled product planning, British Leyland was the master. Having introduced the disappointing Maxi in 1969, the company then went on to launch the Princess in 1975, but as a saloon rather than with a fashionable hatchback. The reason?

It didn't want the Princess to compete with the Maxi, which by then was six years old. Instead of replacing the Maxi with the Princess the two sold alongside each other until the former died in 1981 – then a year later the Princess was facelifted to become the Ambassador, complete with hatchback, at last.

AMC Pacer (1975)

The fuel crisis of the 1970s led to all of the big US car makers introducing smaller models with lower running costs. AMC threw its hat into the ring with the Pacer which wasn't really all that small at all, and neither was its engine; the smallest unit offered was a 3.8-liter six-cylinder unit.

Throw in spectacularly awkward styling along with wayward dynamics and you can see why Motor magazine tested it then ran with the cover headline "We test the Pacer – and wish we hadn't".

AC 3000ME (1979)

In theory a long gestation period should lead to a better car, but not in the case of the AC 3000ME, which was in development for much of the 1970s.

First shown in 1973 as the Bohanna-Stables Diablo, this plastic-bodied two-seater sports car was meant to offer power and agility for buttons – but by the time it arrived in production form in 1979 it wasn't very quick, not especially powerful – and the price had ballooned so it was far too costly.

Rover SD1 (1976)

Another child of the seventies, the Rover SD1 was crowned European Car of the Year in 1977.

A sleekly styled large and luxurious five-door hatch could have beaten all comers, but as with all British Leyland cars the SD1 was put together by a disaffected workforce that seemed to often delight in sabotaging its own vehicles.

Aston Martin Lagonda (1976)

This entire article is written on the premise that there was an opportunity to be missed, but we're not sure that there really was an opportunity here.

Aston Martin reckoned there was a market for a luxury sedan that was styled futuristically inside and out. It came up with a car that featured a cutting-edge digital dash and a raft of electronics to control the various systems. But unfortunately the Lagonda arrived before the tech was properly developed and buyers were rewarded with a car that would throw a fit just for the fun of it.

Renault 14 (1976)

The seventies produced a lot of lacklustre family cars. One of the most disappointing was the Renault 14, which after the brilliance of the 16 that had arrived more than a decade earlier, didn't impress with its anonymous styling, poor build quality and mediocre dynamics. Bizarrely, the wheelbase on one side was longer than on the other, due to the car's transverse torsion bar rear suspension, with one bar behind the other, with equal length trailing arms.

GM diesels (1978)

Diesel cars have always been a hard sell in America, and part of the reason is because of GM's ill-fated efforts in the late 1970s. With the market hit by fast-raising fuel prices, in an attempt to offer a more economical luxury car GM introduced a 5.7-liter V8 diesel option in many of its brands including Buick, Cadillac, Chevrolet, Oldsmobile [pictured], and Pontiac.

But the engines were fitted with unsuitable cylinder head bolts which stretched, leading to blown head gaskets and bent con rods once the combustion chambers had filled with water. Warranty claims went into overdrive and many US car buyers were put off diesels for a long time. The next major diesel push in America was made by Volkswagen about 30 years later – and we all know how that ended…

Cadillac Seville (1979)

GM was looking to Cadillac to help the company head off luxury imports from the like of Mercedes-Benz and BMW. Alas, automotive design went through a prolonged sticky patch throughout the seventies, on both sides of the Atlantic. On the US side, nowhere was this more apparent than with the Cadillac Seville that looked as though it had been rear ended. Its dubious proportions and kitsch interior ensured buyers lapped up European imports like never before.

De Lorean (1981)

It was Malcolm Bricklin's story all over again: a gull-winged sports car designed to take on the big boys and change the game. However, it was built unbelievably badly, wasn't very fast and handled poorly into the bargain.

Production ended after less than two years. Despite being a failure when new, the De Lorean – here pictured with its creator, John De Lorean - has become massively collectible, largely thanks to its high profile courtesy of the Back to the Future film franchise.

Talbot Tagora (1981)

We're not sure any car has ever featured more anonymous styling than the Talbot Tagora, which should have been killed off before it reached production. When Peugeot bought Chrysler Europe the nearly-completed Tagora project came with it.

Although Peugeot offered the perfectly decent 505 it elected to stick with Tagora production, even though the two cars competed with each other. But the Tagora was dynamically poor and so was the build quality, which is why less than 20,000 were sold in the three years that the Tagora was on sale. There is just one single example left on UK roads today...

Chrysler E-Class (1982)

The Chrysler E-Class was a car that was aimed at impecunious buyers who wanted a New Yorker but couldn't afford one. This cheaper sedan was as anonymous as they come and was powered by an array of lacklustre four-cylinder engines. After just two years the E-Class was canned due to a lack of sales, with the car morphing into the equally unloved Caravelle.

Cadillac Cimarron (1982)

In yet another a bid to take on smaller European luxury cars from the likes of BMW, GM decided that rebadging a Chevrolet Cavalier as a Cadillac was the way to go.

Fitting some extra standard kit and doubling the price wasn't a sound strategy though, and buyers understandably stayed away – not least of all because even in cut-price Chevy form, the Cavalier wasn’t a great car.

Reliant Scimitar SS1 (1984)

When the MGB and Triumph Spitfire went out of production in 1980-81, the affordable British sportscar seemed dead. So along came Reliant with the Michelotti-designed SS1 promising a car that was fun to drive, quick enough and cheap to buy. Great, on paper.

Sadly its design divided opinion and it was slow, with just a 96bhp 1.6-litre. The introduction of a turbocharged 1.8-litre edition and a restyle in 1990 helped to fix things – but by then the Mazda MX-5 Miata had arrived to sweep away all before it, including the SS1. Just 1507 examples were produced over ten years.

Jaguar XJ40 (1986)

The Jaguar XJ was revolutionary when it arrived in 1968, but by the early 1980s it was looking rather tired despite a couple of substantial facelifts. What was needed was a significantly new model. Jaguar had been developing one since 1972, so by the time the XJ40 arrived in 1986 it was already looking outdated, but it was technologically advanced with sensors, motors and wiring galore.

The problem is they didn't always talk to each other properly leading to breakdowns. Later cars were better, as is so often the case, but the damage was already done. The XJ once went toe-to-toe against Mercedes in the US and many other markets, but today the German company rules the luxury road with its S-Class.

Isuzu Impulse (1986)

With a history of building trucks and off-roaders, Isuzu wasn't ideally placed to build a sports car – but that didn't stop the company giving it a go anyway. The result was a car that handled about as well as an SUV, with interior plastics to match.

To top things off, the car (known as Piazza in certain other markets) was powered by a GM van engine that was about as coarse as they come. Still, it looked quite nice thanks to the efforts of Italdesign, which supplied the styling.

Rover 800/Sterling (1986)

The SD1 hadn't done British Leyland's reputation any favours, and when that company morphed into Austin Rover there was a chance to make a fresh start with an all-new luxury saloon and hatch. So when the Rover 800 arrived in 1986 hopes were high, but as before the car had been released too soon and the 800 suffered from a litany of reliability and build quality glitches.

The car launched under the Sterling name in the US, but bombed there. Embarrassingly, it was rated by JD Power as one of the most unreliable cars at the same time its Japan-built sister car, the Acura Legend, was rated as one of the most reliable.

Cadillac Allante (1987)

Ever since its launch in the 1950s, the Mercedes SL has been a very desirable car. Cadillac wanted a piece of that action so it decided to launch its own take on the luxury convertible with the Allante.

Not only was the Allante front-wheel drive, but the production process was so convoluted that the car could never be sold at a competitive price. Pininfarina built the bodies in Italy and then flew them to Detroit in modified Boeing 747s for GM to complete them.

Audi V8 (1988)

Audi has always produced desirable saloons, but with the V8 it ventured into new territory – the luxury market. Here the stakes were much higher than Audi was used to so it created an all-new V8 engine and named the car after it.

The first Audi to feature an automatic transmission with quattro four-wheel drive, the V8 was fast, luxurious and beautifully built, but the car failed to make an impact. However, it did lay the way for the current A8 luxury car line.

Eagle Premier (1988)

Also sold as the Dodge Monaco, the Eagle Premier was the result of a joint venture between AMC and Renault after AMC had been bought by Chrysler, which decided to create a new brand to sell its new car.

That brand was called Eagle and one of its first products was the Renault 25-based Premier. With bland looks, uninspiring dynamics, mediocre build quality and lacklustre performance there was absolutely no reason to buy an Eagle Premier, which is why few people did.

Ford Escort (1990)

Previous European Escorts had done a perfectly good job at a reasonable price and were duly rewarded, frequently topping the sales charts in the UK and other European auto markets. So the same but better please for a new one.

However, when the Escort MkV replaced the MkIV in 1990 it was universally lambasted, including by Autocar. The new arrival looked anonymous, was uninspiring to drive, was overpriced and poorly equipped. Ford apparently spent $1 billion developing the car, but it wasn’t clear quite how.

Within two years the Escort MkVI had been launched – and stung by criticism Ford bounced back with the excellent 1993 Mondeo and then, in 1998, it replaced the Escort with the Focus, which massively raised the bar within the small family car segment.

Vector W8 (1990)

Horacio Pagani and Christian von Koenigsegg have proved that you can come from nowhere and take on the big boys if you do things properly. But when Gerry Wiegert tried to take on the likes of Ferrari and Lamborghini with his company Vector Aeromotive, he got everything wrong.

The project got underway in 1978 but didn't bear fruit until 1990. By then the world had moved on yet he still managed to shift 17 copies of his $400,000 W8 supercar which looked sensational – but proved unreliable.

Nissan Serena (1992)

MPVs were all the rage throughout the 1990s. Some were brilliantly thought out while too many were little more than vans with windows added. The Nissan Serena fell into the latter category and it was dire as a result, with its low-rent cabin, anonymous looks and languid performance.

Buy the naturally aspirated 2.0-liter diesel and you had one of the slowest vehicles on sale at the time: 0-60mph took 34.8 seconds and the top speed was just 81mph.

Vauxhall Vectra (1995)

As already mentioned, when Ford introduced the Mondeo in 1993 it injected some brio into a class that was full of dull saloons, hatchbacks and wagons. So when GM’s Vauxhall/Opel came up with a Cavalier Mk3 replacement two years later it should have created something more than able to compete.

Instead we got a reheated Cavalier with a new name; put the two next to each other and it was hard to tell them apart. Coarse engines, dull handling and indifferent cabin plastics conspired to make the Vectra one of the biggest disappointments ever.

Cadillac Seville (1997)

This Cadillac was designed to not only head off European luxury brands in America, but actually take them on on their home turf. Thus it could be configured for right-hand drive allowing for sales in the UK and Japan among others, and was also sold in Germany.

However, cost cuts left the car with a cheap interior and sub-par dynamics, which European rivals could easily beat. Cadillac retired from Europe, hurt.

Jaguar S-Type (1999)

Jaguar really needed to reinvent itself in the 1990s. It was seen as an old man's brand with its retro designs – what was really required was a new look that showed the brand was embracing the 21st century that was about to hit. Instead we got the S-Type, which not only borrowed its name from a 1960s saloon, but the design was seemingly carried over wholesale too.

We had to wait until 2008 before we finally got a new look for Jaguar, with the first-generation XF.

Jaguar X-Type (2001)

Jaguar wanted to boost its production numbers by taking on the all-conquering BMW 3 Series, and it even had a senior former BMW executive, Wolfgang Reitzle, to help it do it. However, two years after Jaguar launched the S-Type with its sixties styling, the company repeated the trick with a smaller sedan based on the Ford Mondeo floorpan. The plan was to sell 100,000 X-Types annually; in its best year Jaguar achieved half this.

The X-Type was often derided for its Mondeo underpinnings, but the Ford wasn't such a bad start point at all. What did it for the baby Jag was its retro design, poor reliability and, at first, the availability of only thirsty six-cylinder petrol engines with four-wheel drive transmissions.

Lincoln Blackwood (2002)

Pick-up trucks are popular because they can go anywhere with their four-wheel drive and generous ground clearance, and they can carry anything thanks to their huge beds.

But not if it's a Lincoln Blackwood, a rear-wheel drive pick-up with minimal ground clearance and a luxuriously trimmed bed with a lid that reduced the usable capacity. Production lasted just one year and it took another two years to sell off the remaining stock.

Renault Avantime (2002)

The same size as an Espace, the Renault Avantime was best viewed as a 2+2, despite being billed as a luxurious four-seater. The interior packaging was as poor as the build quality, while the huge weight blunted performance and sent fuel bills soaring.

It was a brilliant concept that still turns heads – but the Avantime just made no sense whatsoever. It was never sold in the US.

Rover CityRover (2003)

MG Rover fancied itself as an upmarket brand. A brand that could take on premium marques such as BMW and Audi – or at the very least, semi-premium brands such as Volkswagen and Volvo. But then it tried to sell a rebadged Tata Indica to British buyers.

The Indian-built Indica was already five years old when the CityRover arrived and it was desperately spartan. Rumour had it that MG Rover bought them in for little more than $6000, then attempted to sell them for $14,000 and upwards. For some reason the strategy didn't work. The CityRover died along with the MG Rover company in 2005.

Saturn Ion (2003)

When General Motors launched the Saturn marque in 1985 it was to take on Japanese imports, which is why its products were compact and affordable. They were intended to be cheap and cheerful rather than cheap and nasty, but nobody told that to the team behind the Saturn Ion which launched in 2003.

The Ion was poorly designed, ergonomically suspect and poor to drive and this car – thanks to no fewer than a dozen recalls – is often cited as one of the key reasons for the demise of Saturn, which was closed down in 2010.

Dodge Caliber (2006)

Dodge wanted to relaunch itself in Europe, and thought the compact Caliber was the car for the job. However, the fit and finish were as poor as the driving experience; here was a car that somehow managed to offer a harsh ride while still wallowing in the bends. America got a hot 'sporty' SRT-4 version, but that didn’t come to Europe. Dodge’s European adventure ended in 2011.

Subaru Tribeca (2006)

Subaru has for many years been successful in America, but it wasn’t always that way, as with the Tribeca. Never quite sure whether it was an SUV or an MPV, the vehicle featured a thirsty 3.0-liter flat six-cylinder unit that pushed running costs sky high. Buyers mostly shopped elsewhere, and sales stopped in 2014.

Alfa Romeo 4C (2013)

The basic facts of the 4C were enough to get our pulses racing: a carbonfiber-bodied sports car with a free-revving engine and gorgeous styling.

But the suspension was never set up properly so the handling was never quite right, and the availability of only a dual-clutch automatic transmission put off many keen enthusiasts who might otherwise have been prepared to pay the optimistic asking prices.

Ford Ecosport (2014)

Ever since the arrival of the Mondeo in 1993, Ford of Europe has churned out one great after another. But the original Indian-built Ecosport wasn't one of them, as we made clear when we drove it:

"It’s a long time since a new Ford was as bad as the Ecosport. It may not be a European-hailing car and it may be due an early revision to address its failings, but customers won’t care and neither should we. Its perceived quality is regrettable, its diesel powertrain is rough and flat, and its chassis is so rudimentary that it could even damage Ford’s prized reputation for dynamic excellence".

If you enjoyed this story, please click the Follow button above to see more like it from Autocar

The best cars ever made in Austria

Mon, 15 Jun 2026 07:37:08 +0100

Austria is a much more important car maker than many people believe

Austria is not always the first country you think of as an automotive powerhouse.

However, many well-known car names, from Aston Martin to Volkswagen, have turned to Austria for its car-building expertise. However, Austria has also been home to many of its own car brands and even witnessed the birth of Porsche as the sports car company we know today.

Here’s a list of cars built in Austria, arranged in alphabetical order.

Aston Martin Rapide

Aston Martin is about as traditional a British car company as it gets, yet the 2009 Rapide was built at a dedicated facility in Graz under the watchful eye of contract manufacturer Magna Steyr. In its brochure for budding Rapide owners, Aston even mentioned this bespoke factory, albeit in a single paragraph on page 51 of the 60-page book. Elsewhere, the British firm preferred to make more of the Rapide’s ‘low volume, high technology production.’

The Graz factory was capable of building up to 2000 Rapides per year, but that number was never achieved as sales drooped. Instead, production was brought back to Gaydon in the UK from the autumn of 2012 ahead of the Rapide S going on sale in early 2013. This makes a Gaydon-built Rapide the rarest of this 296 km/h four-door model.

Audi V8L

A mere 271 Audi V8L cars were built and all of them were created in Austria by Steyr-Daimler-Puch in 1990. This car was extended by the Austrian company for those lucky customers who wanted to lounge in the rear with its additional space offered by lengthening the wheelbase by 316 millimetres.

This limo provided two individual rear seats and a long list of options, such as leather upholstery, mobile phone, and fridge.

Under the bonnet, the V8L shared the same 247bhp 3.6-litre V8 as the standard saloon, and this was uprated to a 276bhp 4.2-litre V8 in 1991. All V8L models came with four-wheel drive and an automatic gearbox.

Austro-Daimler Prinz Heinrich

This company began by selling German-made Daimler cars in Austria before branching out into full-blown production of its own models, notably the Prinz Heinrich with its vast 5.7-litre four-cylinder engine from 1911.

By this stage, Ferdinand Porsche was running the company’s automotive technical development alongside working on aero engines. After the First World War, Austro-Daimler continued to build large luxury cars and enjoyed royal patronage. However, the company was struggling and not even smaller-engined, more mainstream models could save it from folding in 1931.

BMW Z4

Magna has a history of building BMWs at its factory in Graz, Austria. It started out with the original X3 in 2003 and added the G30 generation of 5 Series in 2017. When the current Z4 was launched in 2018, BMW looked again to Austria to produce one of its cars.

This third generation of Z4 follows a tradition of building BMWs anywhere but the company’s usual Munich or Dingolfing plants. The first Z4 was made in Spartanburg in America, while the second generation was produced in Regensburg, Germany. The Z4 is scheduled to end production in March 2026.

Custoca

The kit car scene was in full swing in the UK and US by the mid-1960s, and Gerhard Höller saw no reason for Austria to miss out on the home-build sports car boom. Based in Leoben, Höller came up with his Strato model that was based on the Volkswagen Beetle floorpan and the original plan was to sell fully built cars. However, the glassfibre body was not very well made, so he switched to offering the car as a kit.

Around 135 Strato cars were made and Custoca launched its Ford GT40-inspired Hurrycane in 1971, with 100 sold and powered by various V8 engines. A beach buggy called the Buggy Fun was the company’s most successful model and found 350 willing buyers.

Denzel

Wolfgang Denzel started his eponymous company making wooden-bodied cars based on the floorpan of Volkswagen Kübelwagens left over from the Second World War. However, the Densel sports car was an altogether more sophisticated machine. Styled in a similarly sleek and low-slung way to the early Porsche 356, the Denzel started with a VW Beetle floorpan, but moved on to a bespoke chassis. Denzel also developed his own highly tuned engines from the VW flat-four motor, offering as much as 86bhp from a 1.5-litre version.

The roadster went on to win the 1954 Alpine Rally outright in a 1.3-litre model and around 300 Denzel sports cars were made before the company hit the buffers in 1960.

Deus

Set up in Vienna in 2020, Deus is the most recent addition to Austria’s car building tradition. The company’s Vayanne hypercar uses EV power and has had input from Italdesign and Williams Advanced Engineering.

Production of the 2169bhp Vayanne is scheduled to begin in 2025 and only 99 cars are due to roll of the line. Each Vayanne is set to cost €2.2 million and only 99 cars are due to roll of the line. With four-wheel-drive and 2169bhp, it’s claimed the Vayanne will offer 0-100 km/h in 1.9 seconds, a 400 km/h top speed, and be able to recharge in just 20 minutes to give a 480 km range.

Felber Autoroller

Felber, the car company that briefly produced cars in Austria between 1952 and 1953, is not to be confused with the Swiss company of the same name that built specials based on Ferraris and Lancias. The Austrian Felber Autoroller was an early example of the bubble car and used a 398cc two-cylinder Rotax engine with 15bhp.

In the cabin, the Autoroller offered an odd seating layout, with the driver in the front centre and small seat behind on the left for children. There was another passenger seat for adults angled diagonally to the right rear of the driver. Unsurprisingly, the Felber Autoroller didn’t catch on and only 400 were made before the company disappeared just a year after it started production.

Fisker Ocean

Henrik Fisker was born in Denmark and is now based in California in the US after working for car firms like Aston Martin, BMW, and Ford. This international outlook led to the Ocean, which was first unveiled in prototype form in 2020, being built somewhere other than where he resides.

As a result, Fisker sub-contracted Magna Steyr to build the Ocean at its factory in Austria. However, the project was plagued by financial troubles, and by April 2024, production of the Ocean was suspended – but not before 10,000 units had already been built. Only a few months later, the Fisker brand filed for Chapter 11 bankruptcy protection.

Gräf & Stift

The Gräf brothers built their first car as early as 1895 and combined with Willy Stift in 1902 to make cars designed by Arnold Spitz. In 1907, the Gräf & Stift company built its own car and became known for its large, luxury models.

Gräf & Stift earned a certain notoriety when one of its cars was being used to transport Archduke Franz Ferdinand when he was assassinated in 1914, which sparked the First World War. After the war, the company returned to luxury car manufacture and its cars were noted for their silver lion mascot. The last Gräf & Stift car, a C12 model, was made in 1938.

Grofri

Grofri was based at Atzgerdorf near Vienna from 1921 to 1931 and was one of many European car makers to emerge in the post-First World War era. The Austrian company started with its own six-cylinder model and also built versions of the French firm Amilcar’s sports models under licence.

Grofri had its own factory racing driver while in business. This was Max Hoffman, who later went on to set up his own vehicle import business in the US and made his name bringing in Porsche and Volkswagen cars.

Jaguar I-Pace

The I-Pace was not the first Jaguar to be built in Austria – that honour goes to the E-Pace. Both were made by Magna Steyr at its plant in Graz. The two Jaguar models were a fitting reflection of Magna Steyr’s flexibility at its factory, as it had the capability to build cars with different propulsion systems at one plant and on the same line.

It’s also a measure of how pleased Jaguar was with making the I-Pace in Austria that it held the car’s world premiere in Graz in 2018. Production ended in 2024.

Jeep Grand Cherokee

Jeep might be as American as apple pie, but that hasn’t stopped the company building its Grand Cherokee for European buyers in Austria. It’s another customer for Magna Steyr and the factory in Graz, which even earns a ‘G’ suffix for Grand Cherokee models made there to distinguish them from US-made versions.

Jeep Grand Cherokees have been produced in Austria since the car’s launch in 1993, and the same factory has also built the Commander and Chrysler 300C saloon between 2005 and 2010 for the European market.

KTM X-Bow

KTM has a separate manufacturing plant for its cars to its motorcycle division, which is based in Mattigohefen that’s 150 miles to the northwest of the car facility in Graz. However, even though KTM’s cars are made in Graz, they are not produced by Magna Steyr but hand-built by KTM itself.

Alongside the stripped out X-Bow, KTM also makes its GT-XR supercar in the same plant. Its carbon fibre tub is made in Salzburg by Carbo Tech, keeping the Austrian DNA of the car intact. It takes KTM around 60 hours to build a X-Bow, but the 492bhp GT-XR requires 1600 hours to build by hand to individual customer specification that helps justify its £250,000 price tag.

Mercedes-Benz E-Class

Two generations of Mercedes E-Class 4Matic models were produced in Austria by Magna Steyr. The first was the W210 generation that started to roll out of the Austrian factory in 1996. By the time the next E-Class, the W211 model, arrived in 2002, Magna Steyr had built 97,500 four-wheel drive E-Class in saloon and estate forms.

Production of the W211 4Matic ended in Austria in 2006, with a further 93,300 cars built. At this point, the tooling for the 4Matic models was transferred to Mercedes’ Sindelfingen plant for production to continue in Germany.

Mercedes-Benz G-Wagen

If you thought Mercedes would want to downplay that its iconic G-Wagen is built in Austria by Magna Steyr, think again. Not only has the Austrian firm being building G-Wagens from the start, it helped in the off-roader’s development as far back as 1972. Another demonstration of Mercedes’ pride in the G-Wagen’s Austrian heritage is the visitor experience based at Magna Steyr’s Graz factory. You can tour the factory, see G-Wagens from throughout the car’s life, and take a ride in one of the cars round a series of off-road courses.

The G-Wagen plant in Graz was built specifically for this model, and Magna Steyr has also built the car in completely knocked down form in Greece for the Greek Army.

MINI Countryman

With a German parent, you might expect some MINI models to be made there. However, for the first generation of Countryman, and then the Paceman, BMW looked to Austria to build its MINI SUV. Magna Steyr was chosen to make the Countryman for its flexible production facility, which made it easier to adjust production to customer demand. The Austrian firm also has a lot of experience with four-wheel drive to further entice BMW.

When the second-generation Countryman was launched, production had moved to another contract production manufacturer, this time VDL Nedcar based in the Netherlands.

Peugeot RCZ

Peugeot returned to fine sports car form with the 2010 RCZ coupe. While the French company basked in the glory, much of the plaudits are thanks to Austrian firm Magna Steyr. In less than two years, Magna Steyr developed the RCZ from a concept to production reality. It did this by using virtual development, reducing the need for working prototypes drastically.

With that completed, the RCZ was also built by the Austrian company at its Graz factory until it went off sale in 2015.

Porsche 356

The town of Gmünd holds a special place in Porsche lore as it’s where the very first cars to bear the company’s name were built. Porsche had moved there in 1943 to avoid air raids on Stuttgart and set up shop in a former sawmill. The very first Porsche was 356.001, which was a mid-engined roadster. It remained a one-off as the second car was a 356 Coupe with the Volkswagen-derived engine now rear mounted and producing 40bhp.

Production of the early 356 remained in Austria until Porsche relocated back to Stuttgart in 1950. By then, 44 Coupé and eight Cabriolet 356/2 models had been made in Austria, and they are now the Holy Grail of collectors.

Puch 500

Puch got car manufacturing back underway in Austria after the Second World War by building Fiat cars under licence. The 500, however, was rather different. Although Puch agreed with Fiat to use the new 500’s body, the Austrian company shunned the Italian’s parallel twin engine in favour of its own flat-twin motor.

The air-cooled engine made 16bhp to begin with, but faster 660cc versions made up to 40bhp and proved very competitive in hillclimbs and on track. Around 54,000 Puch 500s were made and the car remained in production from 1957 until 1969.

Saab 9-3 Convertible

The Saab 9-3 Convertible was originally built in Finland by Valmet at its Uusikaupunki plant. When the model was replaced by the second generation version in 2003, production shifted to Austria. Under the wing of Magna Steyr, the 9-3 Convertible became the first Saab to be built outside of Scandinavia.

As well as making the 9-3 Convertible, Magna Steyr helped engineer the 9-3 Convertible. During its production life in Austria, 99,535 Convertibles left the Graz factory.

Steyr 50

Steyr may be better known today for making cars for other companies, but prior to the Second World War it made its own very advanced 50 from 1936 to 1940. The 50 was a compact car in a similar vein to the Volkswagen Beetle, and the Steyr also used a flat-four engine. However, the 50’s motor was front-mounted and water-cooled.

A more powerful 55 model was added in 1938, which also had a longer wheelbase to improve rear seat space. In total, around 13,000 of both versions were produced.

Steyr-Puch 120

Steyr Puch’s 120, and the 125 and 220 models that evolved from it, was a rakish compact saloon launched in 1935. The 120 arrived with a 2.0-litre six-cylinder engine rather than the smaller capacity four-cylinder motors used in the 100 model. This was superseded by the 125 Super in 1936 with its slightly larger engine and 50bhp output, though only 200 of this model were built before the 220 arrived in 1937 with its 2.3-litre engine and 55bhp.

The 220 was by far the most popular of this line of Steyr cars, selling 5900 by the end of production in 1942 compared to 1200 120s sold between 1935 and 1936.

Steyr 1500

Steyr was well regarded for its commercial and military vehicles, so the 1500 command car came from good stock. Its light but strong chassis made it ideal for use as a command car and to carry several troops with equipment. An air-cooled 3.5-litre V8 provided 85bhp - and it also sent power to all four wheels, a key advantage over vehicles like the Kübelwagen.

When it went into production in 1941, the 1500 quickly found favour with General Rommel’s Afrika Korps for its reliability and resistance to overheating in the desert conditions.

Steyr-Puch Haflinger

Better known simply as the Haflinger, this small, lightweight off-roader was named after the Haflinger horse breed that originated in the Tyrolean Mountains. Like its equine namesake, the Haflinger was brilliant at negotiating rough terrain, aided by four-wheel drive and superb ground clearance. It also weighed just 600kg but could carry four passengers and a cargo of up to 500kg.

Made by Steyr-Daimler-Puch between 1959 and 1974, the Haflinger was powered by a simple 643cc flat-twin engine shared with the Puch 650. By the end of production, 16,647 Haflingers had been built and many are still used for off-roading now.

Steyr-Puch Pinzgauer

Inspired by the Haflinger, Steyr-Daimler-Puch came up with the larger scale Pinzgauer, which was named after a type of Austrian cow. The Pinzgauer was primarily aimed as a military vehicle and rival to the Land Rover Series III and Forward Control models. With its cab-over design, the Pinzgauer made the best use of space within its wheelbase while also retaining superb approach and departure angles for off-road use.

Power came from a 2.5-litre air-cooled engine, which was later enlarged to 2.7-litres, until a second-generation model was introduced in 1980 with a Volkswagen six-cylinder turbodiesel engine. The Pinzgauer remained largely unchanged up to 2000, when the manufacturing moved to the UK.

Toyota GR Supra

The latest Toyota Supra shares a great deal with the BMW Z4, so it’s no coincidence the Supra is built in the same factory in Graz, Austria as its Z4 sister car by Magna Steyr. The Supra began production slightly later than the Z4, getting going in March 2019. The first car down the line was finished in a unique specification with matt grey paint, red door mirrors, and carbon fibre inserts for the red leather interior.

It also came with an engine signed by Akio Toyoda, the president of Toyota. This car was auctioned in the US and sold for $2.1 million (around €1.8 million), with all the proceeds going to charity. Production ends in March 2026, at the same time as BMW Z4 production ends.

Tushek

Tushek is named after its Slovenian racing driver founder Aljoša Tushek, but the company is based in Austria at a former airfield that is now used for testing the company’s cars. The TS900 Apex is a petrol-electric hypercar with 1351hp and 1240lb ft of torque, which gives a top speed of 236mph and 0-62mph in 2.5 seconds.

The company is working on its new Aeon model, an EV hypercar with 2500bhp that will weigh less than 1600 kg.

Volkswagen Golf Country

The Volkswagen Golf Country was a more grown-up take on the Fiat Panda 4x4. Steyr-Puch supplied the four-wheel drive system for the Panda, and it was this same company that VW turned to for the Golf Country. Where the Panda 4x4 was built by Fiat, Steyr-Puch put the Golf Country together at its factory in Graz, Austria.

A basic Golf CL Syncro provided the base and Steyr-Puch then fitted uprated and raised suspension, underbody protection, bull bars, and a spare wheel mounted on a carrier outside the rear tailgate. With its increased ground clearance, the Golf Country was surprisingly able in off-road conditions. A total of 7735 were made between 1990 and 1991.

Volkswagen Transporter T3 Syncro

If you had deep pockets and wanted a four-wheel drive pick-up or camper from Volkswagen in the 1980s, the T3 Syncro was just the thing for you. This all-wheel drive model was sold by Volkswagen through its dealers, but much of the build was undertaken by Steyr-Daimler-Puch at its factory in Graz. It was chosen by VW for its expertise in four-wheel drive, gained from building the Haflinger and Pinzgauer, and was a convenient arrangement as VW supplied diesel engines for the Pinzgauer 4x4.

When the work was completed by Steyr-Daimler-Puch, the T3s were shipped back to VW’s plant in Hanover for finishing, or camper versions were sent to Westfalia’s factory in Weidenbruk. All of this going back and forth is what made the T3 Syncro so pricey.

The finest cars of Buick

Mon, 15 Jun 2026 07:36:39 +0100

Buick: the story of America’s oldest auto firm still running

Small to large.

By a small margin, Buick is the oldest North American company still building cars today, was the first to be incorporated into General Motors, and marked its 120th birthday in 2023.

To have survived so long, Buick has clearly been doing something right for the last 120 odd years, which is as good a reason as any for us to delve into its history:

The founder

David Dunbar Buick (1854-1929) was born in Arbroath on the east coast of Scotland, but was taken by his family to the US at the age of two. Like Henry Ford (1863-1948), he created three companies, the last of which was by far the most successful.

The Buick Motor Company was incorporated on 19 May 1903, two months before Ford. Its predecessors had built cars, but this was the one that took the business seriously.

The first car

The first Buick to go to market, in 1904, was the Model B, which was renamed several times as it was developed over the years. None are believed to survive, but there are still over a dozen examples of the Model C derivative.

These cars had exceptional performance for their day, largely because their valves were mounted above the cylinders rather than alongside. This was due to the work of chief engineer Walter Marr (1865-1941), an early adopted of overhead-valve technology.

PICTURE: 1905 Buick Model C

General Motors

The Buick Motor Company got into deep financial trouble very quickly, and might not have lasted for much more than a year. It was saved by William Durant (1861-1947, pictured), who had made a fortune selling horse-drawn carriages. Not initially keen on cars, Durant was impressed by the Buick, and bought the company.

In 1908, he created a holding company called General Motors, Durant realizing before others that autos were going to be a huge new consumer product and economies of scale were key to producing them efficiently. Buick, by now very successful after its shaky start, was its first acquisition. Founder David Buick left the business in 1906 with a $100,000 pay off (around $3 million in today's money), but subsequent business ventures didn’t work out and he died, apparently broke, in March 1929.

The Four

Buick Four is the collective name for a series of cars built after the GM takeover, whose engines had four cylinders, rather than the two in the Model B and its successors. Each cylinder was only slightly smaller than those of the older engine, and since there were twice as many of them the capacity almost doubled.

Oddly, Buick reverted to the less efficient sidevalve (or flathead) arrangement for this engine, but even in its earliest form it was far more powerful at 30bhp.

PICTURE: 1909 Buick Model 10 Runabout

The Six

The Six was the last Buick launched before the US entered the First World War, and marked the debut of the company's first six-cylinder engine. Its cylinders were arranged in-line, and Buick reverted to the overhead valve head it had started out with.

The Six was in production from 1914 until 1925, but the engine was still being used as late as 1930. Available in capacities ranging from 3.1 to 5.4 litres, it was also fitted to the upmarket Master Six and the junior-level Standard Six.

Marquette

In the 1920s, GM tried to increase its market penetration by creating companion makes for four of its five brands (the exception being Chevrolet). Buick's companion was Marquette, a new division whose name had last been used in 1912. Powered by an uncharacteristic sidevalve/flathead engine, the Marquette was a single model available in six body styles, and was cheaper than contemporary Buicks.

Marquette survived only for the 1930 model year before being discontinued. Two other companion makes lasted hardly any longer, though Pontiac (created as a junior brand to Oakland) uniquely outlived its senior partner and remained active until 2010.

McLaughlin-Buick

Originally a carriage maker, Ontario-based McLaughlin moved into the car industry in the early years of the 20th century. In 1918, it was merged with Chevrolet's Canadian arm to become General Motors Canada.

Its cars later became known as McLaughlin-Buicks. This name survived until the US entered the Second World War. In the post-War period, the McLaughlin name was dropped, and the cars were sold simply as Buicks.

Straight-eight

Straight-eight engines became almost the default choice for premium North American cars in the 1920s, despite the structural and packaging advantages of the more compact V8. Buick was late to the party, but it added its own overhead-valve straight-eight to its entire range in the 1931 model year.

The engine was available across a wide variety of displacements from 3.6 litres to 5.2 litres, and was still being fitted to some Buicks as late as 1953.

PICTURE: 1934 Buick Series 60 with straight-eight engine

The first Century

Buick has used periodically Century as a name since the 1936 model year. Its first appearance was on a fashionably streamlined update of the car previously known as the Model 60.

This was by no means the biggest Buick of its time, but it was fitted with the largest (5.2 litres) and most powerful (120bhp) version of the straight-eight engine. The Century name was chosen because the car could reach 100mph, or at least had a speedometer which suggested that it might.

The first Limited

Buick began to use the name Limited (suggesting exclusivity rather than parsimony) in the 1936 model year. The original Limited was an update of the Series 90. It was so large and luxurious that Buick almost seemed to be encroaching on the territory of GM's poshest brand, Cadillac.

Including a major mid-life update, production continued for more than half a decade until Buick was obliged by world events to shift its focus in 1942.

The Y-Job

Buick is credited with being the first manufacturer to build a concept car - one designed to be seen in public and show off its maker's ability, but with no suggestion that a production model would follow.

GM's chief designer Harley Earl (1893-1969) wanted the 1938 Y-Job to be as low and sleek as possible. To achieve this, he specified 13-inch diameter wheels at a time when 16s were the norm. Earl used the car as his daily driver for several years. According to GM, it then "languished in dusty anonymity" for a while before being fully restored.

Buick wagons

Buick has used the British term ‘wagon’ to describe cars which would normally be called station wagons in North America. It first did this in 1940, applying the name to an extra-roomy derivative of the Buick Super. This policy continued until the final Roadmaster Wagon was built in 1996.

PICTURE: 1940 Buick Super Wagon

Buick at war

General Motors put enormous energy into building armaments for the Second World War. Buick's major contribution was the design and construction of the very fast M18 Hellcat tank destroyer, which was capable of travelling at 55mph despite weighing around 18 tons.

Just over 2500 were built in 1943 and 1944. It performed service in all theaters, but mainly Europe, and was admired for its 50mph top speed, which gave it the ability to outmaneuver slower German tanks; Germany’s Panther could only muster 34mph.

Post-War styling

By 1950, two styling features which would become familiar on Buicks for several years were already well established. One was a distinctive chrome grille featuring a large number of vertical elements placed side by side.

Buicks were also notable for their VentiPorts - three or four (depending on model) air outlets on the front fenders behind and above the wheels. In the UK, Sunbeam would later use similar (though less obvious) outlets on its MkIII sedan.

PICTURE: 1949 Buick Roadmaster Riviera convertible showing both features

The Sweepspear

Buick's stylists also developed the Sweepspear, which first appeared on the 1949 Roadmaster Riviera. This elaborate chrome strip ran almost the whole length of the car, starting high before curving down to sill level, then swooping up over the rear wheels.

PICTURE: 1954 Buick Skylark Convertible with Sweepspear

The Nailhead

Buick's first V8 engine was nicknamed Nailhead because its narrow valves, arranged vertically in the cylinder head, resembled a row of nails. Initially available in 4.3-litre and 5.3-litre forms, it was fitted to a wide variety of Buicks from 1953, and occasionally to the Chevrolet Task Force truck. In its second generation, the Nailhead reached a capacity of 7.0 litres.

PICTURE: 1955 Buick Roadmaster with 5.3-litre Nailhead V8

A car named Electra

In 1959, Buick introduced the first of several models called Electra. It was named after Electra Waggoner Biggs (1912-2001), the sister-in-law of recently retired GM and former Buick president Harlow Curtice (1893-1962), who was TIME magazine's Person of the Year in 1955. The town of Electra, Texas is named after her mother.

Typically for American cars of the time, the Electra featured very large rear fins, known as Delta fins. When the second-generation car was launched in 1961 fashion had quickly changed, and there was almost no sign of them.

PICTURE: 1959 Buick Electra Convertible

From Buick to Rover

The Nailhead engine was replaced in 1961 by a new 3.5-litre aluminum V8, named 215. Highly respected for its combination of high power and low weight, it was used both by Buick and by several other GM brands for a few years before being abandoned due to its high manufacturing cost, with iron-blocked engines used instead.

Britain’s Rover however urgently needed a powerful new engine and bought the rights to the engine, modified it and began using it in its high-end cars, including (from 1970) the original Range Rover. Short-lived as an American engine, it survived for many years as a British one in Rovers, MGs, Triumphs, Morgans, TVRs and a very large number of home-built competition cars.

PICTURE: Range Rover with Buick-derived V8 engine

The Riviera

Buick had used the Riviera name for special versions of other cars for several years before assigning it to a standalone model in 1962. Like the Ford Thunderbird, this was a personal luxury car - a relatively sporty model but one with an emphasis on comfort rather than performance, despite being fitted with the mighty second-generation Nailhead V8 engine.

The Riviera’s lustrous design is partly because it was originally destined to be a Cadillac, one notch higher in the GM firmament, but Cadillac didn’t want it. Buick created other production Rivieras up to the end of the 20th century, and a couple of concepts with that name in the 21st.

PICTURE: 1963 Buick Riviera

The Buick V6

The 1962 Buick Special was the first car fitted with Buick's new V6 engine, a layout almost completely unknown in North American markets at that time. Initially known as the Fireball, it was sold to Kaiser-Jeep, but GM bought the rights back after the oil crisis of the early 1970s.

Development continued for years afterwards. Latterly known as the 3800, the engine remained in production until 2008; its last application was in the 2009 Buick LaCrosse sedan.

PICTURE: 1963 Buick Special Convertible

Gran Sports

High-performance Buicks have been named either Gran Sport or GS since 1965, when a Skylark with a 7.0-litre Nailhead V8 engine was introduced. The series included the 1970 GSX, which easily qualifies as a muscle car.

It was a special version of the second-generation Skylark with a 7.5-litre V8, front and rear spoilers and stiffer than normal suspension. Buick built 678 examples in 1970, 500 of them painted Saturn Yellow and 178 Apollo White.

Front-wheel drive

Buick did not get round to producing a front-wheel drive car until 1979, half a century after the Cord L-29 had gone on sale with that layout. It wasn't even a new development for General Motors. The sixth-generation Riviera was related to the Cadillac Eldorado and Oldsmobile Toronado, both of which had been FWD since the mid 1960s.

Earlier Rivieras had been based on the same platform as those cars too, but Buick had made a point of converting it to rear-wheel drive for its own purposes.

Buick in NASCAR

Buicks were driven in the National Association for Stock Car Auto Racing (NASCAR) for many years, but never with more success than in 1981 and 1982. 1981 was the first year of NASCAR's Generation 3 regulations. Buick's contender was the Regal, in which Darrell Waltrip won the first of his three Drivers' titles, while Buick won the Manufacturers' crown.

Both achievements were repeated the following year. Bobby Allison used a Buick for most of 1983 and became the Driver's champion, though the top manufacturer overall that year was Chevrolet.

The Grand National

Buick celebrated its NASCAR triumph of 1981 by creating a Grand National version of the Regal, which went on sale the following year. The road car was fitted with the by now very well established 3.8-litre V6 engine, rather than the 5.8-litre V8 used in the racer.

For the 1987 model year Buick created the ultimate variant named GNX: good for over 300 hp, just 547 were made and flew off the lots. One of them with just 568 miles on the clock sold in January 2022 for a cool $308,000, and you won’t get near a rather more used example for less than $50,000 today.

Buick at Indy

Buick first won a race at the Indianapolis Motor Speedway in 1909, two years before the first 500-mile race. In the 1980s, Buick developed a competition version of its road-going V6 for Indy racing. The rules of the time allowed 'stock block' engines to be larger than ones designed from the start for competition, and to have higher levels of turbo boost.

The Buick V6 never won the 500, but it was a popular choice for many teams. Buick pulled out of the project in 1992, citing decreasing relevance to engines used in production cars.

The Park Avenue

After being used for a trim level on the Electra, Park Avenue became a model name for Buick's full-size luxury sedan. It was built in two generations from 1990 to 2005, and was powered by the 3.8-litre V6 in either supercharged or naturally aspirated form.

A third Park Avenue was launched in China in 2007, and remained on the market for five years. This was essentially a slightly altered Holden Caprice, assembled in Shanghai from parts shipped in from Australia.

Buick in China

Buick has been popular in China for many years. According to GM, statesman and philosopher Sun Yat-sen (1866-1925), Emperor Pu Yi (1906-1967) and Premier Zhou Enlai (1898-1976) all either owned or were driven in the company's cars and that status has served the US brand very well in the country, helping GM become by far the most successful of the Big 3 in China.

Buick manufacturing within China itself began in 1999. The first models were a local version of the Regal and the original GL8 MPV.

Buick Sail

Based on the Opel Corsa, the Sail was the first low-cost Buick built and sold in China. The problem with this was that the car did not fit with China’s upmarket perception of the brand. In 2005, GM switched to selling it as a Chevrolet.

Chevrolet was perceived as having a younger image than Buick.

The Rendezvous

Very few manufacturers nowadays can get away without having at least one crossover SUV in its line-up. Buick entered this market sector in 2001 with the Rendezvous, a corporate cousin of the Pontiac Aztek.

The Rendezvous had an unusual appearance, but it looked far less regrettable than its Pontiac equivalent, which is widely regarded as one of the ugliest cars ever sold. Probably for this reason, the Rendezvous outsold the Aztek in a big way every year until they were both discontinued in 2007.

Buick Enclave

Of the nameplates currently used by Buick in North America, the oldest is Enclave. The three-row SUV went into production in 2007, and went into its second generation ten years later. It was given a mid-life update in 2021.

A two-row Enclave based on a shorter version of the same platform went on sale in China in 2020.

Buick Cascada

To an even greater extent than the Sail mentioned earlier, the Cascada was a renamed Opel rather than a 'proper' Buick. The four-seat convertible was developed by GM Europe and sold on that continent as an Opel or, in the UK, a Vauxhall. It was marketed as a Holden in Australia and a Buick in North America.

Several engines were available in most markets, but only the most powerful - a 1.6-litre petrol turbo producing just short of 200 hp - was offered in the Buick.

Buick Velite

Buick used the Velite name for a roadster concept in 2004, and then for the Chinese version of the second-generation Chevrolet Volt hybrid, known as the Velite 5. The current Velite 6 is a compact hatchback which made its debut as an EV but is now also available as a plug-in hybrid.

The Velite 7 crossover, offered only as an EV, is built on the same platform as the Velite 6 and all-electric Chevrolet models sold in North America and elsewhere.

PICTURE: Buick Velite 7

Why Kia's game-changing van is our favourite big car of 2026

Mon, 15 Jun 2026 07:00:00 +0100

Kia's entry into the van market was unexpected, but it's created one of the smartest vehicles you can buy today

Bold and imaginative vehicle design is something that, by and large, the commercial vehicle buyer has traditionally been deemed uninterested in.

Boxy conservatism reigned supreme and unchallenged for years, because why bother making your utilitarian workhorse look good when all it does is gather dirt, hold your tools and move your trade materials? If it looked good, it would only distract people from the name of your up-and-coming plumbing business, surely?

Well, the reimagining of the LCV for the electric age would seem to be an opportunity to change all that, giving van and MPV drivers more to feel good about - and it's an opportunity being driven by an all-new player in the field.

Does that make Kia the van market's Tesla-style grand electric disruptor? Is it out to offer a similarly emphatic, clean-slate break from the old way? Perhaps - but if it is, it won't be using digital technology and a proprietary rapid-charging network to supercharge its success but rather simpler lures.

That's because, besides looking so wonderfully progressive, fresh and unusual, the Kia PV5 is very cleverly packaged, appealing to travel in, really well mannered to drive - and it's outstanding value for money.

It's shorter than conventional box-van rivals but, because it's more efficiently laid out, just as big inside. It comes with up to 161bhp of power and a drive battery of up to 71.2kWh, making performance and range less compromised than in a number of other commercial-market EVs.

And yet, because it uses an adapted version of the same underpinnings found beneath Kia's electric cars, it's cheap: yours for less than £23,000 as a van (without accounting for VAT but including the government's Plug-in Van Grant) or from little more than £30,000 as the entry-grade Passenger MPV - when the cheapest Volkswagen ID Buzz is literally double that.

With clever seven-seat and wheelchair-accessible conversion variants due soon, the PV5 looks set to be one of the smartest ways you could spend a modest budget on a big, quirky family car for some considerable time to come and we like it a lot.

Touring Paris in a Twingo – driven by Renault's boss

Mon, 15 Jun 2026 06:00:00 +0100

Under CEO Fabrice Cambolive, Renault has its mojo back – this is why

If Renault boss Fabrice Cambolive ever fancies a career change, he'd make a great tour guide.

As he deftly guides me through the centre of Paris from the driver's seat of the new Twingo, Cambolive is supposed to be telling me about the French manufacturer's remarkable story of rejuvenation and success. Instead, he's busy pointing out his favourite views, comparing the city's Left and Right Banks and detailing his favourite arrondissements.

It's fascinating stuff, and Cambolive is clearly enjoying himself, although I realise I'll have to slowly drag the conversation back to the car industry. After all, there is much to discuss regarding Renault's recent success - it's why Autocar has named the brand our Best Manufacturer for 2026. Our decision is based partly on commercial achievement: last year Renault's UK sales were up 13% year on year to 68,000, of which 29% were full EVs. So far this year those sales are up a further 7% and, buoyed by the success of the Renault 5, which is one of the best-selling EVs among private buyers, the firm's EV sales are tracking well ahead of the UK's zero-emission vehicle mandate requirements.

But a major reason for this award is, well, une bonne vibe: Renault has its swagger back. At a time when some rivals are still dithering about their electrification plans or fretting about how to take on Chinese rivals, Renault has picked a confident path: it is focused on EVs and full hybrids, has expanded its offerings in the crucial C-segment and, with the 5, 4 and Twingo, has proven that small electric cars can be not only affordable but also fun and desirable.

The new Twingo, in fact, is Autocar's Best Small Car for 2026. To wrap up everything in one neat package, we suggested Cambolive might celebrate by taking us for a tour of Paris in the award winner. And so, as we zip our way from Renault's HQ in Billancourt and follow the path of the Seine towards the Eiffel Tower, Cambolive outlines what's led to the Twingo's success. Well, he will eventually. First he takes time to point out an old wall from the French Basque Country against which Basque pelota is now played. He knows these roads in great detail: it really is his commute to his apartment. He even shows us where he sometimes stops to admire the view.

But about Renault's success? Well, there isn't one specific reason, but "a lot of successive points". He adds: "If you want to be good you have to tick a lot of boxes." Cambolive cites several key factors that were initiated as part of former group CEO Luca de Meo's Renaulution plan and which continue today under the revised strategy of his successor François Provost.

One key action, says Cambolive, was "to be in on electrification, but to stay on two legs and not go in one direction. The fact we invested in hybrids on the one hand and BEV on the other was good." That was helped by the fact that, as a relatively small manufacturer, Renault simply couldn't afford to pursue the range of powertrain technologies some rivals have.

Cambolive adds: "Sometimes that's easier than thinking you want everything." But it was a change in approach: his early moves included axing the plug-in hybrid versions of the Megane and Captur. At the time, moving away from PHEV technology felt a risk given market trends, but it has been rewarded. Renault is making a similar move now, focusing on range-extender technology for its next wave of cars.

"Sometimes you have to gamble a bit," says Cambolive. But even if you gamble, you need a plan: "Automotive is not improvisation, because you embed many billions in each decision."

Another factor behind Renault's success in the past year was the decision to put a major focus on developing new products and an associated effort to change Renault's commercial approach. You'll see this from its new flagship stores and general market.

"If you have bad salespeople and good product, you're dead," says Cambolive. "If you have good salespeople and bad product, you're dead. The key was to improve both at the same time and not consider volume as an objective but as a result of doing that.

"Luca never pushed me to gain market share, other than by improving the value of the product. We had the capacity to be consistent between the quality of the product and the quality of sales."

We're currently sitting in an example of that push to improve product. During the Twingo's development, much was made of its 'China-speed' two-year development cycle and sub-£20,000 starting price. But none of that would matter if it wasn't so brilliantly well conceived: it is so well designed and engineered it doesn't feel like it was built to a budget.

Cambolive is keen to show off all the functions, notably flicking to Waze on the Google-based infotainment system. "I was amazed by the level of connectivity the Twingo offers," he says. "It's more connected than some cars that are three times more expensive."

Spoken as you would expect of Renault's CEO, of course, except Cambolive is refreshingly honest. He acknowledges some of the harder plastics in the Twingo - "but with this sort of car you have to aim for durability first" - and admits that he thought he would notice the lack of a multi-link rear suspension. "But frankly," he says, "for this car a torsion beam is fine."

He gets a chance to show that off, too, as he suddenly takes a quick left down a side street, barely pausing for our Scenic chase car to follow. He knows the traffic round here well and is keen to avoid it. Still, he thinks the Twingo is perfect for these roads, saying: "It's chaotic with all the cars, pedestrians and bikes. So having a really short turning circle and an electric powertrain is really useful. Driving this car is like having a kind of superpower in the city."

To drive a Twingo, first you need to buy one - and one example of how Renault has worked at improving its sales environment to match the desirability of its products can be found in its flagship store on the Champs-Élysées, just down from the Arc de Triomphe. Our initial plan had been to head there for some laps of the Place Charles de Gaulle roundabout, but with a glance at Waze Cambolive isn't keen: the traffic is building. Much time has been spent plotting out today's route but, with the instinct and adaptability needed to run a modern car brand, Cambolive pivots the plan.

Instead we lap Place du Trocadéro while snapper Jack attempts to get two French design icons - the new Twingo and the Eiffel Tower - into frame at the same time; as a bonus, we pass a third-generation Twingo soon after. As we begin our return back to Billancourt, Cambolive is still enthusing about the potential of the new electric version. It's an example, he says, of how the firm "tries to design cars to be loved".

But that's not the only goal. "If we put technology or connectivity on a car, it has to be people-oriented," he says. And if the firm is going to make EVs, then Cambolive says it has to be because it serves a purpose "and not something we have to do to comply with CO2 rules".

And, crucially, each car has to have its own appeal. In fact, as much as Renault's award-winning success is driven by a rejuvenated product line-up, Cambolive wants you to think of individual models. "I'm against commercials where you see a full line-up of a manufacturer," he says, while nimbly wheeling the Twingo into position for some shots outside Renault's HQ. "People don't buy you; they buy one of your products. And each product has to be targeted to a specific customer."

Our Paris excursion is over and, as you might expect, even more impressive than Cambolive's tour guide skills are his understanding and vision of Renault's success. The brand has undergone a quick turnaround, but it has been hard-earned - and he knows things don't stay still for long.

"This industry changes fast. We have been an example of rapid success over the past two years," says Cambolive, "but there are lots of examples where a firm is having success and its situation changes abruptly. We monitor our competitors, and with some I could anticipate what they would announce later. We have to be very modest and have a lot of humility."

Bovensiepen 05 GT arrives as 790bhp super-estate

Sun, 14 Jun 2026 23:09:47 +0100

Bovensiepen – former custodian of Alpina – has launched a more refined take on the M5 Touring

A successor to the Alpina B5 has arrived in the form of the Bovensiepen 05 GT – an adapted version of the BMW M5 Touring from the family who founded Alpina but recently sold the naming rights to BMW.

The 05 GT comes hot on the heels of the Bovensiepen Zagato, though it is pitched at a less elevated price than the carbon-bodied coupé and demonstrates an easily repeatable format for the brand as it forges a new path. Unlike the limited-edition, M4-based Zagato, the 05 GT involves no fundamental rethinking of the donor car, either in stylistic or mechanical terms.

Nonetheless, there are myriad changes that explain the circa €50,000 (roughly £43,250) cost of the conversion, which takes place on site in Buchloe, Germany.

Foremost among them is an exterior styling package from the studio of Frank Stephenson, known for his work on the Ferrari F430, the first BMW Mini and McLaren’s P1. The aim has been to tone down the bravura of the regular M5 Touring while reducing the visual heft of the flanks. New bumpers front and rear, as well as fairly involved treatment of the skirts and a trailing rear spoiler, are the notable elements, replete with ‘Bovensiepen’ script at the front.

Seen in the metal at a small launch event in Austria, the 05 GT is considerably more subtle than the G90-generation M5 and the only real hints of its hammer-like performance are the quartet of tips for the titanium exhaust from Akrapovic, which saves 8kg over the standard stainless steel piping.

Changes to the driveline are limited to a retune of the 4.4-litre S68 twin-turbo V8, which, along with an optimised air intake and the free-flowing exhaust, raises total output from 718bhp and 738lb ft in the regular M5 to 790bhp and 811lb ft. The electrical portion of the driveline remains untouched and still provides up to 195bhp and 35 miles or so of real-world electric range. Bovensiepen quotes a top speed of more than 190mph and a 0-62mph time of "less than" 3.6sec. A 2555kg kerb weight makes it 5kg heavier than the regular M5 Touring.

Of more interest to the traditional Alpina buyer – still the kind of customer Bovensiepen is targeting here, with the 05 GT’s blend of monumental speed and supposedly M5-beating comfort – are the suspension modifications.

The M5’s M Adaptive dampers have undergone a retune and the 05 GT is also fitted with its own unique Eibach springs, as well as new strut-tower braces. The staggered wheel set-up of the regular M5 is also dispensed with and the Bovensiepen is fitted with 21in alloys (with milled spokes) all round. ‘BOV’-marked tyres, bespoke from Pirelli, complete the package.

Inside, the 05 GT is as per the M5, albeit with almost limitless customisation potential in terms of leather and stitching colours, the use of Alcantara and even custom embossing of the headrests. It is the labour-intensive nature of this work that will limit production at the historical Buchloe factory to no more than 100 units annually – all of them Tourings for the time being.

First deliveries are scheduled for the end of the year, with prices starting at €198,900 (£171,125) in Germany before options such as Lavalina leather. The car seen here is optioned to around €215,000 (£185,820). As for the servicing, a deal has still to be finalised but Sytner BMW looks likely to handle maintenance for UK customers.

My 70-year-old V8 Chevy 350 is easier to live with than a Ford Focus

Sun, 14 Jun 2026 16:00:00 +0100

This heavily modified supercharged Small-block also proves patience is a virtue

Elliot Florio has been waiting rather a long time to own a supercharged, two-door '55 Chevy 350 sedan.

"I'd been looking for one for what felt like forever," he says. "Since I was 19, in fact. Finally, I bought this one a few weeks ago from a guy in the owners' club. I'd waited months for him to offer it for sale. He'd had work done to it, and it finally came my way."

An hour or so before we met, I'd followed the old Chevy, finished in Primer Gray, along the A3, hoping it might be coming to the car meet. I was impressed by its braking power when the owner slowed for the exit, but then the car disappeared with a low rumble from its exhaust. And now here it was again.

"I took a wrong turn," explains Elliot. "Yes, the brakes are good, aren't they? Originally they would have been drums, but they've been replaced with discs, which really bring it up short. Old Chevys are popular with drag racers, so it has a stronger front end from a '74 Camaro, a back axle from a '72 Camaro and a four-speed manual gearbox. The supercharged, small-block, 350-cubic-inch V8 produces 400bhp and has a lot of grunt."

When I first saw it on the A3, something else that impressed me was that sinister, hunched look the Chevy has and which is typical of old US muscle cars. "It's a copy of the car in the 1971 cult film Two-Lane Blacktop, where two street racers, driving a '55 Chevy 150 drag car, challenge locals to race them," explains Elliot. "Mine has hydraulic brakes and steering, while theirs probably didn't, but it's just as hairy and a bit back-endy in the wet."

The Primer Gray finish looks and feels a little rough, but there's no rust. "It's all good underneath, too," says Elliot. "Unfortunately, at the front the inner wings have been cut out, so on wet days like today water gets all over the engine bay. However, it means there's a lot of room to work in.

"Most spares are easy to come by; everything is online. There are even sites that just deal in parts for '55 Chevys. It and the '57 are still very popular - people love the shape. If they can't find exactly what they're looking for, owners fit Camaro parts instead."

This Chevy is not Elliot's first American car. He's owned Mustangs, Pontiac Firebirds and Model Ts. He says: "I grew up in the motor trade and love American motors. They're mechanically very simple, and they're different enough here that everyone looks at you as you drive by. At home I have a regular 1923 Model T sedan, but I had to sell my Model A hot rod to buy this Chevy, which cost me £25,000."

Elliot's daily driver is another American car, kind of: a Ford Focus. That said, he's barely touched it since acquiring the Chevy, which, come rain or shine, but mostly rain, he drives nearly every day. Insurance costs him £300 with Adrian Flux. "I can live with that," says Elliot.

"Considering how much car you get, how plentiful and reasonably priced parts are and what a great experience it is to drive one, a well-bought American car is a lot better value for money and easier to own than many younger European classics."

Why 2026's best electric car is the easygoing Skoda Elroq

Sun, 14 Jun 2026 07:00:00 +0100

Simple, reasonably priced and perfect for everyday life, the Elroq is a star

Remember when new electric cars were all huge, had a motor each end and bristled with more complexity than you could shake a stick at?

Well, the Skoda Elroq, our favourite electric car on today's market, is emphatically not that and is all the better for it.

Of course, the version we've chosen does have the bigger '85' battery and the meatiest, albeit single, 282bhp motor to drive its rear wheels, which pushes the price closer to £40,000 than the £32,000 where the base model starts.

But there's a pleasant simplicity about the whole car that goes with it being based on the Volkswagen Group's now well-developed MEB EV platform, just like the Volkswagen ID 3 and Cupra Born.

That big battery means you get a cool 350 miles of range and normal driving means 300-320 of this is honest-to-God available - at this time of the year, at least.

The Elroq 85 can turn a 0-62mph acceleration run in 6.3sec, which makes it fast in 4.5m-long crossover terms. If you're the type who gets into impromptu roundabout or motorway on-ramp jousts (we don't recommend it), you will find you have a strong hand, its quick response being just as useful as its ability to gather speed.

Yet it's the Elroq's cosseting ride and quiet cruising that is its strongest suit. This is a thoroughly enjoyable car to drive calmly. The suspension is supple and just about perfectly damped. It absorbs ripples that would annoy in other cars, yet its body remains mostly unruffled in all but the most lumpy conditions. Try hard and you can induce a bit of body roll, but it's a fool's errand.

The car is composed and the steering and accelerator response make it unfailingly easy to drive. This is one of those subtle EV mile-eaters: quiet, smooth, effective.

Skoda took quite a bit of time to launch a decent array of EVs, preferring to learn from others who wanted to rush to market. There could hardly be a better advert for the patient approach than the perfectly positioned, everyday-life-enabling Elroq.

Why motorsport is more than marketing for Ford Racing

Sun, 14 Jun 2026 06:00:00 +0100

It’s not just the fact that a mainstream brand is competing in 35 global series that makes this division so remarkable

Ford has been racing since before it officially existed, but when CEO Jim Farley says "motorsport has never been more important to the firm", it's not hyperbole.

And it's not just Farley's infectious enthusiasm about racing that makes this clear: it's that, while we're talking in a plush, soundproofed motorhome, he has to raise his voice to be heard above the roar of a 5.0-litre naturally aspirated Ford V8 engine at full pelt.

It's late March: tens of thousands of spectators have crammed into the Sebring International Raceway to watch some of the world's finest sports car drivers battle on the Florida circuit's unforgiving concrete for 12 intense hours. Today Farley has his work cap on: he's supporting the works Mustang GT3s making that distinctive V8 roar and has various meetings scheduled as Ford prepares its new LMDh hypercar project to return to endurance racing's top class.

It's that commitment to competition, 125 years since Henry Ford first raced one of his own creations, that has prompted us to recognise Ford Racing with our Motorsport Award. Ford supports 34 global championships, spanning everything from the Dakar Rally to Formula 1 - and that commitment is only growing.

"We've switched from thinking about motorsport as a marketing activity to really driving excellence in our products," says Farley. "Motorsport at Ford has never been looked at in that way before, other than by Henry Ford. The first couple of machines he produced had the philosophy of taking the best of everything from a racing car and making it affordable. You can make a great business out of winning and improving your product through engineering."

But while Farley is making racing a business, business isn't the entire reason he is at Sebring on this occasion - and that's why Autocar has come here to speak to him. Because yesterday he wasn't Jim Farley, Ford CEO, but Jim Farley, amateur racer, competing against a pack of hungry rivals in the Ford Mustang Challenge.

Farley is a proper motorsport fan, a passion honed in his youth when he befriended Luigi Chinetti, then the US importer for Ferrari, and later working for 1961 F1 champion Phil Hill in a restoration shop. He has competed at Goodwood in a GT40 and also races a Lola T298. For Farley it's escapism, his equivalent of yoga: "When I'm in the car racing, I don't think of anything else: a nuclear bomb could go off and I'd never know."

He describes driving a race car as "humbling, especially when you don't have a lot of time", adding: "I have to get into the car and get up to speed quickly, and I have to be safe: I can't be the CEO of Ford and bump someone off at the start. I can't win because of my engine, because they will say 'he's got a special engine'. There are a lot of constraints, and that keeps the pressure on me to be good in the car and have fun."

Farley can't really escape being Ford's CEO, then, and notes that "a lot of CEOs would never do it, but it humbles me". Still, he says there's a thrill to competing, "like in the business world". At Sebring, a technical issue meant he started both races at the rear of the grid. "Sometimes you have to start at the back," he says. "When I started at Ford, we were a $4 stock."

Ford isn't immune from current market pressures, but the firm is in a better place now than when Farley took over (a $16 stock at the time of writing) - and Ford Racing is playing a key role in that recovery. Previously known as Ford Performance, the division encompasses all of the firm's motorsport projects and its performance cars, such as the Mustang Dark Horse and the Raptor line of off-road vehicles.

Mark Rushbrook, global director of Ford Racing, has been with the division since 2013, having previously worked as a road car engineer. He explains that the "job has changed a lot", it having grown from a small team managing motorsport projects to a group of hundreds developing racing and performance cars.

"Sometimes Ford has leaned into racing for marketing and sometimes for tech transfer," he says, "but today we're truly doing both. We're learning and we're marketing, and we're really treating Ford Racing as a business. It's not just spending money to race Bronco Raptors on the Baja 1000, it's doing that with engineers who will take that experience, come to the office on Monday and make the new [road] Raptor better."

Rushbrook has some interested bosses: alongside Farley, chairman Bill Ford and chief operating officer Kumar Galhotra are avid racing fans, and he works with Bill's son Will, who serves as general manager of Ford Racing.

Don't think that gives Rushbrook carte blanche, though: "It's good, but it's certainly not a blank cheque. Jim holds us accountable for every dollar we spend, to make sure we're not just getting out on track but that we're learning from it, telling the right story to the right people, and that we're in it to win it."

Farley adds: "As an amateur racer who has wasted some of my own money on motorsport, I'm a pretty tough critic: I'm more demanding than someone who isn't a racer, because I know how much you could waste and I know what it takes to win."

Rushbrook jokes that "I don't have to wait for my annual review to know whether we're winning or losing", especially since he's in a group text chat with Farley and Galhotra to update them on results each weekend: "They don't want to read about it on social media, they want to know in real time."

Ford Racing's activities are largely split into four quadrants: Mustangs, stretching from the American Nascar and Australian Supercars series through various customer projects; off road, ranging from stock events up to the Dakar Rally; demonstrator vehicles, such as the recent electric Transit Supervan; and flagship projects, such as its F1 partnership with Red Bull and its forthcoming LMDh hypercar programme.

Broadly, Ford supports customer programmes at the lower levels, giving more manufacturer support as it goes up the ladder. It runs flagship projects (Dakar, F1 and Le Mans) in-house, working with partners such as Red Bull and M-Sport. Farley cites the decision to support Red Bull's powertrain programme, rather than buy a team, as many rival companies do, as one example of Ford's business-based approach.

"We're engaged in our programmes at different levels of technical depth," says Rushbrook. "Sometimes it's an engine, sometimes it's a whole vehicle."

Ford Racing is also structured so that knowledge is transferred between projects, into performance cars and then the wider company.

"We're organised to have instantaneous transfer of knowledge and experience," says Rushbrook. "I have a powertrain team, a vehicle engineering team and a functions team, and we have the ability within those teams to move people back and forth.

"A great example is our GT3 engine: M-Sport builds it for us, but we did all the design in-house. We're using that knowledge to work on future engine architectures that will be in Ford Racing products coming to dealerships - and that knowledge is going into the hypercar engine too."

Ford's global reach across 35 categories may be huge, but it is selective. So how does the firm pick where to compete?

"People think 'oh, they just race everywhere', but actually it's super-disciplined," says Farley. "We have a strategy board, including Bill, myself, Mark and the leaders of the company. We come together every quarter and treat it like a business. We know where we want to go as a company and we work backwards on the series we need to be in to get there."

Farley adds that "there's a lot of things going on in Europe that I would love to talk to you about but I can't, because it's very competitive" - but assures me that "you will see this conversation play out in the next four or five years and go that's what he was talking about."

He continues: "In Europe we have a very specific direction to beat the Chinese, and motorsport will be mission-critical to that, and it probably won't be what people think. We have picked that strategy considering manufacturing, product and brand. We always say: 'Will racing make our core products better?' If the answer is yes, we will spend the money."

Farley is true to his word: since speaking to him, the thrust of his argument has become clear: Ford has revealed plans for a new wave of European-focused cars that will have "rally-bred" design and dynamics - and his comments now give extra context to suggest that won't be a marketing gimmick. And it also shows how the famously fast-moving world of motorsport can help companies like Ford to act at 'China speed'.

"Motorsport used to feel like a lot faster than our industry, but now the Chinese have sped everything up and we all have to work at motorsports speed," he says. "This is normal now. But motorsports for so many years was an extra: they were different people not integrated into the core. We're not looking at that any more. The revolution is changing the model."

It's a model that's working, turning motorsport into a sustainable business while ensuring that the passion for it infuses the whole company.

"We want to be in motorsport from the grass roots up to F1," says Rushbrook. "There are very few series we don't participate in, and we're in them for different reasons - but always the right reasons. It's working really well for us, on the same pillars Henry Ford had back in the day."

Why steering wheels should always be round, not square

Sat, 13 Jun 2026 16:00:00 +0100

Audi had more than 100 steering wheel designs – soon it will have just five, all round

We need to abandon the gimmick and return to the only shape that actually works: a circle

I have an affliction that, when I begin to think about how difficult it is to find a pleasing steering wheel in a new car, Feargal Sharkey's 1985 hit A Good Heart begins to play on repeat in my head - only with 'wheel' replacing 'heart', of course.

I've learned to live with it as something as inevitable as getting into a new car and being faced with an unnaturally awkward primary control surface – one that routinely changes position from where you last held it. Owing to it, y'know, not being round.

I still can't pinpoint the exact moment that un-round steering 'wheels' (I'll use the term even though I suspect it isn't grammatically accurate) began to be a thing. The 'quartic' steering wheel was so widely ridiculed when it featured on the 1973 Austin Allegro that the industry gave up on them for a while, and I kind of think that, with the widespread adoption of power steering in the years that followed, the best steering wheels were created then too: small, with modest spoke and rim sizes, perhaps even deeply dished on something sporty.

I wonder which particular wheel was 'peak wheel'? Do write in.

It was probably before the first airbags appeared, because some early bagged wheels were big fat shockers, but manufacturers got to grips with those relatively briskly too, compressing the bags down so that they took up not much more space than a conventional steering wheel boss. Buttons have increased spoke width, which isn't optimum for vehicle control, because it reduces the amount of rim available to grip but is probably worth the sacrifice for the increased convenience.

What I find (much) less forgivable is the idea that a steering wheel doesn't need to be nearly round or that a wildly alternative shape is somehow superior. I understand that in racing cars, where access is difficult so you might want to flatten the bottom, and in single-seaters, where a round wheel could protrude into the air flow and you will only need to hold the wheel at a quarter to three because the steering rack is so direct, a squared wheel with sculpted grips is preferable. Necessary, in fact.

But in a road car, even one with such a direct steering ratio that there are only two turns between locks, any wheel that isn't nearly round is, to be blunt, ergonomically stupid. Drivers should not be required to look at the steering wheel as they're driving. They shouldn't have to guess or gauge or estimate where the steering wheel rim is while they're turning it. Such a shape adds, even at a semi-conscious level, another thing to think about, increasing a driver's cognitive load, like feeling for a light switch while walking into a darkened room, at a time when a car should be making things as easy as possible.

But now some new things are happening - some encouraging, others not. The Luce has a far more round wheel than other recent Ferraris and Audi's newish CEO Gernot Döllner recently told me that while Audi has 100(!) different steering wheel designs, "none of them is any good". By 2030, he said, it will have five, "and they will all be round". This is good news.

Not everything is good news. The coming of steer-by-wire, as in the new Lexus RZ, brought with it a yoke, which I hated. Tesla offered one for a while too. And there's to be an upcoming Peugeot with a nearly square 'wheel, which I have tried a prototype of and also disliked. The thinking is that, as in a racing car, if you don't need to turn the wheel more than 180deg. you don't need to move your hands from quarter to three.

The difference being that spending four hours on the M6 isn't the same as doing a stint at Silverstone. You may well want to drape a hand elsewhere on the wheel to relax your muscles while cruising in a straight line, but these controls won't let you. They feel to me like 3D films: an industry's attempt to zhuzh up something that didn't need it and which was asked for by approximately zero customers.

I try not to have too many hills to die on, but I honestly think that designing a steering wheel that isn't round is almost as nonsensical as a road wheel that isn't round.

Forget supercars: Morgan Supersport is the ultimate dream machine

Sat, 13 Jun 2026 07:00:00 +0100

A 335bhp BMW straight-six, Nitron suspension and gorgeous styling make driving this a public service

The Morgan Supersport isn't one for categorisation. We knew early on that this would be one of our favourite cars of the year, but which award to give it?

'Best low-volume curio' seemed too niche and damning with faint praise for a car that, unlike many of its predecessors, has genuine performance and capability to be considered as a serious sports car.

Thanks to the 335bhp BMW straight six, Nitron suspension, a limited-slip differential, sophisticated traction control and new-found chassis rigidity, you don't have to make any excuses for it.

At the same time, 'future classic' seemed a bit too obvious. You might argue that it's a classic in its own time.

'Best sports car', then? In purely objective terms the Porsche 911 is still the more capable and versatile car, even if exactly that capability and versatility that let it appeal to a wide range of buyers also mean it appeals slightly less to some specific buyers.

For them, there is the Supersport. It has certain less tangible qualities that make it irresistible to us. First, just look at it. Most performance cars draw attention, but none gets as much as a Morgan and the extraordinary thing is that all of it is positive. As such, driving a Morgan almost counts as a public service.

But mostly it's a service to yourself. Getting comfortable in the snug cockpit and looking out over the sculpted wings is enough to make you feel good about life.

Starting the engine and going for a drive is further escapism. There's character here - in the pedal weights, the noises, the feeling of sitting on the back axle - but also plenty of sophistication. The steering is precise and full of feel, and the supple but well-damped suspension is ideally suited to British B-roads.

This Morgan doesn't have the profile of a Lamborghini or Ferrari, but it is a dream car without a shadow of a doubt, one that makes you dream of a friendlier world with more beautiful things in it and plenty of empty, sinuous roads.

How Skoda became Europe's second biggest car brand

Sat, 13 Jun 2026 06:00:00 +0100

Skoda’s CEO shares his secrets to rapid growth, record sales and EV prosperity

It says it all about the winner of our Outstanding Leader award that in between being interviewed and having his portrait taken for this feature, he jumps up from his seat to help move furniture out of the way, set up light stands and choose backdrops.

Skoda CEO Klaus Zellmer is only too happy to lend a hand - and has an especially chipper outlook when we meet him at the Czech brand's museum in Mladá Boleslav, on the eve of the announcement that it sold a colossal 223,500 cars in Europe in the first quarter of 2026. That makes it not just the region's second-biggest brand, after Volkswagen, but also one of its fastest-growing, having climbed eight places in just four years.

Once he has checked that our photographer is happy with the set-up of the room and told us that he generously rearranged his afternoon to make more time for our interview, Zellmer takes a second to humbly reflect on these fantastic achievements.

"We have 17% sales growth in a market that does not grow. Our turnover is up by 9% but our profit is up by 21%," he beams. "We're firing on all cylinders. When I say it's easier to be relaxed if you're successful, you're successful if you have a resilient business model in these super-challenging times and a great team to push the company forward."

News of Skoda's rise up the European sales charts was accompanied by a near-doubling in its EV sales and a healthy 17% uptick in sales in the fiercely competitive Indian market - hugely commendable achievements each that can be at least partly attributed to Zellmer's leadership style and the corporate culture he promotes.

He gives the distinct impression of a man at once entirely comfortable in such an influential role yet equally humble in his steadfast unwillingness to take it for granted. He may head up one of the world's biggest-selling car makers, with more than 40,000 people in his employ across more than 100 countries worldwide, but he doesn't revel in unchecked authority or indulge in the sort of unyielding dogmatism you might expect of someone in such a lofty position.

Far from it. Fundamental to his style of management is his willingness to listen, learn and be educated, a mindset that fosters a much more collaborative (and consequently more productive) environment in board meetings and essentially means things get done quicker and to a higher standard.

"One of my biggest drivers is curiosity," he explains. "It really keeps me going. Curiosity is almost like a battery that keeps delivering energy to learn more, to know more, to ask more. If you have to force yourself to learn something, it's hard, but if you're interested and want to know and ask questions, it's easier."

German-born Zellmer's passion for discovery and experimentation was a big factor in him taking the Skoda role in the first place. He looks back on his long stint running Porsche in the US as "probably the best job you can have" but says that after 23 years with the sports car specialist the novelty was starting to wear off ("I think I saw seven generations of 911 in my time") and making the switch to a mass-market brand was the perfect opportunity to try something new.

That opportunity came in 2020, when he was invited back to Germany to oversee sales and marketing for Volkswagen by then Volkswagen Group boss Herbert Diess - a role that came with a dramatically different remit and its own towering stack of challenges, particularly given the automotive industry was locked in a fierce battle for survival as the Covid pandemic raged globally.

Not that Zellmer was particularly daunted by the prospect, his easy-going outlook instead manifesting in a commitment to give it a good go even if, in his characteristic humility, he wasn't entirely sure that he had the right set of skills.

"Herbert asked me: Klaus, can you even do volume?" he remembers. "I said: 'I don't know. Seriously, I can't give you an answer. I will find out if I have the ingredients to be able to do that, and I'm more than happy to give everything I have.' And I did."

Didn't he just? In Zellmer's only full year in the position, Volkswagen navigated one of the most turbulent periods in automotive history to limit sales losses to a relatively bearable 8% and finish 2021 as Europe's best-selling car brand, shifting almost as many units as runners-up Toyota and Peugeot combined. Just as importantly, Volkswagen's EV sales roughly doubled at a time when other mainstream brands could only dream of such growth, and it stayed on course to deliver a targeted healthy uptick in margins.

Even if making the switch from a premium brand to one of the world's biggest sellers was initially "like drinking from the fire hose" in terms of how much he had to learn, Zellmer's input had a massive positive impact on Volkswagen's fortunes. Small wonder that a chance to jump up another rung on the ladder soon presented itself.

He remembers: "When they asked me [to take over Skoda], normally you have to pretend a little bit and say 'I'll sleep on it', but I immediately said: 'Yes, I'll do it. That sounds super-interesting.'"

You can't help being reminded of the old cliché about dogs looking like their owners when you speak to Zellmer. He may be relatively new to the Skoda fray, having spent the bulk of his career in the premium segment, but in his accessibility, sense of humour, logical approach and all-round everyman appeal, he could not better embody the principles of the brand he leads. If Skoda made a man, he would be a lot like this.

These are attributes that translate into a pragmatic and collaborative style of management. Zellmer explains that his approach to team leadership is essentially to treat his colleagues as he would like to be treated and to open the floor for everyone to contribute ideas and suggestions. He never shies away from voicing his own opinion in a meeting but encourages everyone else to adopt the same mindset, in order to ensure a variety of voices and opinions go into every important decision.

This ethos is emblematic of a dramatic shift in corporate culture that has redefined the automotive industry in recent years, the authoritarian ways of old being banished in favour of a new generation of amenable and co-operative leaders who promote more of a team culture - one that lays the framework for growth at both an employee level and for the company as a whole.

"Twenty years ago, leading was showing people what to do, directing them - and just because it said something on your business card, people needed to listen and do what you wanted," says Zellmer. "This is not the case any more. You can't tell people you know exactly what they have to do, because the world is too complex. You have to enable people to do the right thing according to your values, your strategy, your navigation system and your operational excellence standards. Of course, you have to have a set of rules, but you need to let people do that of their own accord."

Zellmer acknowledges that he won't always be the smartest person in the room, which means that a big part of his role as a manager is to listen, digest and evaluate what he's being told when being presented with a potential solution or advancement in a given field - always with a totally open mind.

"What I hate is if people reject proposals based on the fact that 'we've never done it like that' or because it was 'not invented here'," he explains. "I think this is something that you have to signal to people: you can come with any proposal and you will never be denied because it wasn't invented here, or it contradicts something that is probably the better decision."

He naturally shies away from accepting that Skoda's gleaming results can be credited to his qualities as an 'outstanding leader', preferring instead to attribute them to the tireless efforts of his colleagues: "I'm not delivering them myself, I'm delivering them with a team that I need to inspire and have heading in the right direction with the right speed and the right spirit."

But Zellmer does concede that there are certain qualities that make an effective CEO: "To walk the talk, to have a vision, to be a leader that creates followers, to be somebody who is approachable and credible - and, foremost, who delivers on promises."

He may not want to admit it, but Zellmer is outlining the very traits that make himself an outstanding leader - traits that line both him and Skoda up for ever greater success in the coming years.

But for all his efforts to shape the path ahead, Zellmer is much more flexible about his own future in the industry. When asked what the next stage of his colourful career could be, he laughs and says: "I've been in this automotive industry for 30 years, and I could have never answered that job in any of my positions so far."

He says people have told him he has been "lucky getting to where you are", and he agrees - but adds that you can only ever be truly lucky if "preparation meets opportunity".

"You need to be prepared for whatever comes and the opportunity that will present itself," he says, "but if you're not prepared, the opportunity will be nothing for you."

So while Zellmer may not know exactly what the future holds, you can be sure he will be ready for every eventuality and geared up to tackle the situation - just like the best Skoda cars are, really

Same car, different names – The most rebadged cars

Fri, 12 Jun 2026 17:33:11 +0100

We chart the cars that got the largest number of different identities

For decades car makers have confused buyers by offering models with an array of identities.

It’s a practice known as badge engineering, not to be confused with platform sharing or joint ventures, both of which have become increasingly common in recent years. Some car companies have over-indulged while others know better than to mess with their branding.

Here we bring you more than six decades of the badge-engineered car – and you’ll see that the same car makers crop up time and again while others don’t get a mention at all. They’re the smart ones. The year mentioned references the first year of production of the second model in the family:

Cadillac Cimarron (1982) - 2 MODELS

When General Motors (GM) realised in the early 1980s that BMW and Mercedes were stealing sales in parts of the luxury car market, it stuck Cadillac badges onto the Chevrolet Cavalier in a bid to compete in the smaller luxury car class. But the high prices and four-cylinder engines made the Cimarron (pictured) a laughing stock; even the introduction of a V6 in 1985 did nothing to make the car more saleable.

Ford F-150 (2002) – 2 MODELS

With the F-150 being the world’s biggest-selling truck, in 2002 Ford decided to take it upmarket with a Lincoln edition called the Blackwood, it couldn’t fail. Well that’s what Ford assumed, but in reality the Blackwood bombed with little more than 3000 made in a single model year before the plug was pulled.

Rolls-Royce Silver Shadow (1965) – 2 MODELS

After Rolls-Royce had acquired Bentley Motors in 1931 the two brands shared much the same model range, albeit sometimes with significant differences. Not where the Silver Shadow and Bentley T-Series (pictured) were concerned though; the two were interchangeable and because buyers saw the Rolls-Royce as the more prestigious brand, just 2280 four-door T-Series Bentleys were sold, compared with around 30,000 Silver Shadows.

Toyota IQ (2011) – 2 MODELS

When Aston Martin needed to cut its average CO2 emissions across its range it hit upon the bright idea of rebadging the Toyota IQ as the Cygnet (pictured), albeit it with a few bodywork updates, an interior retrim, and a hefty price-tag.

But the company seriously over-estimated demand and production was wound up after less than three years with just 786 cars built; Aston had predicted 2000 per year.

Triumph Acclaim (1981) – 2 MODELS

British Leyland signed a deal with Honda in 1979 to collaborate on forthcoming models. The former’s Triumph Dolomite was getting old so it rebadged the Honda Ballade and sold it as the Triumph Acclaim (pictured).

There were no Triumph parts in the Acclaim at all, aside from the badges – and it was by far the most reliable car the company had ever sold. But you're a brave person if you turn up to a Triumph heritage event in one of these…

Land Rover Discovery (1993) – 2 MODELS

When Honda realised that it needed a 4x4 in its armoury in the early 1990s, it licenced the original Discovery from Land Rover and sold it in Japan and New Zealand as the Crossroad (pictured). It’s the only production-car V8 Honda has ever made. Honda reintroduced the Crossroad in 2007, now engineered in-house.

Lancia Delta (2011) – 2 MODELS

When Fiat merged with Chrysler it proved how shameless it could be with its abuse of brands. First we got the Lancia Delta and Lancia Ypsilon rebadged as Chryslers for the UK market with hopelessly ambitious premium pricing, and then the Chrysler 200 (pictured) and Grand Voyager were rebadged as Lancias, the former sold as the Flavia.

All were notably unsuccessful.

Saab 9-2X (2005) – 2 MODELS

In 2005 Saab launched an estate car that should never have happened. Little more than a rebadged Subaru Impreza, the Saab 9-2X came about because GM owned Saab plus a stake in Fuji Heavy Industries, the owner of Subaru. Made for just two seasons, around 10,000 9-2Xs were built.

Opel Omega (1996) – 3 MODELS

General Motors Europe selling the same car with Opel and Vauxhall badges was to be expected, but less predictable was that this car should cross the Atlantic to wear Cadillac badges. It was a simple enough idea: GM needed an entry-level model that was spacious and comfortable and could take the fight to German imports, so surely a German import by GM itself could do the job?

When the Catera (pictured) failed to find buyers GM thankfully resisted the temptation to then nail on an array of other US badges such as Buick or Oldsmobile.

Mini (1961) – 3 MODELS

BMC didn’t always get carried away and nail every available badge to every model; sometimes it held back. The posh Riley Elf was an example of this; it was sold under only the Riley and Wolseley brands (as the Elf and Hornet respectively).

Autozam AZ-1 (1992) – 3 MODELS

Here’s one for all you geeks out there; this is about as obscure as it gets. The Autozam AZ-1 (pictured) was sold by Mazda but it was actually engineered by Suzuki, which sold its own version called the Cara.

Volkswagen Up (2011) – 3 MODELS

The Volkswagen Group rules the roost when it comes to repackaging; its first generation MQB platform fuelled 15 different models. But sometimes we get the same car wearing different badges instead, with no attempt to separate them – which is why the Volkswagen Up (pictured right) also came in virtually identical Seat Mii (pictured centre) and Skoda Citigo (pictured left) flavours, sold in most global markets apart from North America.

Mitsubishi 3000GT (1991) – 3 MODELS

Sold in Japan as the Mitsubishi GTO (pictured), this junior supercar was marketed as the 3000GT in most markets around the world. That included the US, where confusingly, buyers could also buy it as the Dodge Stealth.

Opel GT (2007) – 3 MODELS

One of the sharpest-looking sports cars of the past 20 years deserved a wide audience and that’s exactly what the Opel GT got. It was sold across Europe wearing Opel badges while in the US it was the Saturn Sky (pictured) or the Pontiac Solstice.

Ford Escape (2001) – 3 MODELS

When the first-generation Ford Escape arrived in 2001 it was developed in conjunction with Mazda – which is why the Mazda Tribute was the same car, along with the Mercury Mariner because Ford just couldn’t resist a bit of badge engineering.

Vauxhall/Opel Zafira (2001) – 3 MODELS

Depending on the market, Subaru means different things to different people. While many love its WRX STi rally car for the road, for many Subaru is all about tough workhorses such as its Forester and Legacy.

What it isn’t is a purveyor of ultra-dull seven-seat MPVs – but that’s what Subaru created when it stuck its own badge onto the Vauxhall/Opel Zafira to come up with the Traviq (pictured).

Daewoo Lanos (1997) – 4 MODELS

Designed by Giorgetto Giugiaro and introduced in 1997, the Daewoo Lanos (pictured) was quite a neat-looking small hatch, so no wonder an array of companies queued up to build it under licence.

These included Polish company FSO and Russia’s ZAZ.

Suzuki Vitara – 4 MODELS

Depending on the market the Vitara (pictured) was sold as the Suzuki Sidekick, Chevrolet Tracker or Geo Tracker. GM’s Geo brand (1989-2016) consisted entirely of rebadged cars made by other companies; the Prizm was really a Toyota Sprinter, the Storm was an Isuzu Impulse, the Spectrum was an Isuzu I-Mark and the Metro as we’ll see was a rebadged Suzuki Swift.

Buick Terraza (2005) – 4 MODELS

GM was at it again, bamboozling buyers by offering four versions of this minivan, each differing from the others only by its badging. As well as a Buick Terraza option there were also Chevrolet Uplander, Pontiac Montana SV6 and Saturn Relay editions (pictured), all of which were as forgettable as each other.

Plymouth Town & Country (1983) – 5 MODELS

When Chrysler launched the world’s first people-carrier in 1983, buyers could choose between Dodge Grand Caravan, Plymouth Town & Country or Chrysler Grand Voyager editions. Later on, despite having the perfectly good Sharan people carrier at its disposal, VW licenced the Chrysler minivan and sold it as the Routan (pictured) while the Fiat-Chrysler tie-up also led to it being sold as a Lancia for a while.

Chevrolet Aveo (2002) – 6 MODELS

The original Chevrolet Aveo grew out of the Daewoo Kalos – a car that was as dull as it’s possible to get. Despite its lack of talent the Aveo was sold around the globe as the Holden Barina, Pontiac G3 (pictured), ZAZ Vida and in Canada it was even sold as the Suzuki Swift+.

Hillman Avenger (1970) – 6 MODELS

Britain’s Rootes Group was at it again, with this rear-wheel drive family car that arrived in 1970. Originally sold as the Hillman Avenger, there were also Talbot, Sunbeam and Dodge versions of it, while in the US it was sold as the Plymouth Cricket (pictured); in Argentina it was sold as the Volkswagen 1500.

GMC Envoy (1998) – 6 MODELS

GM has played the badge engineering card seriously heavily over the years, largely because it used to have an awful lot of brands and it also reserved different brands for different countries. But it can’t always use that excuse, because the Saab 9-7X, Chevrolet Trailblazer, GMC Envoy (pictured), Buick Rainier, Isuzu Ascender and the Oldsmobile Bravada were all sold in the US.

BMC Farinas (1959) – 6 MODELS

The British Motor Corporation was formed in 1952 with the merger of Austin and Morris. The latter also owned the MG, Riley and Wolseley brands and the badge engineering began immediately – but it reached fever pitch in 1959 with the arrival of the big Farina saloon, which was offered in every form imaginable: Austin Cambridge, Morris Oxford (pictured), Riley 4/68, Wolseley 15/60, MG Magnette and in six-cylinder form there was a Vanden Plas edition too.

BMC ADO16 (1962) – 6 MODELS

BMC carried on with smaller cars in the 1960s too. There was no way each marque could have its own distinct model range so BMC just stuck an array of badges onto each model, which is why we ended up with Austin, Morris, Wolseley, Riley, Vanden Plas and MG versions of the 1100 and 1300.

Mitsubishi Starion (1982) – 6 MODELS

Sold as the Colt Starion in the UK (pictured – known later as the Mitsubishi Starion), this rather neat sporting hatch could be bought in the US as a Chrysler, Dodge or Plymouth Conquest. Or just for good measure, US buyers could also buy theirs as a Mitsubishi Starion.

Humber Sceptre (1966) – 7 MODELS

Whatever BMC could do, the Rootes Group could match. The company’s Arrow range arrived in 1966 and remained in production until 2005 in Iran. In that time the car was sold as the Singer Gazelle and Vogue, Hillman Hunter (pictured) and Humber Sceptre; later there would be Chrysler Hunter and Vogue editions while the car would end its days as the Paykan in Iran.

Chevrolet Captiva Sport (2006) – 7 MODELS

General Motors gave this car a different identity all over the world. Australia got it as the Holden Captiva, the UK as the Vauxhall Antara while elsewhere in Europe it was the Opel Antara. Sold as the Saturn Vue in North America, in South America it was the Chevrolet Captiva Sport (pictured) – while in South Koreans it was the Daewoo Winstorm MaXX.

Holden Monaro (2001) – 7 MODELS

This time the Holden Monaro (pictured) built in Australia was also sold as the Vauxhall Monaro (later the VXR8) in the UK, while in the US the car was sold as the Pontiac GTO and G8 as well as the Chevrolet Lumina, Caprice and SS. Sadly, Holden’s remaining Australian factory closed in 2017 and the Holden brand itself died in 2021.

Chevrolet Venture (1997) – 7 MODELS

It’s another GM badge-fest, with this minivan introduced in 1997 and coming with a bewildering variety of identities. For the US market there was the Chevrolet Venture, Pontiac Montana and Trans Sport along with the Oldsmobile Silhouette (pictured). It was sold as the Buick GL8 in China while European buyers got it as either the Opel or Vauxhall Sintra.

Suzuki Swift (1988) – 8 MODELS

The first Swift was sold under various badges mostly owned by General Motors , but the second generation model of this small car - sold as two-door and four-door saloons, and three-door and five-door hatchbacks - took things to another level. Produced in 11 different locations across the world including Canada, Indonesia and Venezuela, Suzuki sold it under six different model names alone.

But it was also sold as the Maruti Suzuki 1000 (India), Changan Suzuki Lingyang (China), Chevrolet Sprint and Pontiac Firefly (Canada), Chevrolet Swift and Forsa (Latin America), Geo Metro (US, pictured), Holden Barina (Australia), and Subaru Justy (Europe). Production only finally ended, in Pakistan, in 2016.

Chevrolet Spark (2009) – 8 MODELS

The Chevrolet Spark (pictured) wore a multitude of identities including the Chevrolet Beat and Holden Barina Spark while its successor was also marketed as the Opel Karl, Holden Spark and Vauxhall Viva.

The original car (from 1998) was even more confusing as it carried Daewoo, Pontiac, FSO, Chevrolet and Formosa badges, among others.

Talbot Horizon (1978) – 9 MODELS

Winner of the European Car of the Year in 1978, this otherwise forgettable hatchback featured Chrysler, Talbot or Simca badges in Europe , while in America it was sold under the Plymouth (Horizon (pictured), Scamp, Turismo) and Dodge (Charger, Omni, Rampage) banners.

Opel Kadett (1984) – 9 MODELS

The Kadett badge goes right the way back to 1936, but when the model went front-wheel drive in 1979 GM got quite carried away. This car would also be sold as the Chevrolet Kadett, Pontiac Le Mans, Passport Optima, and once the car had been revised once more it also wore an array of Daewoo badges (Cielo, Le Mans, Nexia, Racer), as well as the Vauxhall (pictured) and Opel Astra.

Isuzu Trooper (1991) – 11 MODELS

Not for the first nor indeed last time in this story, the prolific nature of this large SUV reflects the imperial scale of General Motors, which bought a large slice of Japan’s Isuzu in 1972.

The second generation Trooper was more luxurious than the first one and filled various gaps in GM’s global SUV lineup, which saw it sold as the Chevrolet Trooper (US and Canada), Opel Monterey (continental Europe), Vauxhall Monterey (UK), Holden Jackaroo and Monterey, and HSV Jackaroo (Australia). Other companies bought the model in to fill some of their gaps too; Honda sold it as the Acura SLX in the US and Honda Horizon in Japan, while it was sold as the Sanjiu 3-Nine Isuzu Trooper in China.

GM T-Car (1974) – 13 MODELS

It is probably only fitting that General Motors wins this competition. After all it’s arguably been in the badge engineering game since it began in 1908, and most definitely since the early 1930s.

The front-drive Kadett was nothing on its rear-drive predecessor, the GM T Series first launched in 1974. Spurred on by the oil crisis which saw fuel prices skyrocket, General Motors wanted to make a small car that could be sold everywhere, under any brand name and any nameplate. And in that they seemed to succeed, using the car - with minor physical changes - under a bewildering 20 different names and under 13 brand names.

We can’t include all the names or we’d be here all night but they include the Holden Gemini (Australia & New Zealand), Opel Kadett (Germany), Isuzu I-Mark (Japan), Vauxhall Chevette (UK) and Chevrolet Chevette (US & Canada, pictured) and also including under some very obscure brand-names including Saehan (Korea), Aymesa (Ecuador), Grumett (Uruguay) and San Remo (Venezuela). The T-Series went on being built until 2008, a cool 34-year lifespan.

If you enjoyed this story, please click the Follow button above to see more like it from Autocar

The best small electric cars 2026 - driven, rated and ranked

Fri, 12 Jun 2026 16:26:44 +0100

EVs may already be cheaper than you think – and they're set to get even cheaper. We rank the best small ones on sale

Small electric cars are a more common sight on British roads, with falling production costs, evolving battery technology and competitive government incentives helping UK drivers make the switch to electric motoring.

Once dominated by heavy, inefficient and expensive EVs, the small electric car class has been revolutionised by a fleet of affordable and eye-catching models that serve as credible alternatives to petrol superminis.

Led by the retro-inspired Renault 5, the small EV looks set to dominate the market for the foreseeable future with the arrival of the chunky Fiat Grande Panda and highly-anticipated Volkswagen ID Polo.

These models showcase that you don’t need an electric SUV to reap the rewards of an EV. By developing energy-dense battery packs and space-efficient platforms, engineers are now able to squeeze all the benefits of an electric car into a much smaller package, without sacrificing on range or usability.

We think the best small EV you can buy today is the Renault 5. It neatly blends retro-styling with pleasant road manners, a well-configured interior and a starting price that undercuts many of its main rivals. It’s a brilliant all rounder and the benchmark for the class.

However, a new wave of small EVs means the 5 isn’t your only choice. You might prefer the budget comfort of a Citroën ë-C3, or the clever ergonomics of the quirky Hyundai Inster.

Thanks to our expert road test team, we’ve put together a definitive guide to the best small electric cars on sale.

Best small electric cars at a glance

Car Model	Best For	Starting Price (UK)	Official Range (WLTP)	Boot Capacity (Litres)
Renault 5 E-Tech	Best all-rounder	£21,495	192 – 248 miles	326L
Fiat Grande Panda	Retro style and roomy interior	£20,995	199 miles	361L
MG 4 EV	Long range	£29,995	251 – 338 miles	363L
Mini Cooper E	Premium tech and dynamics	£25,465	179 – 250 miles	211L
Nissan Micra EV	Mature ride and refinement	£21,495	196 – 257 miles	326L

Genesis Magma GT3 converts supercar concept into hardcore racer

Fri, 12 Jun 2026 14:22:55 +0100

Stylish supercar sprouts wings and extra lights in a conversion from road to racetrack

The new Genesis Magma GT3 is the first look at how the Korean manufacturer will expand its sports car racing programme beyond its hypercar.

Revealed at the Le Mans 24 Hours – the jewel in the crown of the World Endurance Championship – it is a race-prepared version of last year’s Magma GT concept.

It is notably more aggressive than the road-going variant, gaining auxiliary lights on its front fascia, plus a range of carbonfibre aerodynamic addenda.

Though it is described as a concept for now, Genesis has said the new car was developed according to the GT3 class’s rulebook, so it could become a viable contender relatively quickly.

Technical details remain under wraps for now, but it is likely to be powered by the same V8 as the road-going version. This may be related to the 3.2-litre V8 used by the GMR-001 hypercar – itself derived from two of Hyundai’s World Rally Championship inline fours – but in a different state of tune.

The GT3 concept also reflects Genesis’s ambition to develop bespoke performance cars through its new Magma brand – rather than solely uprating existing models, the approach that it took for the forthcoming GV60 Magma.

Luc Donckerwolke, Genesis’s chief creative officer, said: “The [road-going] Magma GT Concept embodies our vision of luxury and athleticism on the road, while the Magma GT3 Concept translates that philosophy into the race environment, where every element is driven by performance, efficiency, and purpose.”

BMW M3's future revealed with dramatic new concept

Fri, 12 Jun 2026 14:00:00 +0100

BMW sets out its motorsport-influenced vision for future performance cars with M Concept Neue Klasse

BMW has previewed the future of its performance cars with a radical new concept that sets the tone for the future of its M division.

The M Concept Neue Klasse was unveiled at the Le Mans 24 Hours race today as a statement of intent for how motorsport will influence the design, technology and character of upcoming cars from BMW M – which later this year enters a new chapter with the unveiling of the all-new M3 saloon.

The new M3 will be based on the recently revealed i3 saloon, riding on BMW’s new Gen6 platform and offered with the choice of straight-six or electric power. However, it will be a wildly different technical proposition and have a completely bespoke design – with its defining elements shown for this first time on this concept.

Just as the Vision Neue Klasse evolved into the i3 with minimal changes to its fundamental design, so M’s new show car is thought to give a strong indication of what the first full-fat electric M car will look like in its final form.

It is a statement of intent for recently appointed BMW M design chief Oliver Heilmer, previously head of design at BMW-owned Mini, who says the performance division’s new design language “forms the expressive spearhead of the Neue Klasse – determined and powerful”.

The aim is for the next generation of M cars to be more overtly distinguished from their mainstream counterparts than the current crop is – even the outgoing M3 and M4, which share only their broad silhouettes and basic platform with the standard 3 and 4 Series.

“At BMW M, form consistently follows function,” said Heilmer. “Every detail serves performance. This project is truly special to me because it carries the BMW M character into the new era.”

To that end, the M Concept has been designed to be “instantly recognisable as a high-performance automobile”, said BMW, with a raft of features that point to its dazzling dynamic potential.

Some of the most striking of these include the unusual V-shaped bonnet, which frames the prominent air intake for the high-output EV drivetrain; the ‘shark nose’ grille that’s reminiscent of past performance icons such as the 3.0 CSL and 635 CSi; the aero-optimised, M-specific wing mirror designs; the heavily swollen rear arches; and the various aero elements made from natural fibres.

There’s a ‘trimaran-style’ front bumper design too, which is claimed to have been inspired by high-speed sailing boats – with a three-part design that “underlines the vehicle’s technical performance”. It’s echoed by a similar set-up at the back, in combination with a ducktail rear wing that boosts downforce and aerodynamic efficiency.

BMW also points to the yellow headlights as a feature derived from race cars – such as its own M Hybrid V8 LMDh sports prototype, which competes in the World Endurance Championship. It says these will be “a signature feature” of upcoming M cars and they are flanked on the concept by 3D-effect ‘track lights’ in the bumper.

The motorsport influence is evident inside too, where Heilmer and his team have sought to reinterpret the basic interior from the i3 and closely related iX3 into an environment that is “reduced and consistently geared towards the driving experience”.

The concept features four bucket seats (the rears are likely to be swapped for a more conventional bench for showrooms), which are shaped to give maximum support to all occupants during enthusiastic driving. They are finished in distinctive M-themed merino leather, with red harnesses to “emphasise the sporty character”.

A similar effect is achieved by the M-specific steering wheel, backed by chunky gear selectors – which on an EV are likely to be used to adjust the brake regen or throttle response.

As previewed by the earlier Vision Dynamics Experience concept, BMW M’s new EVs will use a highly bespoke drivetrain that puts a motor on each of the four wheels for intricate controllability of power output at each corner of the car while driving.

The arrangement is governed by BMW’s new ‘Heart of Joy’ vehicle control unit and allows for torque vectoring front to rear and side to side. BMW says this “opens up new potential for driving dynamics and driving safety”, as well as maximising the amount of energy that can be recuperated under deceleration.

Like the standard i3 and iX3, the M Concept is equipped with 800V charging architecture and a battery of “more than 100kWh” (it’s 108kWh in the current production cars), which is made up of BMW’s new efficiency-boosting cylindrical cells.

BMW has not given any indication of the M Concept’s hypothetical performance potential. The quad-motor set-up in the Vision Dynamics Experience test rig produced a gigantic 13,269lb ft of torque, but any production-ready evolution of the system is likely to be downtuned slightly.

Nonetheless, intel suggests the electric M3 will pack around 1000bhp – approximately double the output of the current straight-six car – which should allow for off-the-mark pace to rival most full-blown supercars.

However, BMW M sales boss Sylvia Neubauer recently told Autocar that the outright priority for the firm’s EVs is not to purely offer blistering straight-line pace but rather to “stay true to BMW M DNA” in offering engaging dynamics and controllability at high speed.

“It’s not only about acceleration and power. It’s about drivability, manoeuvrability and that level of trust and connection between the driver, car and road,” said Neubauer.

The Vision Dynamics Experience prototype was created to test and demonstrate how the Heart of Joy controller can help in this regard, distributing its generous power reserves to all four corners as required in a matter of milliseconds. But it remains to be seen exactly how closely a showroom-ready car can match its capabilities.

It is also unclear if BMW will opt to equip a road car with the ground-sucking, downforce-boosting fans that were fitted to the Vision Dynamics Experience car – as demonstrated at the 2025 Shanghai motor show, where the concept held itself at the top of a 54deg incline.

Mitsubishi L200

Fri, 12 Jun 2026 13:42:55 +0100

Japanese brand returns after five years with fresh diesel pick-up truck In an era when the UK new car market seems to be filling rapidly with unfamiliar cars sporting funny names, it’s enjoyable, even reassuring, to welcome back an old friend, the Mitsubishi L200.This pick-up returns to the UK in its seventh iteration, slightly bigger than the sixth that left us in 2021. It has fresh interior and exterior designs plus a brand-new twin-turbocharged diesel four, but it still comes with a look and a character its devotees will instantly recognise.Although Mitsubishi’s importer is now Midlands-based International Motors, known for its associations with Subaru, Isuzu and Xpeng, its UK boss is still Toby Marshall, well known to the clientele because he has worked with the Japanese marque for decades.When sales stopped in 2021, Marshall continued his Mitsubishi association by running a 106-strong network of service centres, kept healthy by the large car parc. More recently, he has been assembling a 60-strong network of retailers, most of which also have Mitsubishi or IM associations.Marshall expects strong take-up for the new L200 from previous owners: “Buyers have always been very loyal. In Mitsubishi’s peak years, 2001 to 2007, pick-up sales really boomed. The company had up to 11 models to sell but L200 sales accounted for a third of the total, around 31,000 units a year. We’re now hearing from customers interested in the new model. This is no relaunch, it’s continuity.”To stress this, Marshall and IM are launching another new but familiar model, the plug-in hybrid Outlander SUV, also available now.

5 ways the Skoda Elroq stands out for value

Fri, 12 Jun 2026 13:00:00 +0100

Looking for feature-packed electric SUV that punches well above its price? Meet the Skoda Elroq

The electric SUV market has never been more crowded – or more competitive. From budget newcomers to established European names, family buyers have more choice than ever before. But with more options comes more noise, and cutting through it to find the car that genuinely delivers on its promises is no easy task. That’s where our sister title What Car? comes in.

The Škoda Elroq earned itself a coveted five-star What Car? review, with the team declaring it “a five-star buy because it’s well-priced, practical, comfortable and good to drive.” What Car? also praised its real-world versatility, pointing out that the Elroq offers “a lot of interior space, but isn’t especially big on the outside” – a combination that sits at the heart of its family appeal. The Elroq also earned a maximum five-star Euro NCAP safety rating in 2025, making it one of the most well-rounded family EVs on sale.

On top of its five-star review, the Elroq was named Best Value Family Electric SUV at the 2026 What Car? Awards – the second consecutive year it has claimed the title. It’s a result that reflects just how consistently the Elroq outperforms rivals on the things that matter most to families: space, range, equipment and everyday usability. So, to find out exactly why the award-winning Škoda Elroq should be at the very top of your electric SUV shortlist, here are the five big reasons What Car? rates it so highly.

Test drive the award-winning Škoda Elroq

#1 Generous standard equipment

When What Car?’s judges handed the Elroq its trophy, one of the first things they highlighted was the sheer depth of standard kit. Even on the entry-level SE L 60, buyers get heated front seats, a heated steering wheel, front and rear parking sensors and built-in sat-nav as standard. That’s a level of generosity that many rivals reserve for mid-spec or range-topping trim levels.

The rest of the standard equipment list is similarly impressive. Every Elroq comes with attractive alloy wheels, LED headlights, a 13.0in infotainment touchscreen with wireless Apple CarPlay and Android Auto, a rear-view camera, dual-zone climate control and cruise control. There’s even a neat ice scraper and an umbrella tucked into the door – the kind of ‘Smart, Spacious and Stylish’ thinking that Škoda has built its reputation on.

As What Car? observed, the Elroq’s standard kit alone helps to justify what you’d spend over a rival such as the MG S5 – and the judges noted that Škoda “hasn’t had to compromise in other areas to support such generosity.” You still get a 265-mile official range on the 60, competitive pricing and a refined, composed driving experience. For buyers looking to stretch the budget a little further, the optional Lodge interior adds two-tone faux leather upholstery and contrasting orange seat belts – a premium touch that doesn’t require a premium outlay.

#2 Competitive all-electric range

Range anxiety is still one of the biggest barriers to EV adoption, and Škoda has taken the issue seriously. The Elroq is available in three battery configurations to suit different driving habits. The entry-level Elroq 50 has an official range of 232 miles – comfortably enough for everyday errands and the school run. Step up to the Elroq 60 and you’re looking at an official 265 miles, which What Car?’s judges noted already beats the 211-mile range of the entry-level MG S5.

For families with longer commutes or regular motorway miles, the Elroq 85’s 77kWh battery delivers an official 355 miles on a full charge. As What Car? pointed out, that’s enough to cover a trip from Birmingham to Edinburgh without stopping to charge. And when you do need to top up, rapid charging support means a 10–80% charge takes around 28 minutes – about the time it takes to grab a coffee and stretch your legs. Crucially, the Elroq supports battery preconditioning en route to a charging station, ensuring the pack is primed for rapid charging on arrival.

#3 Excellent ride and handling balance

One of the most underappreciated aspects of the Elroq’s appeal is how well it drives – especially for a car that prioritises comfort and practicality over outright sportiness. In its awards write-up, What Car? praised the Elroq’s ride for “striking a fine balance between suppleness and control,” and that verdict is backed up by the full five-star review.

According to What Car?, “the Elroq’s standard suspension absorbs imperfections in the road surface extremely well and delivers a controlled ride at all speeds.” Combine that with impressive body control on undulating country roads and a cabin that proved “fractionally quieter at 70mph than the Kia EV3, MG S5 and Renault Scenic” in a What Car? comparison test, and you have a car that makes long journeys genuinely relaxing.

It’s clear the Elroq is far from just a sensible pick, with What Car? road testers saying “the Elroq handles well for an electric SUV. It doesn’t feel as tall as many SUVs and feels more nimble because of it, with plenty of grip and neat body control helping it deal with quick changes of direction”.

#4 Impressive interior space

Space has always been a Škoda strength, and the Elroq is no exception. Despite sitting below the larger Enyaq in the range, it punches well above its weight for interior room. Up front, the driving position is well-judged and there’s plenty of adjustment. In the back, What Car? confirmed that “even a six-footer will have plenty of head and leg room to spare when sitting behind a similarly tall driver” – a genuine five-seat family car in a compact-SUV footprint.

Storage throughout the cabin is equally thoughtful. What Car? noted “there are lots of handy storage cubbies between the Škoda Elroq’s front seats, plus its door bins are large and lined with felt so your possessions don’t rattle around.” A 470-litre boot with 60/40 split-folding rear seats and a ski hatch completes a practical package that will handle everything from the weekly shop to a weekend away.

Add the optional Transport Package and practicality goes up another notch, bringing a height-adjustable boot floor that smooths loading and a parcel shelf net designed to stow the charging cable neatly out of sight. As What Car?’s reviewer Oliver Young noted, “Škoda’s ‘Smart, Spacious and Stylish’ features are genuinely useful” – and in the Elroq, they crop up in all the right places.

#5 Temptingly priced

Ultimately, the reason the Elroq keeps winning awards – and the reason buyers keep choosing it over the opposition – comes down to value. Prices start from just over £30,000 after the UK Government’s £1500 Electric Car Grant is applied, and that extraordinary starting point already undercuts entry-level versions of smaller rivals including the Kia EV3 and the Volvo EX30.

What Car?’s judges put it best when they described the Elroq as being like Easyjet: “you can pay less for some of its competitors, but the slightly higher outlay is worth it for the much better experience it provides.” That value equation extends to running costs too – as a pure EV, the Elroq sits in the lowest Benefit-in-Kind tax band, making it an attractive proposition for company car drivers as well as private buyers.

So, those are the five big reasons why the Škoda Elroq has been named Best Value Family Electric SUV at the What Car? Awards for the second year running. Generous standard equipment, competitive range, a supple and composed ride, impressive interior space and tempting pricing add up to a package that's hard to beat in the family electric SUV class. If you’re in the market for a new car, perhaps it's time to try it for yourself.

Test drive the award-winning Škoda Elroq

New Peugeot e-208 GTi brings 277bhp for £35k

Fri, 12 Jun 2026 12:00:00 +0100

Electric hot hatch – which reprises famous GTi badge – goes from concept to production with very few changes

Peugeot has confirmed the e-208 GTi will be priced from £34,995 in the UK, as the production-ready model makes its debut at the 24 Hours of Le Mans today.

That figure does not include the government's Electric Car Grant, through which the GTi is expected to qualify for a £1500 discount. That would reduce its price to £33,845, undercutting the rival Alpine A290 GTS+ (£34,245, inclusive of a £3750 government grant).

The GTi was first unwrapped in concept form at La Sarthe last year, but Peugeot has now pulled the wraps off the finished product – ready for showrooms in the coming months with a design that the brand says "is incredibly close" to the original show car.

The first new Peugeot GTi model since the hot 308 retired in 2021 is also its most powerful yet, with its single front-mounted electric motor producing 277bhp and 254lb ft of torque for a 0-62mph time of 5.5sec. It also weighs 1545kg.

Technically, it's a close relation to the Abarth 600e, Alfa Romeo Junior Elettrica Veloce and upcoming Vauxhall Corsa GSE, which means it also gets a mechanical limited-slip differential to increase its agility in the bends.

Beyond the hefty power increase of 124bhp over the standard e-208, the GTi also gains bespoke hydraulic bump stops, a rear anti-roll bar and a unique steering tune that's said to boost responsiveness.

It also rides 30mm lower and has significantly widened tracks – by 27mm at the rear and 56mm at the front – for improved poise and stance.

Although it shares its 54kWh battery pack with the regular e-208, its cooling system has been revised to prevent performance from dropping off at high speeds. It offers 218 miles of range with the standard-fit Michelin Pilot Sport 4S tyres, or 233 with the optional (but free) Hankook Ventus S1 Evo3 rubber.

As previewed by the concept, the visual makeover extends to a prominent rear spoiler and diffuser, a beefier front lip and striking 18in alloy wheels with a design inspired by the distinctive 'pepperpots' of its hallowed 205 GTi forefather.

Further details will be revealed on Friday 12 June as Peugeot marks the 100th anniversary of its first Le Mans race by taking to the circuit in three GTis - painted red, white and blue to celebrate the brand's French heritage.

UK sales of the new hot hatch will begin towards the end of the year.

Volkswagen T-Roc

Fri, 12 Jun 2026 08:00:00 +0100

Incredibly popular compact crossover enters its second generation aiming to right some wrongs The Volkswagen T-Roc has been its creator's biggest-selling new car in Europe in more calendar years than any other model this decade. Now it’s back for a second tilt at success – and the new one is a lot more serious about capitalising on a receptive European audience. Relative to the first version, this Mk2 has all the hallmarks of a significantly extended development budget that only established commercial success can bring. The noises being made about it – concerning greater efficiency, better active safety features, more cabin space, more sophisticated interior quality, and a closer relationship with Volkswagen’s bigger SUVs (Tiguan, Tayron) – describe a car that’s come of age, and is ready to cement a permanent spot as its maker’s MVP.So is that more rounded, self-assured C-segment SUV the one that the Autocar road test jury is about to recognise? There’s a phased introduction of engine derivatives planned, so we looked to a mild-hybrid 1.5-litre e-TSI model, in entry-grade Life trim, to find out.

Why the mould-breaking Honda Prelude is 2026's best hybrid

Fri, 12 Jun 2026 07:00:00 +0100

Nobody would have imagined the Civic's humble hybrid set-up would make a great coupé, but this is

It's something of a coupé coup for a modestly powerful, fairly affordable hybrid like the Honda Prelude to have come along in 2026 and achieved so much.

Nobody would have imagined that a powertrain like the four-pot petrol-electric one in the Civic and CR-V could have been enlivened so effectively as it has in the Prelude, just via a bit of creative thinking and some make-believe gear ratios.

Nobody would expect there to still be money to be made in the European market for mid-sized sporting coupés, from where the likes of Audi, Volkswagen, Peugeot and others have all packed up and fled - but where the Prelude now suddenly seems so uniquely placed.

It's all textbook Honda: to have been away from this arena when the likes of the TT, Scirocco and RCZ were all cashing in, only to come back when the rest of the industry's attention is elsewhere.

The Prelude may have been something of a front-wheel-drive technical pioneer in the 1980s and 1990s, but the sixth-generation car is still a bit of a change of gear (no pun intended).

It's pretty in a way the previous ones never were. It's mechanically conventional, deriving its handling dynamism not from four-wheel steering or clever torque vectoring but by adopting a revised take on the chassis and suspension of the acclaimed Civic Type R hot hatch.

And the hybrid powertrain that has brought the Prelude in for criticism in other parts of the world, where it had a greater reputation for performance in previous forms, looks ideal to give it a viable medium-term future in the UK and Europe.

Right now, a great-looking car with an efficient electrified powertrain could be exactly what mature, sophisticated, empty-nester clientele are looking for.

Moreover, when they drive the Prelude, those potential customers will find a car that delivers beyond its visuals. The car's handling is really impressive: flat, composed, super-precise and finely polished. It isn't firm-riding like the hot Civic on which it's based, either.

And that hybrid powertrain may not be a stellar dynamic draw in itself, but it provides more than enough real-world, accessible performance to keep the chassis occupied and does a convincing enough impression of a paddle-shift automatic gearbox, including that genuinely revving four-cylinder engine (eat that, EVs), to complete the picture.

The Prelude is easily the most interesting, encouraging new hybrid performance car to come along in 2026, and the offer of its talents for a rather reasonable price is the cherry on the cake.

Elise, Evoque, Corvette: Inside the mind of designer Julian Thomson

Fri, 12 Jun 2026 06:00:00 +0100

Autocar's Design Hero for 2026 stands out not only for a run of incredible cars but also his enthusiasm

This may sound odd, but what makes Julian Thomson - Autocar's 2026 Design Hero - different from other distinguished car designers is that he remains as keen as he was 40 years ago to get on with designing great cars.

By the time they've had three or four successful decades in the job, many design greats have become managers and administrators, concerned mostly with what's happening in some big company's boardroom.

Admittedly, Thomson's links are with one of the biggest - General Motors - but since 2022 he has been the driving force behind its all-new European Advanced Design studio in Warwick, England, where a tight-knit team is several years into producing original design proposals for the 'mothership' in Warren, Detroit. Longer-established studios in China, South Korea and California in the US do the same.

It stands to the credit of Thomson that GM's then global head of design, Mike Simcoe, paused a plan to open a new European studio until he heard for certain that Thomson (who in mid-2021 had just left Jaguar) was definitely available for the new role. The two had hit it off in initial meetings and Simcoe, another very design-focused character, was willing to wait.

His reward was that by 2024 Thomson's new studio had a carefully chosen team of 35 already working flat out on secret projects for GM's Cadillac, Chevrolet, GMC, Buick and Hummer marques.

Then about a year ago, the Warwick studio hit the headlines with a futuristic, full-size son-of-Stingray proposal for a new Chevy Corvette, the first of three to flow from GM's remote studios. More such commissions have followed.

Thomson has been very particular about choosing his team, unashamedly inviting close colleagues and friends if he knows they have the required skills. "It is vital to have people who understand the power of collaboration," he says. "It's amazing how much you can accomplish with a group prepared to work together. Our people understand about discussing things properly and about pooling ideas."

Thomson's innate desire to get on with creating cars reaches back to the earliest days in his career, when he went to work in a huge Ford design studio after graduating from the Royal College of Art in the mid-1980s. "I was a bit surprised it was so little like college," he says. "People liked their jobs, but they didn't have the urge to change things on the streets like we did."

A chance to go to Lotus, where Peter Stevens was building a small design team, changed things completely. "Everything was exciting," he says. "We went from a huge studio to a Portakabin, and they hadn't even delivered the end of that, so we were open to the elements. I didn't bat an eyelid."

During that period Thomson designed one of his most famous cars, the original Lotus Elise, more revered today than ever. He still signs consignments of caps for the Lotus Drivers Club.

"I loved Lotus," he said, "though what we did seems much more significant now than it did at the time. The great thing was that you touched every single bit of the company: I had friends in manufacturing, engineering, powertrain, electrical and I got to know all of their problems. We socialised with one another and built a lot of friendships."

After a short stint at Volkswagen, Thomson began the career phase for which he is best known, as Jaguar's advanced design director, working with its then design chief, Ian Callum.

Famous for their lively discussions, the pair forged a highly productive friendship that created a new design direction for Jaguar (via the XF), invented Jaguar's SUVs (via the F-Pace) and moved it into the electrified era (via the I-Pace).

Thomson's most prophetic work of all was to conceive a rule-breaking SUV concept called Land Rover LRX at the start of 2008. It became a smash sales success as the Range Rover Evoque and continues to sell strongly to this day.

However, Thomson and Callum left Jaguar within a year of one another after a 20-year partnership, when a new management decided the 100-year-old marque needed radical design changes.

Callum set up his own design consultancy, and within six months Thomson was engrossed with the first steps in the GM project. The Warwick studio has already become an implicit part of GM's design portfolio, though visitors who know design often remark on its calm creativity, given the volume of its output.

Thomson regards this GM phase as one of the greatest eras of his design life. He points to a book on his shelves called Fins, which describes the life and career of the design pioneer Harley Earl, GM's first true star of the studio.

"It feels amazing to be here, now, working for the company that invented the clay model, the design studio, the concept car and the modern way of creating cars. GM is very proud of all of this," he says. "When I think about going through the various phases of my career to end up here, where it all began - and to actually be a part of it - well, it's a great honour."

New Denza Z supercar brings 1582bhp and 217mph top speed

Thu, 11 Jun 2026 14:09:16 +0100

Chinese rival to Maserati Grancabrio Folgore is an electric 2+2 roadster with huge power reserves

Specifications for the new Denza Z have been disclosed in Chinese regulatory filings, revealing the electric supercar will pack a huge 1582bhp.

The 2+2 roadster was previously revealed at the Beijing motor show as the BYD-owned luxury brand's new flagship.

Denza has said it will be capable of sprinting from 0-62mph in less than 2.0sec – as fast as the Rimac Nevera – and its top speed has now been revealed as 217mph.

The Z weighs 2650kg in soft-top form or 2580kg with a metal roof.

It will also be offered with a sporting package that adds a large rear spoiler and boosts the top speed from the standard 186mph to its full potential.

Shaped by BYD's chief designer Wolfgang Egger (whose previous works include the Alfa Romeo 8C Competizione), the Z remains true to the concept car that was shown in last year with smooth surfacing and a cab-forward silhouette.

Inside the show car's brightly decorated cabin, with turquoise and yellow upholstery, it departs from BYD convention in gaining a smattering of physical controls on the dash and squared-off steering wheel - including what look to be drive mode and suspension adjustment functions.

Exposed carbonfibre in the centre console and in the backs of the bucket seats further nod to the Z's sporting remit.

Unusually, Denza will launch the Z first in Europe, as it aims to establish a foothold for its fledgling premium brand in a market historically dominated by the British and German stalwarts, before starting sales in its home market.

The Z is powered by three electric motors (two on the rear axle, one up front). It is also equipped with a steer-by-wire system, four independently controlled electric motors and the same 'DiSus-M' magnetorheological suspension as the wild Yangwang U9 hypercar.

This will give the four-seater the same predictive damping technology that primes the chassis for upcoming changes in the road surface, but it's unconfirmed whether it will be able to jump into the air on command, like the U9.

Denza has yet to give a steer on pricing, but the Z's closest rival on paper would be the Maserati Granturismo Folgore, which starts at around £180,000.

The brand could look to undercut the established competition with its new super-GT, but it will naturally cost significantly more than the new Denza Z9 GT, which is tipped to start at around £100,000 when it lands in the next few months.

The best cars from companies that no longer exist

Thu, 11 Jun 2026 12:41:46 +0100

We take a journey into the finest model made by famous car companies that no longer exist

Times change, markets evolve and sometimes companies who rule the roost get a wheel stuck in a ditch and never recover.

AMC: Eagle (1980)

So what happened to AMC?

Amphicar: Model 770 (1961)

So what happened to Amphicar?

Amphicar chose not to stay in the car industry after it axed the Model 770. To date, no other company has offered a series-produced amphibious passenger car.

Austin-Healey: 3000 (1959)

So what happened to Austin-Healey?

PICTURE: Austin-Healey 3000 Mk3

Autobianchi: A112 Abarth (1971)

So what happened to Autobianchi?

The company was a joint venture between bicycle-maker Bianchi, Pirelli, and Fiat. Fiat took full control in 1968, and then folded the operation into Lancia. The badge disappeared in 1995.

Auto-Union: 1000 SP (1957)

So what happened to Auto-Union?

Daimler: SP250/Dart (1959)

So what happened to Daimler?

DeSoto: Model K (1928)

So what happened to DeSoto?

De Tomaso: Pantera (1971)

So what happened to De Tomaso?

Eagle: Talon (1989)

So what happened to Eagle?

Facel Vega: Excellence (1958)

So what happened to Facel Vega?

Hudson: Hornet (1951)

So what happened to Hudson?

Innocenti: Mini (1974)

So what happened to Innocenti?

Jensen: Interceptor (1966)

So what happened to Jensen?

Jensen ceased operating in 1976. It was revived in 2001 with a new car, the S-V8, but promptly died again after just 20 were produced.

Matra: Rancho (1977)

So what happened to Matra?

Mercury: Cougar (1967)

So what happened to Mercury?

Following rationalization after the financial crisis, Ford announced the end of the brand in 2010, and its last car, a Grand Marquis, was built in January 2011.

Morris: Minor (1948)

So what happened to Morris?

Oldsmobile: 4-4-2 (1964)

For a few years, the numbers 4-4-2 were synonymous with no-nonsense performance. The 1972 redesign demoted the nameplate to option package status.

So what happened to Oldsmobile?

Oldsmobile increasingly found its cars lost among those of GM’s other brands, let alone those from other carmakers, and the brand died in 2004.

Nash: Metropolitan (1953)

So what happened to Nash?

NSU: Ro80 (1967)

So what happened to NSU?

NSU built its last car, an Ro80, in 1977, but the firm’s legacy endured. The Audi 50 (1974) was developed by NSU to replace the Prinz; it became the first Volkswagen Polo.

Panhard: 24 BT/CT (1964)

So what happened to Panhard?

The car side of Panhard was sold to Citroën in 1967, and the brand as a carmaker died. The name lives on as a maker of military vehicles, ultimately owned by Volvo Group, the Swedish truckmaker.

Pontiac: Firebird (1967)

Affectionately called “Screaming Chicken,” the Firebird carried on alongside the Camaro for four generations until it died in 2002.

So what happened to Pontiac?

Increasingly lost in General Motors, the Pontiac brand was discontinued in 2010 as GM rationalised its brands after its near-death experience in the 2008-09 global financial crisis.

Plymouth: Road Runner (1968)

So what happened to Plymouth?

Chrysler’s Plymouth brand died in 2001, and its cars were either discontinued or rebranded as Chryslers.

Rover: SD1 (1976)

So what happened to Rover?

Saab: 99 (1968)

The 1978 Turbo remains the best-known evolution of the 99. It paved the way for every high-performance Saab from then on.

So what happened to Saab?

Saturn: SL (1990)

So what happened to Saturn?

Simca: 1000 Rallye (1970)

So what happened to Simca?

Simca was bought by Chrysler in 1970, and then PSA Peugeot-Citroën in 1979, and the badge died thereafter in favour of Talbot.

Studebaker: Avanti (1962)

So what happened to Studebaker?

Sunbeam: Tiger (1964)

So what happened to Sunbeam?

Already part of the Rootes Group, Rootes was absorbed by Chrysler and then Peugeot. The Sunbeam name disappeared in 1981.

Tatra: 613 (1974)

So what happened to Tatra?

Talbot: Samba Cabriolet (1982)

So what happened to Talbot?

When PSA bought Chrysler Europe in 1979, it used the Talbot badge on former Chrysler and Simca models. The Talbot name continued on cars until 1987, and on vans until 1994.

Triumph: Stag (1970)

So what happened to Triumph?

Vespa: 400 (1957)

So what happened to Vespa?

Forgotten American Cars That Deserved Much More Love

Thu, 11 Jun 2026 12:41:08 +0100

Forgotten American Cars That Deserved Much More Love

It often seems like a new model of car comes out practically every day.

With all the autos in the world, it’s no wonder that a few models slip through the cracks and get lost to time. Some cars deserve to be forgotten, but others deserve better. In this slideshow, we will showcase some of the American automotive jewels that have been practically erased from memory. From the avant-garde Stout Scarab to the high-performance Ford Contour SVT, we will re-discover and re-appreciate 40 of these fine cars.

Chrysler Airflow

The Chrysler Airflow was a pioneer in automobile design. It was the first full-size American production car to use aerodynamics in order to reduce air resistance, resulting in a smooth and streamlined body.

Unfortunately, the design was not well received. The Airflow was only produced for a few short years, from 1934 to 1937, before it was discontinued due to low sales. It remains an obscure model today – but also a trailblazer.

Stout Scarab

The Scarab of 1936 is, according to some, the very first production minivan. Its interior layout, with movable seats and a folding table, even predicted many of the typical interior layouts of modern minivans.

The high cost and unconventional design of the Scarab made it quite inaccessible to the general car-buying public of the time. Only nine units were ever built, along with one concept car, leading the car into obscurity for many years.

Dodge Wayfarer

A few years before the release of the Chevrolet Corvette, Dodge introduced America to the first 2-door roadster produced domestically since World War II. The Wayfarer was produced for only a few short years, from 1949 to 1952.

The Wayfarer was a basic, no-frills model, with some roadster variants not even receiving side windows or top weather protection. These factors, along with the emergence of the aforementioned Corvette, are what vastly overshadowed the historical significance of the Wayfarer.

Studebaker Speedster

The Speedster was a high-performance two-door personal luxury car, and a spinoff from the President sedan. Its 4.2-liter V8 engine could produce 185 hp. It was a standout in the Studebaker lineup for its full complement of advanced accessories, including power steering and diamond-quilted leather seating.

The Speedstar was most recognized in its 2-tone yellow and green paint job, known colloquially as “lemon/lime.” Only 2215 Speedsters were produced, making them extremely rare today; produced for the 1955 model year only, making the Speedster one of the shortest production runs in US auto history.

Nash Metropolitan

Probably the cutest car to come out of the 1950s, the Nash Metropolitan was known for its tiny, almost toy-like dimensions, and two-tone paint scheme. Along with the Dodge La Femme, the Metropolitan was one of the first cars specifically marketed to women.

The Metropolitan was unfortunately overshadowed, quite literally, by the larger and more popular cars of the day. Still, the Metropolitan was a pioneer in the subcompact car category, offering an efficient, and affordable automobile in a small package.

Studebaker Lark

In the larger context of American cars, the Studebaker Lark stands out as an innovative early example of the compact segment. Produced from 1959 to 1966, the Lark was the first car of its size to be available with a V8 engine, but it was fuel efficient to boot with less lard to haul around.

Despite its affordability, practicality, and efficiency, the Lark was never as popular as Big Three compacts like the Ford Falcon, Plymouth Valiant and Chevrolet Corvair. Like many of Studebaker’s cars, it was forgotten when the company finally went out of business in 1966.

Kaiser Darrin

This 1950s two-seater was one of the first American cars with a complete fiberglass body. No, we’re not talking about the Chevrolet Corvette, who’s release just a year prior largely overshadowed this rival roadster. We’re talking about the Kaiser Darrin.

The Darrin was a beautiful car, its long-and=low profile was accented by some quirky features, such as a unique grill design and sliding doors that retracted into the front fender wells. Unfortunately, it was only produced for 1954, with a grand total of 435 units, before Kaiser was forced to drop the model.

Studebaker Avanti

It set 29 world speed records at the Bonneville Salt Flats, and it still wasn’t enough to save Studebaker from going under. Less than 5,000 were ever produced, making them exceptionally rare.

Despite being one of Studebaker’s biggest sales flops, 1962’s Avanti was ahead of its time with a lightweight fiberglass body and an aerodynamic shape. These factors, paired with a supercharged V8 under the hood are what made the Avanti so lightning quick.

Buick Wildcat

The Wildcat was never as famous as its Skylark, GNX, or Riviera siblings. However, it did have strong performance in its own right, featuring powerful V8 engines like the 401 ci Nailhead. The Wildcat was produced at the height of the muscle car era, from 1963 to 1970. It was even offered as a convertible, an option rarely found among the ilk at the time.

Unfortunately, even that was not enough to save the Wildcat from being overshadowed by more popular cars in the class.

Picture: 1969 Wildcat

Studebaker Wagonaire

The Wagonaire was a Studebaker station wagon — with a catch. The Wagonaire featured a retractable rear roof section, which could slide forward to create an open cargo area.

The innovative design of the 1963 Wagonaire was unfortunately met with some production problems, and some customers reported that the sliding roof was prone to leaks. This was quickly fixed by the factory, but it was too little too late, especially in the light of Studebaker’s failing image and faltering business.

Rambler/AMC Marlin

Produced from 1965 to 1967, the AMC Marlin was originally badged under the Rambler marque. Known for its distinctive fastback roofline, spacious six-passenger seating, and powerful V8 engine options, the Marlin checked all the right boxes to compete in the burgeoning personal luxury car market.

Unfortunately, the Marlin had some stiff competition from the Big Three automakers and was only produced for a brief time. Yet, the Rambler’s legacy is not completely lost to time, as it heavily influenced the design of the 2004 Chrysler Crossfire.

Mercury S-55

The Mercury S-55 was a high-performance full-size muscle car produced from 1962 to 1963, and again from 1966 to 1967. The S-55 offered drivers a luxurious yet powerful driving experience, with engine options like the 406 ci V8 pushing 405 hp. It also included bucket seats and upgraded suspension components.

The availability of the S-55 was very limited compared to more popular luxury sport coupes like the Ford Galaxie 500XL or Chrysler 300H. Despite all this, the S-55 is a great example of some of the best that the muscle car era had to offer.

Jeep Jeepster Commando

The Jeepster Commando was designed to offer a more comfortable and stylish alternative to traditional Jeep models. During its 1966 to 1973 production run, the Jeepster Commando was available as a convertible, pickup, and a wagon.

There was even a Hurst Jeepster version available for 1971, complete with a number of performance modifications. The Jeepster Commando was popular in its day, but it is largely overshadowed by its successor, the Jeep Cherokee.

Pontiac Executive

Despite its deluxe features and powerful engine, the Executive (which launched in 1967) struck an odd middle ground. It was not quite as luxurious as the Bonneville, nor as performance-oriented as the Firebird, GTO, or Tempest, leading it into relative market obscurity.

That’s unfair since the Pontiac Executive was one of the most powerful full-size luxury cars at the time, with a 7.5-liter V8 producing 370 hp and a healthy 500 lb-ft of torque.

AMC AMX

The “American Motors Experimental” was a two-seater GT known for its significantly lower price compared to other muscle cars from the same era. That didn’t mean the AMX held back: the available 6.4L V8 produced 315 hp and could accelerate from 0 to 60 in 6.6 seconds.

Once more, this AMC car was overshadowed by competitors from the Big Three. Coupled with its short production run lasting only from 1968 to 1970, the AMX has only recently been rediscovered by collectors, although it still represents pretty good value, with prices starting around $30,000.

Hurst SC/Rambler

This special version of the Rambler American was a high-performance muscle car produced in 1969 as a collaboration between AMC and Hurst Performance. Each SC/Rambler was equipped with a 390 ci V8 producing 315 hp, among other Hurst performance modifications. The car also had a patriotic red, white, and blue paint scheme.

The SC/Rambler’s 0-60 time of 6.3 seconds made it competitive with other muscle cars of the era, but it didn’t quite stand out enough in the looks department. This, along with its short production run, is why the Hurst SC/Rambler is largely forgotten today.

Plymouth Duster

The Duster (which launched in 1970) was never a huge sales success for Plymouth, as it was always overshadowed by its more popular stablemate, the Barracuda. Still, the Duster was a great muscle car in its own right, and featured powerful engine options like the 340 V8. It was intended to compete with other small semi-fastbacks like the AMC Hornet and Ford Maverick.

The high-performance “Twister” variant of the Duster was originally intended to have Taz the Tasmanian Devil as its logo. However, the logo was dropped after negotiations with Warner Bros failed.

Mercury Cyclone Spoiler II

This limited-production version of the Mercury Cyclone muscle car was specifically designed for NASCAR racing during the competition’s iconic “aero car” days. Though never as popular as the Plymouth Superbird or Dodge Charger Daytona, the Cyclone Spoiler II (which first arrived in early 1969) had its own set of performance and aerodynamic enhancements that put up a good fight.

Mercury built 503 units to meet homologation rules, but by some accounts, they never even made that many. Rumor has it that Mercury only had 351 units ready by the deadline, so they couched 152 regular production Cyclones between the Spoiler IIs in the parking lot; NASCAR’s inspectors were none the wiser.

Ford Maverick

No, not that Ford Maverick. We’re talking about the 1970s compact, which was positioned somewhere between a Mustang and a Pinto. It initially sold very well, even outpacing Mustang sales in 1970. Unfortunately, its “middle child” status did not do it many favors in terms of longevity.

Also, Ford has recycled the Maverick name many times across different markets, most recently with the compact pickup unveiled in 2021, further watering down the memory of the initial model.

Picture: 1976 Ford Maverick 2-door sedan

Stutz Blackhawk

The Stutz Blackhawk (which began in 1971) was one of the most extravagant and egregious examples of neo-classic design. Whether you agree with the design or not, the Blackhawk was ultra-luxurious, with an interior that included 24-carat gold plated trim, mink carpeting, and a liquor cabinet.

The list of high-profile owners is extensive, and included Elvis Presley, Lucille Ball, and Elton John. The car has faded from public consciousness because of its niche market and the obscurity of the Stutz brand in the larger automotive landscape.

Chevrolet Chevelle Laguna

The Laguna made up a very small number of the total third generation Chevelles, making them quite rare and forgotten today. One of the key innovations of the Laguna was its urethane front end, allowing it to meet safety regulations without a massive blocky bumper, which most 70s cars were forced to adopt and ruined many a car in the process.

The Laguna received favorable reviews in its 1973 launch year for its blend of luxury and modest performance. It even carried a few drivers to NASCAR victory, aided by its 7.4-liter V8 producing 245 hp.

Oldsmobile Omega

Many people will remember the Chevrolet Nova, but not many will remember the upscale Oldsmobile variant, known as the Omega. Produced from 1973 to 1984, the Omega was available as a coupe, sedan, or hatchback.

The first two generations of the Omega featured all of the best elements of the Nova, including standard radial tires and front disc brakes, along with Oldsmobile upgrades. The trademark Oldsmobile waterfall grille, for instance, upgraded the Omega’s class, as did interior woodgrain trim. The mark three Omega unfortunately left a sour taste, and after multiple recalls, the model was pushed from the public’s mind.

Picture: 1975 Omega Salon

Ford Elite

Originally the highest trim level of the Gran Torino, the Elite was in production as its own standalone model for only two years. Between 1974 and 1976, Ford attempted to market the Elite in the flourishing personal luxury car market.

The Elite had a whole host of standard luxury features, as well as distinct styling and a unique opera window design. Unfortunately, the personal luxury car market was saturated by the mid 70s, and the Elite was never as popular as competitors such as the Buick Electra or Oldsmobile 98. This, along with its short production run, have made the Elite a forgotten car.

Mercury Grand Monarch Ghia

This highest-trim version of the Mercury Monarch luxury sedan offered upscale features in a compact, changing the long-standing American association with large cars and opulence. 60% Ford executives chose it as their personal car, including Henry Ford II.

The Grand Monarch Ghia was only produced for two years, after which it was badge engineered as the Lincoln Versailles. Unlike its Mercury counterpart, the Versailles was highly controversial and not well received, forever clouding the memory of the Grand Monarch Ghia.

Chrysler Cordoba

The Chrysler Cordoba peaked when Ricardo Montalban touted its “soft Corinthian leather” in a famous TV commercial. The Mexican actor’s alluring pronunciation was the subject of much imitation over the next few years, but the car itself, although a successful model at the time, is not well remembered these days.

This personal luxury car was produced from 1975 to 1983, and apart from its rich Corinthian leather, also featured opera windows and a long stylish hood, underneath of which was a standard V8 engine and a smooth-shifting automatic transmission. The Cordoba, like many other cars of the mid 70s and 80s, is often forgotten, as it was produced at a time when American cars were known for being over-large and fuel-inefficient, and not very well-made too. Still, the Cordoba deserved better.

Pontiac Phoenix

Introduced in 1977, the Phoenix provided a great blend of style, reliability, and comfort. At least, this was the case for the Mark I Phoenix, which was based on the Pontiac Ventura. It also offered some great performance options and powerful engines, including the 140 hp LG3 V8.

The Mark II unfortunately marred the badge’s good name, with multiple recalls ruining the Phoenix’s reputation. It was replaced after five years by a revived Grand Am.

Imperial by Chrysler

After a long hiatus, the top-of-the-line Imperial marque was revived in 1980, this time without the Chrysler name attached to it. The Imperial was a more compact personal luxury car for the new decade, complete with luxurious features and a distinctive bustle-back styling reminiscent of classic Rolls-Royces.

The Imperial even had Frank Sinatra as its spokesperson, with the special “fs” trim bearing his initials. It was a good car, but released at entirely the wrong time, right in the midst of an economic downturn and soaring gas prices. The Imperial was only produced from 1980 to 1983.

Ford EXP Turbo Coupe

To date, the EXP is the last two-seater compact car that Ford has ever produced in the US. Available for the 1982 to 1988 model years, the EXP was a distinctly styled sports coupe based on the Escort. Its headlight design was inspired by the Mk1 Thunderbird.

While the base model was a bit underpowered, the turbo version bumped the output up to 120 hp and 120 lb-ft of torque. While this made it a fun little car, the EXP Turbo was never as popular as imports like the Honda CR-X or even domestic competitors like the Pontiac Fiero. Couple that with its short production run, and it's no wonder the EXP is largely forgotten and under-appreciated.

Dodge Lancer Shelby

Not to be confused with the Mitsubishi model, this Dodge compact car produced from 1985 to 1989 was essentially a rebadged version of the Chrysler LeBaron GTS. However, the Lancer had a few performance variants that set it apart. The most notable of these was the Shelby performance package.

800 Dodge Lancer Shelbys were produced at the Shelby factory, followed by 487 more once Chrysler took over their production in 1988. These upgraded compacts featured shorter springs, quicker steering, upgraded sway bars, and comfort features like leather seats and a CD player. The upgraded Turbo II engine put out 175 hp. Here’s Carroll Shelby himself promoting the model, which deserves to be better remembered today.

Chevrolet Beretta

You wouldn’t expect a two-door budget coupe to be designed in the same studio as the Camaro and the Corvette, but that’s exactly the case with the Chevrolet Beretta. The GTU, GTZ and Z26 Models of this sporty compact car were known for their modest performance. It was even the official pace car of the 1990 Indy 500.

The Beretta’s sales figures weren’t bad either, with 1988 being by-far the best year for the car. However, the Beretta is simply not as collectible or memorable as other cars of the era, and is forgotten from many people’s minds.

Eagle Premier

The Premier was the final offspring of the collaboration between AMC and Renault, and was sold under the new Eagle marque after Chrysler’s acquisition of AMC in 1988. Like all the offerings from the short-lived Eagle brand, the Premier is not well-remembered today. Yet, it is a historically significant car, as the last model with roots in AMC.

This elegant and understated car featured an incredibly spacious interior as well as a number of advanced features. Among them were automatic variable-speed windshield wipers that detected the amount of rain.

Buick Reatta

GM had a nice run of sporty two-seaters in the late 80s and early 90s with the Pontiac Fiero and Cadillac Allante. Buick’s contribution was the Reatta, a zippy GT produced from 1988 to 1991. The Reatta featured some of the signature features of the 1980s, such as pop-up headlights and a digital dashboard, not to mention Bose surround sound.

However, many would-be customers flocked to its sister-brand competitors or to foreign imports like the Lexus SC. While Buick had initially intended to sell 20,000 Reattas annually, it only sold slightly more than that over its entire four year run.

Dodge Spirit R/T

The R/T of 1991 was marketed as “the fastest sedan made in America” for good reason. Its turbocharged 2.2-liter engine designed by Lotus produced 224 hp and 217 lb ft of torque.

The Dodge Spirit was only available as the R/T for two years, which was hardly enough time for the sedan to leave a mark. It was also much more understated than competitors like the BMW M5.

Vector W8

Vector Aeromotive introduced the stunning W2 concept in 1978, but it would be more than 10 years until a production version was finally available. 22 examples of the W8 were produced from 1989 to 1993.

The W8 was a futuristic dream, complete with aircraft-style controls, lots of carbon fiber and kevlar, and the coupe-de-gras, a twin-turbocharged V8 producing over 600 hp, and it reportedly once clocked 242mph at Bonneville. Unfortunately, its limited production run and unreliability led it to obscurity.

GMC Typhoon

Boxy performance SUVs are all the rage nowadays, which is why the GMC Typhoon deserves a comeback. After all, it ticks all the same boxes as a Ranger Rover — plush interior, AWD performance, great handling, and an impressive 0-60 time of 5.3 seconds.

Underneath, the Typhoon is essentially just a GMC Syclone pickup with an SUV body kit and a turbocharger. It was only in production for two years, with a total of 4697 units, which is why they are both rare and obscure these days.

Eagle Vision

After Chrysler’s acquisition of Lamborghini, the company made the interesting decision to manufacture a sedan inspired by the innovative “cab forward” design of the Lamborghini Portofino concept. What followed was the Eagle Vision, a full-size luxury car available from 1992 to 1997.

The Eagle Vision not only had a spacious interior due to its design, but it also featured European-inspired suspension and a powerful 3.5-liter V6 engine. The Eagle brand was short-lived, and the Vision is largely forgotten today.

Oldsmobile Achieva SCX

Oldsmobile always had a hard time balancing their image between sensible family offerings and high-octane performance. The Achieva SCX was one of the times that Oldsmobile got it right. During its production from 1992 to 1998, the Achieva SCX was the most powerful and best handling compact car in Oldsmobile’s lineup. It featured performance modifications such as wide tires, aluminum wheels, upgraded suspension, and a naturally-aspirated inline four pushing 190 hp.

This was enough to make the SCX competitive in the SCCA Grand-Am World Challenge and IMSA Firehawk. These days, the Achieva is relegated to “grandma car” in most people’s memories, like most of Oldsmobile’s other 90s offerings.

Ford Contour SVT

Produced from 1998 to 2000, this high-performance variant of the Contour sedan, developed by Ford’s Special Vehicle Team, featured a specially turned 2.5-liter V6 engine and sport suspension. The upgrades allowed the Contour SVT to churn out 195 hp and reach 60 mph in 7.5 seconds. What’s even better, it was only available as a 5-speed manual.

The contour was never a big sales success. Consequently, not many people have heard of the Contour, let alone the SVT version.

Saleen S7

This hand-built supercar was debuted in 2000 by Saleen Automotive Inc. The S7 features a lightweight chassis made from aluminum and carbon fiber, along with a 7.0-liter V8 engine producing 550 hp. Later models produced up to 750 hp and a top speed of 248 mph.

While the Saleen S7 was a great example of American supercar engineering, and deserves to be remembered for its world-class performance and striking design, it has unfortunately been overshadowed by better established supercar brands.

Commuter Cars Tango T600

An 800 hp machine, accelerating from 0-60 in 3.2 seconds, and a top speed of 150 mph. Bet you didn’t see that coming from this ultra-narrow electric microcar. Only 12 units of the Tango T600 were ever made, with George Clooney becoming the first owner of one back in 2005. Despite the high-profile customer, the Tango never took off because of its high cost and lack of practicality, making it unlikely that you’ll be smoked by one of these any time soon.

Still, it deserves to be remembered for its insane performance stats, let alone its attempts at solving urban congestion.

MG to preview new small EV at Goodwood Festival of Speed

Thu, 11 Jun 2026 11:01:39 +0100

Concept car will provide a first look at the MG 2 supermini, due in showrooms next year

MG will preview the design of its forthcoming electric supermini with a new concept car that's due to be unveiled at the Goodwood Festival of Speed.

Teaser images released by MG showcase the front and rear flanks of the hatchback, hinting at a fresh design language distinct from recent models such as the 4 EV Urban and S5 EV.

A production version of the concept will arrive in showrooms next year, MG has confirmed. As previously reported by Autocar, it's expected to be called the MG 2.

MG Motor UK boss David Allison last year told Autocar that the 2 is “the obvious area of the market that’s next to happen” for the Chinese brand.

He suggested that MG is refocusing on value for money rather than offering the outright cheapest option in each class it enters.

He said: “I think we have moved on. Not consciously, but other brands and other products have come in that are the cheapest.

“If you look at the price of the Dacia Spring and you look at the price of the Leapmotors, that’s not the space we occupy, and I don't necessarily think it will be the space that we can occupy.

"I think our ethos has always been about value. You know, it has not necessarily been about being the cheapest; it has been about providing the most that we can for the best value for money.

“The ZS is [Nissan] Qashqai-sized, but it's Juke money. And I dare say we will see something similar with the 2.”

Autocar understands the 2 will be based on the same Modular Scalable Platform as the 4 EV, meaning it's likely to be rear-wheel-drive.

Alongside the supermini concept, MG will show a “design vision” of an “aspirational” model at the Festival of Speed. This too will be electric, but further details are yet to emerge.

BYD Dolphin G

Thu, 11 Jun 2026 11:00:00 +0100

Chinese giant takes on the Renault Clio with a made-for-Europe plug-in hybrid hatchback Perhaps no news story better reflects the surreal time we currently live in than the recent report that Iran was planning to deploy a pod of kamikaze dolphins in the Strait of Hormuz. Yes, apparently the seemingly lovable aquatic mammals can be trained to act as game-changing offensive weapons. And you thought Flipper looked so innocent.Maybe they got the idea from the BYD Dolphin G, because while this might look like a friendly new hatchback, it has actually been conceived by the Chinese giant as a potent weapon with a clear porpoise – sorry, purpose: to sink rivals in the huge European small car segment.The new Renault Clio and Toyota Yaris rival is the first BYD model developed specifically for Europe and becomes the only B-segment hatchback on the market with a plug-in hybrid powertrains. And a target price of £23,000 to £25,000 could help torpedo some rivals.Expanding its PHEV technology into smaller segments is a new trend for BYD: it recently retrofitted the related Atto 2 electric crossover with its 'Super Hybrid' technology.Executive vice-president Stella Li insists that the firm can only do so thanks to its advanced PHEV technology, which is packaged smaller than rivals, and on paper it is compelling.