{"id":73430,"date":"2026-06-18T19:18:06","date_gmt":"2026-06-18T23:18:06","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=73430"},"modified":"2026-06-18T19:19:29","modified_gmt":"2026-06-18T23:19:29","slug":"badge-engineerings-global-legacy-revealed-by-the-most-rebadged-cars-in-automotive-history","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/badge-engineerings-global-legacy-revealed-by-the-most-rebadged-cars-in-automotive-history\/","title":{"rendered":"Badge Engineering\u2019s Global Legacy Revealed by the Most Rebadged Cars in Automotive History"},"content":{"rendered":"

What Drives the Proliferation of Badge Engineering in the Automotive Industry?<\/p>\n

The phenomenon of badge engineering\u2014where a single car is sold under multiple brand identities\u2014reflects a complex interplay of economic expediency, market segmentation, and the structural imperatives of globalized manufacturing. At its core, badge engineering is not merely a matter of superficial rebranding; it is a calculated response to the pressures of platform amortization, regulatory compliance, and the desire to maximize return on investment in product development. The evidence suggests that automakers, particularly those with sprawling multinational operations, have repeatedly turned to this strategy to fill gaps in their lineups, exploit regional brand loyalties, and respond rapidly to shifting consumer preferences without incurring the full costs of ground-up vehicle design.<\/p>\n

Yet, the practice is not without its detractors or limitations. While badge engineering can yield short-term sales boosts and cost savings, it often undermines brand equity, confuses consumers, and, in some cases, results in commercial failure. The Cadillac Cimarron\u2019s attempt to compete with European luxury compacts by rebadging a Chevrolet Cavalier is a paradigmatic example: the market\u2019s rejection of this model was as much a repudiation of cynical brand dilution as it was of the car\u2019s technical shortcomings. This dynamic recurs throughout the history of badge engineering, suggesting that the strategy\u2019s effectiveness is highly contingent on the perceived authenticity and differentiation of the rebadged product.<\/p>\n

How Do Market Dynamics and Corporate Structures Shape Badge Engineering Outcomes?<\/p>\n

A review of the most heavily rebadged vehicles reveals a pattern: the practice is concentrated among a handful of conglomerates, most notably General Motors. The GM T-Car, which appeared under thirteen brand names and more than twenty model names over a 34-year production run, exemplifies the scale at which badge engineering can operate when a corporation possesses both the global reach and the internal brand fragmentation to support it. The methodological boundary here is clear: the proliferation of badges is less a function of consumer demand than of corporate structure and legacy brand portfolios. In contrast, automakers with more disciplined brand architectures\u2014such as those who abstain from badge engineering altogether\u2014tend to avoid the reputational pitfalls and market confusion that can accompany the practice.<\/p>\n

However, the practical significance of badge engineering varies dramatically by region and segment. In emerging markets, where brand recognition may be less entrenched and price sensitivity more acute, the rebadging of a proven platform can facilitate rapid market entry and regulatory compliance. Conversely, in mature markets with sophisticated consumers, the tolerance for badge engineering is markedly lower, especially when the underlying product fails to meet the expectations set by the badge. The failure of the Lincoln Blackwood, a luxury variant of the Ford F-150, underscores the risk: even the world\u2019s best-selling truck cannot guarantee success if the rebadged product is perceived as inauthentic or redundant.<\/p>\n

What Are the Unintended Consequences and Blind Spots of Badge Engineering?<\/p>\n

While the mainstream narrative often frames badge engineering as a cost-saving measure, a more nuanced analysis reveals second-order effects that are frequently overlooked. For one, the proliferation of indistinguishable models can erode the distinctiveness of a brand\u2019s design language and dilute its value proposition. The case of the Rolls-Royce Silver Shadow and Bentley T-Series illustrates this tension: despite mechanical parity, the market overwhelmingly favored the Rolls-Royce badge, relegating the Bentley to commercial obscurity during that era. This suggests that, under specific conditions, badge engineering may inadvertently stratify brands within a conglomerate, reinforcing hierarchies rather than democratizing access to premium features.<\/p>\n

Moreover, badge engineering can have regulatory and operational consequences. When Aston Martin rebadged the Toyota IQ as the Cygnet to lower its fleet CO2 emissions, the move was met with skepticism and ultimately failed to achieve its projected sales. This episode highlights a structural limitation: regulatory arbitrage through badge engineering may satisfy compliance metrics but often fails to resonate with consumers, leading to inventory write-downs and reputational damage.<\/p>\n

Who Benefits and Who Loses in the Badge Engineering Equation?<\/p>\n

The primary beneficiaries of badge engineering are, in the short term, the automakers themselves, who can leverage existing platforms to address portfolio gaps and enter new markets with minimal investment. Suppliers may also benefit from increased production volumes and standardized components. However, the evidence suggests that consumers are often the losers, confronted with a marketplace cluttered by superficially differentiated products that may offer little genuine choice. Dealers, too, can suffer from inventory cannibalization and the challenge of articulating value propositions for models that differ only in badge and minor trim.<\/p>\n

Not all stakeholders are equally affected. In regions where automotive brands are closely tied to national identity or social status, the negative effects of badge engineering are amplified. The Triumph Acclaim, a rebadged Honda Ballade, may have been the most reliable car Triumph ever sold, but it alienated the brand\u2019s traditional enthusiasts and failed to establish a lasting legacy. Conversely, in markets where functional attributes outweigh brand heritage, badge engineering can be a pragmatic solution to regulatory or logistical challenges.<\/p>\n

What Judgment Should an Informed Reader Draw About the Future of Badge Engineering?<\/p>\n

The historical record, while replete with examples of both success and failure, suggests that the future of badge engineering will be shaped less by the technical feasibility of platform sharing and more by the evolving expectations of consumers and the strategic clarity of automakers. As electrification and digitalization blur the lines between traditional vehicle segments, the temptation to proliferate badges may increase. Yet, the risk of brand dilution and consumer backlash remains acute, particularly as information asymmetries diminish and buyers become more discerning.<\/p>\n

For industry observers and consumers alike, the lesson is clear: badge engineering is not inherently problematic, but its success depends on a delicate balance of authenticity, differentiation, and market fit. Where these elements are absent, the strategy is likely to falter, regardless of the underlying product\u2019s merits. The informed reader should approach rebadged vehicles with a critical eye, recognizing both the economic logic and the potential for unintended consequences that this enduring practice entails.<\/p>\n","protected":false},"excerpt":{"rendered":"

\"For<\/a><\/p>\n

We chart the cars that got the largest number of different identities<\/p>\n

\n

For decades car makers have confused buyers by offering models with an array of identities.<\/p>\n<\/p>\n

It\u2019s a practice known as\u00a0badge engineering<\/strong>, not to be confused with\u00a0platform sharing<\/strong>\u00a0or\u00a0joint ventures<\/strong>, 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.<\/p>\n

Here we bring you more than\u00a0six decades<\/strong>\u00a0of the badge-engineered car \u2013 and you\u2019ll see that\u00a0the same car makers<\/strong>\u00a0crop up time and again while others don\u2019t get a mention at all. They\u2019re the smart ones. The year mentioned references the first year of production of the second model in the family:<\/p>\n

\n

Cadillac Cimarron (1982) – 2 MODELS<\/h2>\n

\"Cadillac\n<\/p>\n

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<\/strong> in a bid to compete in the smaller luxury car class. But the high prices and four-cylinder engines made the Cimarron<\/strong> (pictured) a laughing stock; even the introduction of a V6 in 1985 did nothing to make the car more saleable.<\/p>\n

\n

Ford F-150 (2002) \u2013 2 MODELS<\/h2>\n

\"Ford\n<\/p>\n

With the F-150<\/strong> being the world\u2019s biggest-selling truck, in 2002 Ford decided to take it upmarket with a Lincoln edition called the Blackwood<\/strong>, it couldn\u2019t fail. Well that\u2019s 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.<\/p>\n

\n

Rolls-Royce Silver Shadow (1965) \u2013 2 MODELS<\/h2>\n

\"Rolls-Royce\n<\/p>\n

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<\/strong> and Bentley T-Series<\/strong> (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.<\/p>\n

\n

Toyota IQ (2011) \u2013 2 MODELS<\/h2>\n

\"Toyota\n<\/p>\n

When Aston Martin needed to cut its average CO2 emissions across its range it hit upon the bright idea of rebadging the Toyota IQ<\/strong> as the Cygnet<\/strong> (pictured), albeit it with a few bodywork updates, an interior retrim, and a hefty price-tag.<\/p>\n

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.<\/p>\n

\n

Triumph Acclaim (1981) \u2013 2 MODELS<\/h2>\n

\"Triumph\n<\/p>\n

British Leyland signed a deal with Honda in 1979 to collaborate on forthcoming models. The former\u2019s Triumph Dolomite was getting old so it rebadged the Honda<\/strong> Ballade<\/strong> and sold it as the Triumph Acclaim<\/strong> (pictured).<\/p>\n

There were no Triumph parts in the Acclaim at all, aside from the badges \u2013 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\u2026<\/p>\n

\n

Land Rover Discovery (1993) \u2013 2 MODELS<\/h2>\n

\"Land\n<\/p>\n

When Honda realised that it needed a 4×4 in its armoury in the early 1990s, it licenced the original Discovery<\/strong> from Land Rover and sold it in Japan and New Zealand as the Crossroad<\/strong> (pictured). It\u2019s the only production-car V8 Honda has ever made. Honda reintroduced the Crossroad in 2007, now engineered in-house.<\/p>\n

\n

Lancia Delta (2011) \u2013 2 MODELS<\/h2>\n

\"Lancia\n<\/p>\n

When Fiat merged with Chrysler it proved how shameless it could be with its abuse of brands. First we got the Lancia Delta<\/strong> and Lancia Ypsilon<\/strong> rebadged as Chryslers for the UK market with hopelessly ambitious premium pricing, and then the Chrysler 200<\/strong> (pictured) and Grand Voyager<\/strong> were rebadged as Lancias, the former sold as the Flavia.<\/p>\n

All were notably unsuccessful.<\/p>\n

\n

Saab 9-2X (2005) \u2013 2 MODELS<\/h2>\n

\"Saab\n<\/p>\n

In 2005 Saab launched an estate car that should never have happened. Little more than a rebadged Subaru Impreza<\/strong>, the Saab 9-2X<\/strong> 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.<\/p>\n

\n

Opel Omega (1996) \u2013 3 MODELS<\/h2>\n

\"Opel\n<\/p>\n

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?<\/p>\n

When the Catera<\/strong> (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.<\/p>\n

\n

Mini (1961) \u2013 3 MODELS<\/h2>\n

\"Mini\n<\/p>\n

BMC didn\u2019t always get carried away and nail every available badge to every model; sometimes it held back. The posh Riley Elf<\/strong> was an example of this; it was sold under only the Riley and Wolseley brands (as the Elf and Hornet respectively).<\/p>\n

\n

Autozam AZ-1 (1992) \u2013 3 MODELS<\/h2>\n

\"Autozam\n<\/p>\n

Here\u2019s one for all you geeks out there; this is about as obscure as it gets. The Autozam AZ-1 <\/strong>(pictured) was sold by Mazda but it was actually engineered by Suzuki, which sold its own version called the Cara.<\/p>\n

\n

Volkswagen Up (2011) \u2013 3 MODELS<\/h2>\n

\"Volkswagen\n<\/p>\n

The Volkswagen Group rules the roost when it comes to repackaging; its first generation MQB<\/strong> platform fuelled 15<\/strong> different models. But sometimes we get the same car wearing different badges instead, with no attempt to separate them \u2013 which is why the Volkswagen Up<\/strong> (pictured right) also came in virtually identical Seat Mii<\/strong> (pictured centre) and Skoda Citigo<\/strong> (pictured left) flavours, sold in most global markets apart from North America.<\/p>\n

\n

Mitsubishi 3000GT (1991) \u2013 3 MODELS<\/h2>\n

\"Mitsubishi\n<\/p>\n

Sold in Japan as the Mitsubishi GTO (pictured), this junior supercar was marketed as the 3000GT <\/strong>in most markets around the world. That included the US, where confusingly, buyers could also buy it as the Dodge Stealth<\/strong>.<\/p>\n

\n

Opel GT (2007) \u2013 3 MODELS<\/h2>\n

\"Opel\n<\/p>\n

One of the sharpest-looking sports cars of the past 20 years deserved a wide audience and that\u2019s exactly what the Opel GT got. It was sold across Europe wearing Opel badges while in the US it was the Saturn Sky<\/strong> (pictured) or the Pontiac Solstice<\/strong>.<\/p>\n

\n

Ford Escape (2001) \u2013 3 MODELS<\/h2>\n

\"Ford\n<\/p>\n

When the first-generation Ford Escape<\/strong> arrived in 2001 it was developed in conjunction with Mazda \u2013 which is why the Mazda Tribute<\/strong> was the same car, along with the Mercury Mariner<\/strong> because Ford just couldn\u2019t resist a bit of badge engineering.<\/p>\n

\n

Vauxhall\/Opel Zafira (2001) \u2013 3 MODELS<\/h2>\n

\"Vauxhall\/Opel\n<\/p>\n

Depending on the market, Subaru means different things to different people. While many love its WRX STi<\/strong> rally car for the road, for many Subaru is all about tough workhorses such as its Forester and Legacy.<\/p>\n

What it isn\u2019t is a purveyor of ultra-dull seven-seat MPVs \u2013 but that\u2019s what Subaru created when it stuck its own badge onto the Vauxhall\/Opel Zafira to come up with the Traviq<\/strong> (pictured).<\/p>\n

\n

Daewoo Lanos (1997) \u2013 4 MODELS<\/h2>\n

\"Daewoo\n<\/p>\n

Designed by Giorgetto Giugiaro and introduced in 1997, the Daewoo Lanos<\/strong> (pictured) was quite a neat-looking small hatch, so no wonder an array of companies queued up to build it under licence.<\/p>\n

These included Polish company FSO<\/strong> and Russia\u2019s ZAZ<\/strong>.<\/p>\n

\n

Suzuki Vitara \u2013 4 MODELS<\/h2>\n

\"Suzuki\n<\/p>\n

Depending on the market the Vitara (pictured) was sold as the Suzuki Sidekick<\/strong>, Chevrolet Tracker<\/strong> or Geo Tracker<\/strong>. GM\u2019s Geo brand (1989-2016) consisted entirely of rebadged cars made by other companies; the Prizm was really a Toyota Sprinter<\/strong>, the Storm was an Isuzu Impulse, the Spectrum was an Isuzu I-Mark and the Metro as we\u2019ll see was a rebadged Suzuki Swift.<\/p>\n

\n

Buick Terraza (2005) \u2013 4 MODELS<\/h2>\n

\"Buick\n<\/p>\n

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<\/strong> option there were also Chevrolet Uplander<\/strong>, Pontiac Montana SV6<\/strong> and Saturn Relay<\/strong> editions (pictured), all of which were as forgettable as each other.<\/p>\n

\n

Plymouth Town & Country (1983) \u2013 5 MODELS<\/h2>\n

\"Plymouth\n<\/p>\n

When Chrysler launched the world\u2019s first people-carrier in 1983, buyers could choose between Dodge Grand Caravan<\/strong>, Plymouth Town & Country<\/strong> or Chrysler Grand Voyager<\/strong> 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<\/strong> (pictured) while the Fiat-Chrysler tie-up also led to it being sold as a Lancia for a while.<\/p>\n

\n

Chevrolet Aveo (2002) \u2013 6 MODELS<\/h2>\n

\"Chevrolet\n<\/p>\n

The original Chevrolet Aveo grew out of the Daewoo Kalos<\/strong> \u2013 a car that was as dull as it\u2019s possible to get. Despite its lack of talent the Aveo was sold around the globe as the Holden Barina<\/strong>, Pontiac G3<\/strong> (pictured), ZAZ Vida<\/strong> and in Canada it was even sold as the Suzuki Swift+<\/strong>.<\/p>\n

\n

Hillman Avenger (1970) \u2013 6 MODELS<\/h2>\n

\"Hillman\n<\/p>\n

Britain\u2019s Rootes Group was at it again, with this rear-wheel drive family car that arrived in 1970. Originally sold as the Hillman Avenger<\/strong>, there were also Talbot, Sunbeam and Dodge versions of it, while in the US it was sold as the Plymouth Cricket<\/strong> (pictured); in Argentina it was sold as the Volkswagen 1500<\/strong>.<\/p>\n

\n

GMC Envoy (1998) \u2013 6 MODELS<\/h2>\n

\"GMC\n<\/p>\n

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\u2019t always use that excuse, because the Saab 9-7X<\/strong>, Chevrolet Trailblazer<\/strong>, GMC Envoy<\/strong> (pictured), Buick Rainier<\/strong>, Isuzu Ascender<\/strong> and the Oldsmobile Bravada<\/strong> were all sold in the US.<\/p>\n

\n

BMC Farinas (1959) \u2013 6 MODELS<\/h2>\n

\"BMC\n<\/p>\n

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 \u2013 but it reached fever pitch in 1959 with the arrival of the big Farina<\/strong> saloon, which was offered in every form imaginable: Austin Cambridge<\/strong>, Morris Oxford<\/strong> (pictured), Riley 4\/68<\/strong>, Wolseley 15\/60<\/strong>, MG Magnette<\/strong> and in six-cylinder form there was a Vanden Plas<\/strong> edition too.<\/p>\n

\n

BMC ADO16 (1962) \u2013 6 MODELS<\/h2>\n

\"BMC\n<\/p>\n

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<\/strong>, Morris<\/strong>, Wolseley<\/strong>, Riley<\/strong>, Vanden Plas<\/strong> and MG<\/strong> versions of the 1100 and 1300.<\/p>\n

\n

Mitsubishi Starion (1982) \u2013 6 MODELS<\/h2>\n

\"Mitsubishi\n<\/p>\n

Sold as the Colt Starion in the UK (pictured \u2013 known later as the Mitsubishi Starion<\/strong>), this rather neat sporting hatch could be bought in the US as a Chrysler<\/strong>, Dodge<\/strong> or Plymouth Conquest<\/strong>. Or just for good measure, US buyers could also buy theirs as a Mitsubishi Starion<\/strong>.<\/p>\n

\n

Humber Sceptre (1966) \u2013 7 MODELS<\/h2>\n

\"Humber\n<\/p>\n

Whatever BMC could do, the Rootes Group could match. The company\u2019s Arrow range arrived in 1966 and remained in production until 2005 in Iran. In that time the car was sold as the Singer Gazelle<\/strong> and Vogue<\/strong>, Hillman Hunter<\/strong> (pictured) and Humber Sceptre<\/strong>; later there would be Chrysler Hunter<\/strong> and Vogue editions while the car would end its days as the Paykan in Iran.<\/p>\n

\n

Chevrolet Captiva Sport (2006) \u2013 7 MODELS<\/h2>\n

\"Chevrolet\n<\/p>\n

General Motors gave this car a different identity all over the world. Australia got it as the Holden Captiva<\/strong>, the UK as the Vauxhall Antara<\/strong> while elsewhere in Europe it was the Opel Antara<\/strong>. Sold as the Saturn Vue<\/strong> in North America, in South America it was the Chevrolet Captiva Sport <\/strong>(pictured) \u2013 while in South Koreans it was the Daewoo Winstorm MaXX<\/strong>.<\/p>\n

\n

Holden Monaro (2001) \u2013 7 MODELS<\/h2>\n

\"Holden\n<\/p>\n

This time the Holden Monaro<\/strong> (pictured) built in Australia was also sold as the Vauxhall Monaro<\/strong> (later the VXR8) in the UK, while in the US the car was sold as the Pontiac GTO<\/strong> and G8<\/strong> as well as the Chevrolet Lumina<\/strong>, Caprice<\/strong> and SS<\/strong>. Sadly, Holden\u2019s remaining Australian factory closed in 2017 and the Holden brand itself died in 2021.<\/p>\n

\n

Chevrolet Venture (1997) \u2013 7 MODELS<\/h2>\n

\"Chevrolet\n<\/p>\n

It\u2019s 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<\/strong>, Pontiac Montana<\/strong> and Trans Sport<\/strong> along with the Oldsmobile Silhouette<\/strong> (pictured). It was sold as the Buick GL8<\/strong> in China while European buyers got it as either the Opel<\/strong> or Vauxhall Sintra<\/strong>.<\/p>\n

\n

Suzuki Swift (1988) \u2013 8 MODELS<\/h2>\n

\"Suzuki\n<\/p>\n

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<\/strong>, Indonesia<\/strong> and Venezuela<\/strong>, Suzuki sold it under six different model names alone.<\/p>\n

But it was also sold as the Maruti Suzuki 1000<\/strong> (India), Changan Suzuki Lingyang<\/strong> (China), Chevrolet Sprint<\/strong> and Pontiac Firefly<\/strong> (Canada), Chevrolet Swift<\/strong> and Forsa<\/strong> (Latin America), Geo Metro<\/strong> (US, pictured), Holden Barina<\/strong> (Australia), and Subaru Justy<\/strong> (Europe). Production only finally ended, in Pakistan, in 2016.<\/p>\n

\n

Chevrolet Spark (2009) \u2013 8 MODELS<\/h2>\n

\"Chevrolet\n<\/p>\n

The Chevrolet Spark (pictured) wore a multitude of identities including the Chevrolet Beat<\/strong> and Holden Barina Spark<\/strong> while its successor was also marketed as the Opel Karl<\/strong>, Holden Spark<\/strong> and Vauxhall Viva<\/strong>.<\/p>\n

The original car (from 1998) was even more confusing as it carried Daewoo<\/strong>, Pontiac<\/strong>, FSO<\/strong>, Chevrolet<\/strong> and Formosa<\/strong> badges, among others.<\/p>\n

\n

Talbot Horizon (1978) \u2013 9 MODELS<\/h2>\n

\"Talbot\n<\/p>\n

Winner of the European Car of the Year in 1978, this otherwise forgettable hatchback featured Chrysler<\/strong>, Talbot<\/strong> or Simca<\/strong> badges in Europe , while in America it was sold under the Plymouth (Horizon (pictured), Scamp, Turismo) and Dodge (Charger, Omni, Rampage) banners.<\/p>\n

\n

Opel Kadett (1984) \u2013 9 MODELS<\/h2>\n

\"Opel\n<\/p>\n

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<\/strong>, Pontiac Le Mans<\/strong>, Passport Optima<\/strong>, and once the car had been revised once more it also wore an array of Daewoo<\/strong> badges (Cielo<\/strong>, Le Mans<\/strong>, Nexia<\/strong>, Racer<\/strong>), as well as the Vauxhall<\/strong> (pictured) and Opel Astra<\/strong>.<\/p>\n

\n

Isuzu Trooper (1991) \u2013 11 MODELS<\/h2>\n

\"Isuzu\n<\/p>\n

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\u2019s Isuzu in 1972.<\/p>\n

The second generation Trooper was more luxurious than the first one and filled various gaps in GM\u2019s global SUV lineup, which saw it sold as the Chevrolet Trooper<\/strong> (US and Canada), Opel Monterey<\/strong> (continental Europe), Vauxhall Monterey<\/strong> (UK), Holden Jackaroo<\/strong> and Monterey<\/strong>, and HSV Jackaroo<\/strong> (Australia). Other companies bought the model in to fill some of their gaps too; Honda sold it as the Acura SLX<\/strong> in the US and Honda Horizon<\/strong> in Japan, while it was sold as the Sanjiu 3-Nine Isuzu Trooper<\/strong> in China.<\/p>\n

\n

GM T-Car (1974) \u2013 13 MODELS<\/h2>\n

\"GM\n<\/p>\n

It is probably only fitting that General Motors wins this competition. After all it\u2019s arguably been in the badge engineering game since it began in 1908, and most definitely since the early 1930s.<\/p>\n

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 <\/strong>and under 13 brand names<\/strong>.<\/p>\n

We can\u2019t include all the names or we\u2019d be here all night but they include the Holden Gemini<\/strong> (Australia & New Zealand), Opel Kadett<\/strong> (Germany), Isuzu I-Mark<\/strong> (Japan), Vauxhall Chevette<\/strong> (UK) and Chevrolet Chevette<\/strong> (US & Canada, pictured) and also including under some very obscure brand-names including Saehan<\/strong> (Korea), Aymesa<\/strong> (Ecuador), Grumett<\/strong> (Uruguay) and San Remo<\/strong> (Venezuela). The T-Series went on being built until 2008, a cool 34-year <\/strong>lifespan.<\/p>\n

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