{"id":75603,"date":"2026-07-11T15:18:09","date_gmt":"2026-07-11T19:18:09","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=75603"},"modified":"2026-07-11T15:19:17","modified_gmt":"2026-07-11T19:19:17","slug":"german-cars-as-cultural-icons-how-engineering-innovation-and-identity-shaped-the-nations-automotive-legacy","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/german-cars-as-cultural-icons-how-engineering-innovation-and-identity-shaped-the-nations-automotive-legacy\/","title":{"rendered":"German Cars as Cultural Icons How Engineering, Innovation, and Identity Shaped the Nation\u2019s Automotive Legacy"},"content":{"rendered":"

How Has Germany\u2019s Automotive Legacy Shaped Global Car Culture?<\/p>\n

To understand the enduring influence of German cars, one must look beyond mere technical prowess. The evidence suggests that Germany\u2019s automotive industry has functioned as both a mirror and a motor for broader cultural and economic shifts. German manufacturers have not only set benchmarks for engineering and design but have also repeatedly redefined what consumers expect from cars\u2014whether in terms of performance, reliability, or even status. This dual role, as both trendsetter and respondent, complicates any simplistic narrative of German dominance.<\/p>\n

The proliferation of models such as the BMW 3 Series (and its Alpina B3 derivative), the Mercedes-Benz S-Class, and the Volkswagen Golf points to a pattern: German automakers have excelled at creating vehicles that are aspirational yet accessible, technologically advanced yet rooted in practical utility. However, this legacy is not without its blind spots. The focus on incremental innovation and evolutionary design, while yielding consistent quality, has at times left German brands vulnerable to disruptive shifts\u2014such as the rise of electric vehicles or changing urban mobility needs.<\/p>\n

What Distinguishes German Performance and Engineering\u2014And Where Does It Falter?<\/p>\n

The reputation for engineering excellence is not merely a marketing construct; it is substantiated by decades of technical achievement. Consider the Audi Quattro\u2019s rally-bred all-wheel-drive system, the BMW E30 M3\u2019s motorsport pedigree, or the Porsche 911\u2019s improbable balance of everyday usability and supercar performance. Each of these vehicles embodies a core mechanism: the relentless pursuit of dynamic capability without sacrificing refinement or reliability.<\/p>\n

Yet, the methodological boundaries of this approach are clear. The NSU Ro80\u2019s innovative rotary engine, for instance, was lauded for its smoothness and design but ultimately undermined by reliability issues\u2014a cautionary tale of technological optimism outpacing practical execution. Similarly, the Smart Fortwo\u2019s radical compactness addressed urban congestion but failed to achieve mass-market adoption, perhaps due to its compromised performance and niche appeal.<\/p>\n

Who Benefits\u2014and Who Is Marginalized\u2014by the German Automotive Paradigm?<\/p>\n

The mainstream narrative often centers on the upwardly mobile consumer: the executive in a Mercedes E-Class, the enthusiast in a Porsche, the family in a Volkswagen Golf. However, the historical record reveals a more complex web of beneficiaries and those left behind. East German marques such as Melkus and Trabant, operating under radically different political and economic constraints, produced vehicles that were ingenious in their resourcefulness but largely excluded from the global conversation about \u201cgreat\u201d German cars.<\/p>\n

Moreover, the focus on high-performance and luxury has sometimes come at the expense of broader accessibility. While models like the Volkswagen Beetle and Polo democratized car ownership, others\u2014such as the limited-run Bitter SC or the Ruf CTR\u2014remained the preserve of a select few. The evidence suggests that Germany\u2019s automotive legacy is as much about exclusion as inclusion, with structural limitations shaped by class, geography, and regulatory frameworks.<\/p>\n

Why Do Certain Models Achieve Iconic Status\u2014And Does This Reflect Broader Social Dynamics?<\/p>\n

The elevation of cars like the Porsche 911, Volkswagen Golf, or Mercedes S-Class to iconic status is not merely a function of their technical attributes. Rather, it reflects a complex interplay of marketing, motorsport success, and cultural symbolism. The Ford Capri\u2019s positioning as a European Mustang, for example, tapped into transatlantic aspirations, while the Audi TT\u2019s design-forward approach challenged prevailing notions of what a sports coupe could be.<\/p>\n

Yet, the process by which certain models become \u201cicons\u201d is neither neutral nor inevitable. It is shaped by vested interests\u2014manufacturers, media, collectors\u2014and by the selective memory of enthusiasts. The relative obscurity of the Opel Monza or the Borgward Isabella, despite their technical merits, underscores the contingent nature of automotive fame. In this context, the informed reader should remain skeptical of any canonical list that purports to be definitive.<\/p>\n

What Are the Second-Order Consequences of Germany\u2019s Automotive Dominance?<\/p>\n

Germany\u2019s automotive ascendancy has produced both intended and unintended effects. On the one hand, the global diffusion of German engineering standards has raised expectations for safety, performance, and durability. On the other, the very success of these benchmarks has contributed to a homogenization of automotive design and a narrowing of consumer choice\u2014witness the proliferation of \u201cGerman-style\u201d sedans and SUVs across the world.<\/p>\n

Furthermore, the industry\u2019s historical reliance on internal combustion technology and incremental innovation now poses strategic risks in an era of electrification and digital disruption. The evidence suggests that while German automakers have the resources to adapt, their institutional inertia may hinder rapid transformation. This tension\u2014between legacy and innovation, between global leadership and local adaptation\u2014remains unresolved.<\/p>\n

What Should the Discerning Observer Conclude About the \u201cBest\u201d German Cars?<\/p>\n

Any attempt to rank or canonize the \u201cbest\u201d German cars is inevitably shaped by subjective criteria and historical contingency. The models highlighted here\u2014spanning the Alpina B3\u2019s subtlety, the Audi Quattro\u2019s technical audacity, the Porsche 911\u2019s evolutionary resilience, and the Volkswagen Beetle\u2019s populist appeal\u2014illustrate the diversity and adaptability of German automotive culture.<\/p>\n

Yet, the informed reader should approach such lists with a critical eye. The evidence supports the view that greatness in automotive design is as much about context, narrative, and unintended consequences as about horsepower or build quality. To understand what makes a German car \u201cgreat\u201d is to engage with a set of shifting standards, contested meanings, and unresolved tensions\u2014an ongoing negotiation rather than a settled fact.<\/p>\n","protected":false},"excerpt":{"rendered":"

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

Germany is famous as the home of some of the world’s great car makers. We look at some of the cars they’ve built that we think are the best<\/p>\n

\n

Germany is one of the most prolific car-building nations in the world.<\/p>\n<\/p>\n

This in turn gives it a brilliant back catalogue of all types of car. Here, we choose the best Germany has to offer from the present and past, arranged in alphabetical order:<\/p>\n

\n

Alpina B3<\/h2>\n

\"Alpina\n<\/p>\n

There has been an Alpina B3 for every generation of BMW 3 Series, with the <\/span>tuning firm<\/span><\/strong> adding more than a sprinkle of extra performance. It all started with the B3 2.7 based on the E30 3 Series and since then these bespoke models have offered a <\/span>subtle<\/span><\/strong>, fast alternative BMW\u2019s own M3 models.<\/span><\/span><\/p>\n

Where Alpina has often found favour with buyers has been its ability to upgrade the 3 Series where BMW has not. Anyone who disappointed by the lack of an <\/span>M3 Touring<\/span><\/strong> would soon find Alpina only too happy to build them a B3 Touring.<\/span><\/span><\/p>\n

\n

Audi Quattro<\/h2>\n

\"Audi\n<\/p>\n

This is the car that Audi has based its entire modern brand on. It created not just the name but the legend of the Quattro all-wheel drive system thanks to the company\u2019s desire to go <\/span>rallying<\/span><\/strong>. The original idea for the four-wheel drive layout came from a military <\/span>truck<\/span><\/strong>, but it was quickly refined to become a world-beater on stage and road.<\/span><\/span><\/p>\n

The Quattro 20v survived in production until <\/span>1991<\/span><\/strong>, long after it was supposed to have been phased out, but demand from UK buyers saw it carry on. It\u2019s also considered the best of the bunch to drive.<\/span><\/span><\/p>\n

\n

Audi R8<\/h2>\n

\"Audi\n<\/p>\n

Like the original TT, Audi took a <\/span>concept<\/span><\/strong> car and turned it into a production reality with the R8. Its genesis was the Le Mans concept and the road car looked little changed. Its dramatic style put Audi right into contention with the Porsche 911 for title of most practical supercar as the first <\/span>4.2-litre V8<\/strong> <\/span>was and is very easy to live with and handling that flatters even very average drivers.<\/span><\/span><\/p>\n

The R8 V10 shares its engine with the <\/span>Lamborghini<\/span><\/strong> Gallardo and Huracan. Audi also briefly offered the <\/span>R8 e-tron<\/span><\/strong> all-electric version in 2015, but fewer than 100 were produced.<\/span><\/span><\/p>\n

\n

Audi TT<\/h2>\n

\"Audi\n<\/p>\n

It did not matter that the first Audi TT was based on the humble Mk4 Volkswagen Golf platform –\u00a0 here was a car that outdid rivals from BMW, Mercedes and <\/span>Porsche<\/span><\/strong> in the style stakes. Waiting lists were long for the first TT coupe, which went on sale in late 1998. Even a recall for an optional rear spoiler to be added, which solved a potential high speed <\/span>instability<\/span><\/strong> concern, could not dampen buyers\u2019 enthusiasm.<\/span><\/span><\/p>\n

Four-wheel drive was standard on the <\/span>225bhp<\/span><\/strong> models and an option with the 180bhp version. A 3.2-litre V6 arrived in 2003, but a 225 Coupe is the one to have as the first TT becomes collectible.<\/span><\/span><\/p>\n

\n

Bitter SC<\/h2>\n

\"Bitter\n<\/p>\n

Erich Bitter started his company in 1969 to offer bespoke cars based on <\/span>Opel<\/span><\/strong> platforms and running gear. The firm really hit its stride with the handsome SC, offered in saloon, coupe and convertible forms. Initially, the 180bhp Opel 3.0-litre engine was a bit underwhelming, but a tuned 3.5-litre unit with <\/span>210bhp<\/strong> <\/span>solved this and delivered 0-62mph in 7.6 seconds and 140mph.<\/span><\/span><\/p>\n

Sales of the SC went on at a trickle between 1979 and 1989, with <\/span>458<\/span><\/strong> made in total and some even had a Ferguson four-wheel drive system fitted.<\/span><\/span><\/p>\n

\n

BMW 2002<\/h2>\n

\"BMW\n<\/p>\n

The 1502 and 1602 introduced the world to small BMW saloons, but it was the 2002 that set the <\/span>template<\/span><\/strong> for those that followed, notably the 3 Series. With 100bhp, the 2.0-litre engine of the 2002 gave it a top speed of more than <\/span>100mph<\/span><\/strong> when most rivals struggled the nudge 90mph.<\/span><\/span><\/p>\n

Then BMW introduced the 2002tii with 130bhp, fuel injection and 120mph. That was then topped by the rare <\/span>Turbo<\/span><\/strong>, offering a heady 170bhp and tail-happy handling.<\/span><\/span><\/p>\n

\n

BMW E30 M3<\/h2>\n

\"BMW\n<\/p>\n

Not just one of the best cars from Germany, BMW\u2019s first M3 helped to define the <\/span>1980s<\/span><\/strong> as a decade. It came with blistered wheelarches, low stance and was a bespoke model with a completely different rear window angle to the standard 3 Series two-door model. Originally BMW planned <\/span>5000<\/span><\/strong> cars to qualify for the European Touring Car Championship, but demand dictated a final tally of 17,184 E30 M3s.<\/span><\/span><\/p>\n

The <\/span>Sport Evolution<\/span><\/strong> was the ultimate E30 M3, complete with a 238bhp 2.5-litre engine and only 600 built.<\/span><\/span><\/p>\n

\n

BMW 5 Series<\/h2>\n

\"BMW\n<\/p>\n

BMW\u2019s <\/span>stalwart<\/span><\/strong> 5 Series made its debut in 1972 with the four-cylinder versions of the E12 generation, followed a year later by the six-pot models. However, it\u2019s the fourth generation <\/span>E39<\/span><\/strong> that is the definitive 5 Series. Unbeaten in almost every magazine comparison test, the E39 offered something for every middle manager form the entry-point 520i to the supreme <\/span>M5<\/span><\/strong>. A sales hit for BMW, up to 250,000 E39s were made in a year and sales totalled almost <\/span>1.5 million<\/span><\/strong>.<\/span><\/span><\/p>\n

\n

Borgward Isabella<\/h2>\n

\"Borgward\n<\/p>\n

The Borgward Isabella could be considered Germany\u2019s answer to the <\/span>Lancia<\/span> <\/span>Aurelia<\/span><\/strong> as it was pretty, cleverly engineered and good to drive. The saloon Isabella, named after company founder Carl Borgward\u2019s <\/span>wife<\/span><\/strong>, arrived in 1954with a 1.5-litre engine featuring an alloy cylinder head. It was joined by the coupe a year later, along with a very rare cabriolet.<\/span><\/span><\/p>\n

Not common outside of Germany, Borgward still sold <\/span>202,862<\/span><\/strong> Isabellas during a seven-year production run.<\/span><\/span><\/p>\n

\n

Ford Capri<\/h2>\n

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

The Ford Capri has Anglo-German roots, being built in both the UK and Germany as Europe\u2019s answer to the <\/span>Mustang<\/span><\/strong> in the US. It was a runaway success, with more almost <\/span>1.9 million<\/span><\/strong> sold altogether across three generations. The most powerful early models used the Essex V6 engine, which took its name from the county where it was born in the UK, but European buyers were offered a <\/span>Cologne<\/span><\/strong> V6 in 2.0- and 2.3-litre capacities.<\/span><\/span><\/p>\n

Ford then used the German-made Cologne V6 as the basis of the <\/span>RS2600<\/span><\/strong> in 1971 to homologate the Capri for racing in the European Touring Car Championship.<\/span><\/span><\/p>\n

\n

Ford Puma<\/h2>\n

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

Ford nailed it when the Cologne-built Puma coupe was launched in <\/span>1997<\/span><\/strong>. There may have been Fiesta underpinnings, but they delivered superb handling and a <\/span>zingy<\/span><\/strong> 1.7-litre engine added to the fun. This motor was built with help from Yamaha, which designed the cylinder head, which gave the motor its free-revving nature and 123bhp.<\/span><\/span><\/p>\n

The Puma Racing\u2019s engine had an extra 30bhp at <\/span>153bhp<\/span><\/strong>, bulging wheelarches, and handling developed by Ford\u2019s racing department.<\/span><\/span><\/p>\n

\n

Ford Sierra<\/h2>\n

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

While anything with \u2018Cosworth\u2019 in the name garners instant attention, it\u2019s easy to overlook the mainstream Ford Sierra. Its smooth styling and hatchback were <\/span>radical<\/span><\/strong> departures from the Cortina\u2019s, though underneath the mechanical similarities were much more obvious. Wagon, saloon, hot hatch, and four-wheel drive models were all added to the line-up to give a sales total of 3.44 million.<\/span><\/span><\/p>\n

The Sierra was styled by <\/span>Patrick Le Qu\u00e9ment<\/span><\/strong>, who went on to shape the Renaults Twingo, Megane, Vel Satis, and Avantime.<\/span><\/span><\/p>\n

\n

Melkus<\/h2>\n

\"Melkus\"\n<\/p>\n

It\u2019s a credit to company founder Heinz Melkus that he managed to build any of his sleek <\/span>RS1000<\/span><\/strong> coupes under the communist dictatorship of East Germany. Using the three-cylinder 1.0-litre two-stroke engine from a Wartburg, the firm managed to build 101 RS1000s, and it also made a Formula Junior <\/span>single-seater<\/span><\/strong> using the same mechanical base.<\/span><\/span><\/p>\n

Melkus ended production in 1986, but the company was <\/span>reformed<\/span><\/strong> by Heinz\u2019s son Peter in 2006 to offer the RS2000 between 2009 and 2012.<\/span><\/span><\/p>\n

\n

Mercedes-Benz A-Class<\/h2>\n

\"Mercedes-Benz\n<\/p>\n

The ubiquity of the first Mercedes A-Class during its on-sale life masks how <\/span>important<\/span><\/strong> this car was. It was the German firm\u2019s first move into the <\/span>small hatch<\/span><\/strong> sector up against the might of the Ford Focus and Volkswagen Golf. Yet the A-Class found considerable success, selling 1.4 million cars in its seven-year run.<\/span><\/span><\/p>\n

The <\/span>sandwich<\/span><\/strong> floor design made the A-Class very safe in a collision, directing the engine under the passenger compartment to protect occupants\u2019 feet and legs.<\/span><\/span><\/p>\n

\n

Mercedes-Benz E-Class<\/h2>\n

\"Mercedes-Benz\n<\/p>\n

At one point, the E-Class accounted for one in every five Mercedes sold <\/span>worldwide<\/span><\/strong>. It remains a hugely important model, but it was never more emblematic of the company than in its late 1980s W124 form. Its build quality and <\/span>reliability<\/span><\/strong> are still legendary and explain why so many of this generation E-Class are still in daily use around the world.<\/span><\/span><\/p>\n

Mercedes also offered a <\/span>handsome<\/span><\/strong> coupe and convertible based on the W124 platform, setting a trend that continues to this day for sleeker E-Class variants.<\/span><\/span><\/p>\n

\n

Mercedes-Benz S-Class<\/h2>\n

\"Mercedes-Benz\n<\/p>\n

The go-to luxury car for decades, the Mercedes S-Class has been with us since <\/span>1965<\/span><\/strong>, giving captains of industry somewhere comfortable to relax. Mercedes has offered long-wheelbase SEL versions of the S-Class since the start, recognising that many owners prefer to <\/span>enjoy<\/span><\/strong> their car from the back seat.<\/span><\/span><\/p>\n

For those customers keener on driving the S-Class, Mercedes originally filled that gap with the <\/span>300SEL 6.3<\/span><\/strong> that could cover 0-60mph in 5.7 seconds and hit <\/span>141mph<\/span><\/strong>. This was in 1967, making it the forerunner of modern AMG versions. <\/span>PHOTO<\/strong>:<\/span> Latest generation model<\/span><\/span><\/p>\n

\n

Mercedes-Benz SL<\/h2>\n

\"Mercedes-Benz\n<\/p>\n

You could pick any era of Mercedes SL and make the case for it as one of Germany\u2019s <\/span>finest<\/span><\/strong> cars. The 1971 R107 model makes an especially compelling argument, but we\u2019d counter with the R230 of 2001 as peak SL. Its looks have not <\/span>aged<\/span><\/strong>, it remains great to drive and the SL55 AMG is as fast as you\u2019ll ever need from a car. Add in the <\/span>folding<\/span><\/strong> metal roof and it\u2019s a superb convertible and coupe.<\/span><\/span><\/p>\n

The SL65 AMG <\/span>Black Series<\/span><\/strong> of 2008 used a 661bhp twin-turbo V12 engine, weighed 250kg less than an SL600, and had its top speed electronically limited to 199mph. A new generation SL has just been unveiled, and we should see it on the road in 2022.<\/span><\/span><\/p>\n

\n

NSU Ro80<\/h2>\n

\"NSU\n<\/p>\n

The NSU Ro80 was made Car of the Year in the 1968, largely due to its <\/span>forward-thinking<\/span><\/strong> styling and use of a twin-rotor Wankel rotary engine. It was undoubtedly a clever car that could cruise smoothly at high speeds. Sadly, that engine proved <\/span>unreliable<\/span><\/strong> and only <\/span>37,204<\/span><\/strong> Ro80s were made over its 11-year life before Volkswagen pulled down the shutters on the NSU name.<\/span><\/span><\/p>\n

Modern technology has <\/span>solved<\/span><\/strong> the rotor tip wear of the Wankel engine, making the Ro80 a desirable classic. Imperfect certainly, but we call the car great because of what it tried to do.<\/span><\/span><\/p>\n

\n

Opel Manta<\/h2>\n

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

Opel was quick to respond to Ford\u2019s Capri with its Manta coupe, a car that also looked to US <\/span>muscle cars<\/strong> <\/span>for its style. The first-generation model, the Manta A, was good, but the B version that followed was great. Better looking, more spacious and, crucially, fine handling. It made full use of its <\/span>110bhp<\/span><\/strong> in 2.0-litre GT\/E form and it outlasted the Capri to carry on till 1988, by which time 603,000 of them had been built.<\/span><\/span><\/p>\n

Opel created the Manta 400 <\/span>Group B<\/span><\/strong> rally car in 1983. Its rear-drive platform was outdated from the moment it arrived against all-wheel drive rivals, but it still put in strong performances on tarmac events.<\/span><\/span><\/p>\n

\n

Opel Monza<\/h2>\n

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

Vauxhall\u2019s Senator was a fine <\/span>alternative<\/span><\/strong> to the Ford Granada, while its handsome Opel Monza sibling had the filed to itself by the late 1970s for affordable mainstream large coupes. At its best in 3.0-litre GS\/E form with <\/span>180bhp<\/span><\/strong>, the Monza could crack 0-60mph in 8.5 seconds and top 120mph. The GS\/E was also notable for its <\/strong><\/span>digital dash<\/span><\/strong> display.<\/span><\/span><\/p>\n

\n

Porsche 356<\/h2>\n

\"Porsche\n<\/p>\n

The first 49 Porsche 356s were built in Gm\u00fcnd, Austria, but this tiny sports car is <\/span>forever<\/span><\/strong> associated with Germany and creator Ferry Porsche. With <\/span>modest<\/span><\/strong> power outputs in most models, the 356 relied on it light weight, aerodynamics and superb handling to beat the opposition. Success in the US gave the company stability and the 356 set the design layout for the <\/span>911<\/span><\/strong> that succeeded it.<\/span><\/span><\/p>\n

The 356 continued in production alongside the 911 into 1965 as some buyers still wanted the earlier car\u2019s looks and smaller engine.<\/span><\/span><\/p>\n

\n

Porsche 911<\/h2>\n

\"Porsche\n<\/p>\n

Has a car ever been more <\/span>intrinsically<\/span><\/strong> linked to the firm that makes it? It\u2019s impossible to think of Porsche without the 911\u2019s influence. It\u2019s been around since <\/span>1964<\/span><\/strong> with a silhouette that \u2018s unchanged, even if the car\u2019s size and power outputs have grown considerably. For some, the air-cooled models will always be the 911s to have, but the <\/span>water-cooled<\/span><\/strong> 996 brought the 911 into the modern age.<\/span><\/span><\/p>\n

Production of water-cooled 911s far exceeds that of air-cooled models, with 443,134 of the earlier models made compared to more than 600,000 of the later cars made from 1998.<\/span><\/span><\/p>\n

\n

Porsche 928<\/h2>\n

\"Porsche\n<\/p>\n

Had Porsche carried through with its plan to <\/span>replace<\/span><\/strong> the 911 with the 928, the company would look very different now. Fortunately, the 928 was launched alongside the 911 as a <\/span>grand touring<\/span><\/strong> luxury coupe, and it fulfilled this role perfectly. A 4.5-litre V8 with 240bhp offered 150mph cruising and the engine grew in capacity and power throughout its life to remain competitive.<\/span><\/span><\/p>\n

The end of the line 928 GTS had a <\/span>5.4-litre<\/span><\/strong> motor producing 345bhp and Porsche also built a Clubsport model for those who wanted a 928 with sharper handling.<\/span><\/span><\/p>\n

\n

Porsche Boxster<\/h2>\n

\"Porsche\n<\/p>\n

Porsche faced tough times in the mid-1990s and the Boxster was its route out of the financial <\/span>mire<\/span><\/strong>. It did this by tempting in new, younger buyers with the mid-engined roadster that had just enough performance to thrill without <\/span>intimidating<\/span><\/strong> these customers. The plan worked, helped by the Boxster and new 996 generation of 911 sharing everything from the windscreen forward.<\/span><\/span><\/p>\n

Demand for the Boxster was so great that from 1997 Porsche used a second factory in <\/span>Finland<\/span><\/strong> run by Valmet.<\/span><\/span><\/p>\n

\n

Ruf CTR<\/h2>\n

\"Ruf\n<\/p>\n

Mention the name <\/span>\u2018Yellowbird\u2019<\/span><\/strong> and any petrol-fuelled enthusiast will know exactly which car and video you\u2019re talking about. The Ruf CTR was made famous by a film of the bright yellow company demonstrator bullying its way around the <\/span>N\u00fcrburgring<\/span><\/strong>. It instantly created a legend and cemented Ruf as a serious tuning company.<\/span><\/span><\/p>\n

The original CTR had a 3.4-litre, <\/span>463bhp<\/span><\/strong> turbocharged engine, but it was based on the 3.2-litre Carrera rather than the 911 Turbo. This was because the 3.2 base was lighter and more aerodynamic. PICTURE: <\/strong>2020 revival model<\/span><\/span><\/p>\n

\n

Smart Fortwo<\/h2>\n

\"Smart\n<\/p>\n

The Smart Fortwo was a <\/span>bubble car<\/span><\/strong> for modern times, addressing the need for a more compact, efficient city car. Its party trick was being able to park nose in to the kerb as it was as long as most cars were wide. Early Smarts were powered by a <\/span>599cc<\/span><\/strong> turbocharged three-cylinder engine, which resulted in 0-60mph in a leisurely 17.2 seconds.<\/span><\/span><\/p>\n

The plastic body panels of the Fortwo were designed to be easily <\/span>swapped<\/span><\/strong> so owners could change the car\u2019s colour whenever they fancied, though the idea never took off.<\/span><\/span><\/p>\n

\n

Trabant<\/h2>\n

\"Trabant\"\n<\/p>\n

Trabant launched its first car in 1957 as a car for the people of East Germany, though the usual wait to get hold of one was around <\/span>10 years<\/span><\/strong>. If it wasn\u2019t for Trabant having a state monopoly on new car sales during the communist era, few would have wanted this poorly made machine with its <\/span>wheezy<\/span><\/strong> two-stroke, two-cylinder engine.<\/span><\/span><\/p>\n

However, the Trabant was ingenious in one respect \u2013 and thus deserves a place in this story – as the body panels were made from <\/span>Duroplast<\/span><\/strong>, a plastic made from <\/span>recycled<\/span><\/strong> cotton waste.<\/span><\/span><\/p>\n

\n

Volkswagen Beetle<\/h2>\n

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

Not just a German, <\/span>the<\/span> German car. Originally intended as the car of the people for Hitler\u2019s Germany and designed before the <\/span>Second World War<\/strong> <\/span>but barely produced before the war interrupted, it was the British Army that got production of the Volkswagen Beetle properly up and running in 1946. These early cars had just 25bhp, but the VW proved <\/span>durable<\/span><\/strong> and easy to keep running.<\/span><\/span><\/p>\n

The final VW Beetle of this original design rolled off the line in <\/span>Mexico<\/span><\/strong> in 2003, after some 21.5 million cars had been produced.<\/span><\/span><\/p>\n

\n

Volkswagen Golf<\/h2>\n

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

A default choice for many drivers, it\u2019s easy to see why when the Volkswagen Golf has <\/span>consistently<\/span><\/strong> evolved to meet the needs and desires of a broad band of drivers. Whether it\u2019s simple family transport, hot hatch, convertible, or high performance you\u2019re after, the Golf does it and does it very well.<\/span><\/span><\/p>\n

The first Golf Cabriolet <\/span>remained<\/span><\/strong> in production until 1993 due to the prohibitive cost of turning the Mk2 hatch into a drop-top. VW in South Africa also carried on building the Mk1 Golf, called the Citi Golf, all the way through to <\/span>2009<\/span><\/strong>.<\/span><\/span><\/p>\n

\n

Volkswagen Polo<\/h2>\n

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

It may not have replaced the Beetle, but the Volkswagen Polo finally offered something thoroughly <\/span>modern<\/span><\/strong> in the company\u2019s range when it arrived in 1975. Neat <\/span>Bertone<\/span><\/strong> styling with a hatchback, roomy cabin, and safe handling made it a very Germanic rival to the Renault 5 and Ford Fiesta.<\/span><\/span><\/p>\n

The second-generation Polo was launched as a small estate in 1981, nicknamed <\/span>\u2018breadvan\u2019<\/span><\/strong>, while the hatch model was called Coup\u00e9 when it arrived in 1983.<\/span><\/span><\/p>\n

\n

Volkswagen Scirocco <\/h2>\n

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

The Golf GTI might get much of the attention<\/strong>, but Volkswagen already had a sporty, front-drive car in its ranks two years before the hot hatch. This was the Scirocco coupe that used the same 110bhp 1.6-litre engine, though the Scirocco was fractionally quicker<\/strong> off the mark with 0-60mph in 8.5 seconds to the GTI\u2019s 8.7.<\/p>\n

The first Scirocco was styled by Giugiaro<\/strong>, while the second generation\u2019s looks were penned in-house to free up more rear headroom.<\/p>\n

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