{"id":75975,"date":"2026-07-15T13:18:08","date_gmt":"2026-07-15T17:18:08","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=75975"},"modified":"2026-07-15T13:19:36","modified_gmt":"2026-07-15T17:19:36","slug":"forgotten-cars-of-the-1990s-reveal-the-decades-overlooked-innovations-and-shifting-automotive-priorities","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/forgotten-cars-of-the-1990s-reveal-the-decades-overlooked-innovations-and-shifting-automotive-priorities\/","title":{"rendered":"Forgotten Cars of the 1990s Reveal the Decade\u2019s Overlooked Innovations and Shifting Automotive Priorities"},"content":{"rendered":"

How Did the 1990s Redefine Automotive Design and Technology?<\/p>\n

The 1990s marked a decisive break from the angular, rectilinear forms that had dominated car design since the 1970s. The evidence suggests that this shift was not merely aesthetic but reflected deeper technological and regulatory changes. Aerodynamics, once the preserve of high-performance vehicles, became a mainstream concern as manufacturers faced tightening fuel economy standards and consumer expectations for refinement. Bulbous, wind-cheating silhouettes proliferated, often at the expense of brand identity or visual drama. Yet, this transition was not universally embraced; enthusiasts and critics alike debated whether these softer forms diluted the character of established marques.<\/p>\n

Concurrently, the widespread adoption of electronic fuel injection systems fundamentally altered the reliability and performance envelope of everyday cars. For the first time, mass-market vehicles achieved a baseline of dependability that had previously been the preserve of premium brands. This democratization of quality, however, also contributed to a certain homogenization\u2014cars became “pretty good” across the board, but less distinctive. The mainstream narrative often overlooks how this technological leveling subtly eroded the cachet of traditional luxury or performance badges, forcing brands to seek new ways to differentiate themselves.<\/p>\n

Which Models Exemplify the Era\u2019s Overlooked Innovations?<\/p>\n

A close reading of the decade\u2019s product landscape reveals a surprising pattern: many of the most technically ambitious or conceptually daring vehicles failed to achieve lasting recognition. The Mercedes-Benz 500E, for example, stands as a case study in collaborative engineering, with Porsche\u2019s involvement yielding a sedan of rare subtlety and capability. Yet, its limited production run and the shadow cast by the BMW M5 consigned it to relative obscurity. Auction results indicate a slow but steady reassessment, though the car\u2019s true historical significance remains underappreciated outside specialist circles.<\/p>\n

Similarly, the Mitsubishi Eclipse GSX and Nissan Sunny GTI-R illustrate the era\u2019s experimentation with turbocharging and all-wheel drive in compact formats. Both models anticipated the 21st-century appetite for accessible performance, but their impact was blunted by shifting corporate priorities\u2014Mitsubishi\u2019s pivot to hybrids, Nissan\u2019s retreat from homologation specials. The evidence suggests that these cars were less victims of intrinsic shortcomings than of strategic misalignment with their parent companies\u2019 evolving narratives.<\/p>\n

The Porsche 968 and Lotus Elan M100 further complicate the picture. Both represent the last iterations of engineering lineages\u2014transaxle Porsches and front-wheel-drive Lotuses\u2014that were ultimately marginalized by market forces and internal brand politics. The 968\u2019s handling prowess and the Elan\u2019s chassis sophistication are well-documented, yet both were dismissed by purists for failing to conform to canonical expectations. This pattern of innovation punished by orthodoxy recurs throughout the decade.<\/p>\n

Why Did Some Technological Advances Fail to Translate into Market Success?<\/p>\n

The decade\u2019s technological ferment did not always yield commercial rewards. The Subaru SVX and Isuzu VehiCROSS, for instance, married advanced drivetrains with unconventional styling, only to find themselves stranded between niche appeal and mainstream acceptance. The SVX\u2019s aircraft-inspired details and the VehiCROSS\u2019s aggressive plastic cladding were, in retrospect, ahead of their time\u2014anticipating the crossover boom and the rise of design-led branding. Yet, both suffered from pricing and positioning missteps, as well as a consumer base unprepared for such radical departures from the norm.<\/p>\n

Methodologically, it is difficult to disentangle the effects of design, marketing, and macroeconomic context on these models\u2019 fates. Sales figures alone do not capture the second-order influence these vehicles exerted on subsequent industry trends. For example, the GMC Typhoon\u2019s performance SUV template would only be widely imitated decades later, suggesting that the market\u2019s readiness for innovation is as important as the innovation itself.<\/p>\n

Who Benefited\u2014and Who Lost Out\u2014from the Era\u2019s Shifting Priorities?<\/p>\n

The 1990s\u2019 embrace of reliability and efficiency undeniably benefited the average consumer, who could now expect a higher standard of quality at lower price points. Yet, this same process marginalized the idiosyncratic, the experimental, and the regionally specific. Cars like the Citroen AX GTI or Proton Satria GTi, which embodied local engineering priorities or enthusiast subcultures, faded as global platforms and badge engineering became the norm.<\/p>\n

Manufacturers with deep pockets and global ambitions\u2014Toyota, Volkswagen, Ford\u2014consolidated their dominance, while smaller or less adaptable firms struggled. The fate of the MTX Tatra V8, a Czech supercar project derailed by disaster, is emblematic: even when technical achievement was present, structural vulnerabilities\u2014be they financial, infrastructural, or reputational\u2014could prove fatal.<\/p>\n

What Structural Blind Spots Persist in Mainstream Automotive Histories?<\/p>\n

Mainstream accounts of 1990s automotive history tend to focus on a handful of icons: the Toyota Supra, Mazda MX-5, BMW M3. This selective memory obscures the diversity and risk-taking that characterized the decade\u2019s broader production. The tendency to equate sales success with historical importance overlooks the contingent, sometimes arbitrary factors that determine which models are remembered and which are forgotten.<\/p>\n

Moreover, the focus on performance metrics or headline features often neglects the lived experience of ownership, the nuances of regional market adaptation, and the afterlives of these vehicles in enthusiast communities. The Honda Accord Type-R, for example, is rarely acknowledged as a bridge between sports sedans and mainstream family cars\u2014a role that, in retrospect, foreshadowed the blurring of categories that defines today\u2019s market.<\/p>\n

What Should an Informed Reader Conclude About the 1990s\u2019 Automotive Legacy?<\/p>\n

The evidence suggests that the 1990s were less a period of uniform progress than of contested transition. For every model that achieved canonical status, several others advanced the state of the art in ways that only became apparent in hindsight. The decade\u2019s true legacy may lie in its willingness to experiment\u2014sometimes recklessly, sometimes presciently\u2014with form, function, and identity.<\/p>\n

For the discerning observer, the lesson is clear: historical significance is not always coterminous with commercial success or critical acclaim. To understand the full complexity of automotive evolution, one must attend to the outliers, the failures, and the forgotten experiments. Their stories, often neglected, illuminate the structural forces, blind spots, and counterfactuals that shape not only what we drive, but how we remember.<\/p>\n","protected":false},"excerpt":{"rendered":"

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

The decade marking the most significant change in car design yet seen, but some undeservedly slipped our net…<\/p>\n

\n

The \u201890s saw a sea-change in cars. <\/p>\n<\/p>\n

Out went the straight lines and sharp edges of the \u201870s and \u201880s, in came sleeker<\/strong>, aerodynamic and bulbous designs<\/strong>. And the decade also brought in widespread use of fuel injection<\/strong>, which greatly boosted reliability; arguably \u2018most cars became pretty good\u2019 on that front for the first time in the decade. And some got the credit in terms of fame and sales. But not this lot, which (usually) deserve to be better remembered\u2026.<\/p>\n

\n

Mercedes-Benz 500E<\/h2>\n

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

The 500E was built from 1991 to 1994. Mercedes hired Porsche which took a bog-standard W124 and redesigned the chassis to fit the 322bhp 5.0-litre V8 from the SL while also changing various bits in the suspension and the drivetrain \u2014 muscular bodywork was also fitted to compliment the engine. Only 10,479 cars were made during its production run, making them a rarity. One sold at auction in 2021 for \u00a332,250, but the car has long lived unfairly in the shadow of the BMW M5.<\/p>\n

\n

Mitsubishi Eclipse GSX<\/h2>\n

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

When the Eclipse GSX arrived in the \u201890s, it was an instant hit because of its petite size, four-wheel drive chassis and turbocharged four-cylinder, capable of blowing the doors off most American sports cars of the era. The GSX was the range-topping AWD model, producing 195bhp<\/strong> and capable of 0-60mph in under 7sec<\/strong>. Mitsubishi eventually dropped the Eclipse to focus on hybrid technology.<\/p>\n

\n

Porsche 968<\/h2>\n

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

Porsche\u2019s famous models include the 944, 911, Boxster and 928; the 968, however, was simply forgotten about. Its engine had the same layout as the 944, although Porsche had introduced its VarioCam system for the 968. With 237bhp<\/strong>, it was a 156mph<\/strong> car even though the focus was predominantly on handling.\u00a0<\/p>\n

It was the last of Porsche\u2019s transaxle layout and fans looked down on these with disappointment – they wanted cars like the mid-engined 911. A shame really, as the 968 had the recipe for a good Porsche: speed, agility, luxury and looks.<\/p>\n

\n

Nissan Sunny GTI-R<\/h2>\n

\"Nissan\n<\/p>\n

Even without a push from Nissan, the GTI-R rapidly gained a cult following in the early to mid-2000s but quickly slipped off the radar. The basic Sunny\u2019s goal was to be a cheap A to B car that would sell in large numbers but, in the early 1990s, Nissan turned its attention to motorsport and WRC\u2019s Group A was the target.\u00a0<\/p>\n

It would go up against Mazda\u2019s 323 but the average Sunny would be clobbered. Drastic changes were made and the GTI-R was born. Sold as the Pulsar in Japan, the GTI-R had a turbocharged 2.0-litre<\/span> with 220bhp fed through all four wheels. Overall, Nissan produced just 14,613<\/strong> cars.<\/p>\n

\n

Dodge Neon R\/T<\/h2>\n

\"Dodge\n<\/p>\n

The Road\/Track (R\/T) emblem graced the front and rear of the iconic \u201870s Charger and Challenger – but as time went on, Dodge experimented with more family-oriented cars such as the Neon. The Neon started in life as 1.8-litre<\/span> but, in 1998, the R\/T variant arrived with a 2.0-litre<\/span>. R\/Ts were previously known to be the fire-breathing guise, but the Neon possessed just 150bhp<\/strong>, an 18bhp increase over standard.\u00a0<\/p>\n

Although it was faster than the Golf GTi of the same period, many claimed it lacked the sophistication of cars like the Ford Focus. Soon, the R\/T vanished into the history books.<\/p>\n

\n

Volvo 850R<\/h2>\n

\"Volvo\n<\/p>\n

As cars like the C5 Audi RS6 and the more modern Volvo V50 T5 moved into the 2000s, the legendary 850R was pushed aside. The 850 replaced the 240 and it was offered as both a sedan and an wagon. In 1996, the 850R arrived which had 18bhp more than the standard 850 Turbo, or 247bhp<\/strong> in total, and a turbocharged 2.3-litre<\/span>.\u00a0<\/p>\n

62mph from rest was over in just 6.9sec with the five-speed manual, or 7.5sec with the four-speed auto. It had subtle sporty bodywork, 17\u201d alloys, Alcantara seats and a two-tone leather steering wheel.<\/p>\n

\n

Volkswagen Corrado<\/h2>\n

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

Focus was mainly on the hot VR6 version of the Corrado and today it remains that way. However, the Corrado was available in other guises as well, such as the 1.8-litre<\/span> 134bhp and the supercharged 1.8-litre\u00a0<\/span>158bhp<\/strong> G60. In 1992, a 2.0-litre\u00a0<\/span>134bhp<\/strong> was introduced and then the 187bhp VR6, which was followed by another 2.0-litre<\/span>, producing 113bhp.\u00a0<\/strong><\/p>\n

In base form, the Corrado still looked majestic and it featured an active aero spoiler. In total, 97,521 Corrados were made.<\/p>\n

\n

Vauxhall Corsa B GSI<\/h2>\n

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

The GSI badge was placed on cars that had gone through Vauxhall\u2019s \u2018hot\u2019 tuning, giving those, who wanted more oomph from the likes of the Astra and Corsa, another avenue. Vauxhall had already given the Nova the GSI treatment and the next small car in line was the humble Corsa B. Weighing in at just under one tonne, the GSI had 108bhp meaning that 0-60mph was under 10sec <\/strong>and a 119mph <\/strong>top speed was achievable.\u00a0<\/p>\n

Sporty bodywork and agile steering made it popular. Vauxhall had to keep up with design and in 2000 the Corsa B was discontinued and the more modern Corsa C was introduced.<\/p>\n

\n

Nissan 100NX<\/h2>\n

\"Nissan\n<\/p>\n

Arriving in 1990, the 100NX was a front-wheel drive sports car that was loosely based on the 1987 Nissan Pulsar. Underneath, it had the 1.6-litre<\/span>from the Sentra although buyers could opt for a more powerful 2.0-litre\u00a0<\/span>from the Sentra SE-R. Most buyers purchased T-Top variants but there was also the option of a hardtop. In 2.0-litre\u00a0<\/span>form, the NX, with its lightweight stiff chassis and limited-slip differential, was considered one the best handling front-wheel drive cars of its era, next to the Lotus Elan. Unfortunately, the 100NX failed to reach the set sales figures and it was dropped.<\/p>\n

\n

Lincoln Mark VIII <\/h2>\n

\"Lincoln\n<\/p>\n

The Mark VIII was an opulent grand tourer produced by Lincoln from 1993 to 1998 and rivalled the Cadillac Eldorado. It used a similar platform to that found on the Ford Thunderbird and Ford Cougar, although it was slightly larger. It had a long hood and a sharp front end, complete with elongated headlights.\u00a0<\/p>\n

Its 4.6-litre<\/span> V8 powerplant it produced 280bhp<\/strong>. A facelift arrived in 1997, which gave it a smoother front and rear. In total, 122,060 <\/strong>were made.<\/p>\n

\n

Ford\/Mercury Cougar<\/h2>\n

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

Ford had already released the Puma at this point and a year later the Cougar followed. It was a coupe that was intended to be the third-generation Ford Probe but the name was dropped. When it first arrived, it had mixed reviews due to its bulbous styling, but it handled well enough, and buyers could choose from two gasoline engines: a 123bhp<\/strong> 2.0-litre<\/span> or a 168bhp <\/strong>2.5-litre<\/span>.\u00a0<\/p>\n

A similarly priced Toyota Celica GT from the same era, with similar power levels, was quicker and became a popular alternative, whilst those looking for a fast Ford were often found going for the Mondeo ST200 or ST24 instead.\u00a0 The Cougar sported Mercury badging in North America.<\/p>\n

\n

Suzuki X-90<\/h2>\n

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

A two-seater short-wheelbase convertible SUV? The similar Toyota Rav4 just hit differently than the little Suzuki, and as a result, the X-90 earned its Barbie-Doll-jeep moniker. In rough offroad environments, it was perfectly capable, although the 95bhp<\/strong> 1.6-litre<\/span> struggled at steeper inclines. Buyers also could have it in four-wheel drive or rear-wheel drive.\u00a0<\/p>\n

When it came to sales, the X-90 flopped and only 7000 <\/strong>were sold in the US, a market that Suzuki thought would have buyers digging deep. Eventually, after little success, Suzuki canceled the X-90 after just two years of production.<\/p>\n

\n

Mitsubishi Galant VR-4<\/h2>\n

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

Generation seven Galants, built from 1992 to 1998, also had a VR-4 option, but the most memorable for the UK is said to be the eight-gen, built from 1996 to 2006. There were various Galant options available, from diesel to gasoline, but those who had deeper pockets could spec the range-topping VR-4. Buyers were rewarded with a 276bhp four-wheel drive brute capable of 160mph<\/strong> derestricted and 0-60mph was over in just 5.3sec.\u00a0<\/p>\n

An automatic five-speed was available which was based on Porsche\u2019s Tiptronic. Eventually, the Galant was dropped in favor of the Lancer Evolution series.<\/p>\n

\n

Lotus Elan M100<\/h2>\n

\"Lotus\n<\/p>\n

Elan M100s have climbed slightly in popularity, but for a long while they remained a bygone. In its short production run, from 1989 to 1995, Lotus made just 4700 <\/strong>Elans over two series: the SE and S2. A feisty 162bhp turbocharged 1.6-litre<\/span> sat up front, driving the front wheels, while the chassis was rigid which minimised body roll.<\/p>\n

A naturally aspirated 1.6-litre<\/span> was also available. It was classed as one of the quickest point-to-point cars available. People simply couldn\u2019t see past the idea of a front-wheel drive Lotus sports car, never mind a front-wheel drive Lotus, and while sales and interest started strong, they eventually divebombed. Lotus sold the rights to Kia, who sold the car in South Korea bearing that badge for a couple of years.<\/p>\n

\n

Honda Del Sol<\/h2>\n

\"Honda\n<\/p>\n

The CR-X was gone, and Honda needed to replace it with something just as sporty \u2014 enter the Del Sol. It shared its underpinnings with the Civic and the name Del Sol, which means \u2018of the sun\u2019 in Spanish, was a perfect fit as it was a convertible. When the Del Sol is brought up in conversation, it\u2019s often remembered for its party trick \u2014 the TransTop. At the click of a button, the trunk lid would rise and two arms would extend to collect the 11kg<\/strong> hardtop.\u00a0<\/p>\n

The driver would lock the lid to the arms, the arms would then retract, and the trunk lid would lower. Of course, if you didn\u2019t like showing off, you could opt for the manual hardtop. The Mazda MX-5, however, delivered better thrills and people bought it instead.<\/p>\n

\n

Citroen AX GTI<\/h2>\n

\"Citroen\n<\/p>\n

AXs could be spotted zinging about town centers all over the UK during the \u201880s and \u201890s, they were small, cheap and largely popular. The UK saw the arrival of the hot GTI guise in 1992. What you got was a sub-800kg <\/strong>car with a hungry 99bhp <\/strong>1.4-litre<\/span>.\u00a0<\/p>\n

This meant that, off the mark, the little AX GTI could rival bigger, more powerful cars up to 60mph from a standstill (8.5sec); it pirouetted around bends as it cocked its wheels and, if it had enough room, it would eventually hit 120mph. As the Saxo was introduced, Citroen had to cut their range and the AX was axed.<\/p>\n

\n

Mercury Capri<\/h2>\n

\"Mercury\n<\/p>\n

Many people loved the Capri of the \u201870s, it was cool with its fastback styling, long hood and Ford Mustang roots. A second generation arrived in 1970 which kept the fastback styling but had more modern lines and aesthetics. Then the third-gen hit in 1991. It was built by Ford Australia to rival the Mazda MX-5\/Miata and Toyota MR2 and it used many Mazda 323 components.\u00a0<\/p>\n

Larger engines were no longer an option and those interested had a choice of either a 100bhp Mazda 1.6-litre<\/span> or the same 1.6-litre\u00a0<\/span>with a turbocharger attached, producing 132bhp<\/strong>. The MR2 and Miata did the job better, leaving the Capri in the history books.<\/p>\n

\n

Mazda MX-3<\/h2>\n

\"Mazda\n<\/p>\n

Unlike the MX-5, the MX-3 was a four-seater, and it had front-wheel drive. It shared the 323\u2019s underpinnings and was built from 1991 to 1998 before Mazda canned production due to the MX-5 becoming more popular. There was a choice of engines: a 1.5-litre<\/span>, a 1.6-litre<\/span>, a 1.8-litre\u00a0<\/span>and a 1.8-litre\u00a0<\/span>V6. At the rear, Mazda used its Twin-Trapezoidal Link technology, which delivered all the benefits of four-wheel steering without the extra weight.<\/p>\n

\n

Mitsubishi 3000GT<\/h2>\n

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

The market was popular for grand-touring sports cars during the \u201890s. Mazda had the RX-7, Nissan had the 300ZX, Toyota had the Supra and Honda – the NSX. Mitsubishi had to compete and so the 3000GT was born, remaining the brand\u2019s flagship model for the rest of the era. Due to various US regulations, Mitsubishi was forced to strangle the 3.0-litre<\/span> V6 powerplant to produce just 164bhp, but it later introduced a 222bhp GT guise.\u00a0<\/p>\n

Europe, however, got full power with the GT producing 282bhp<\/strong>. The 3000GT was a mechanical complexity and it was pulled because future generations would cost too much to produce.<\/p>\n

\n

Alfa Romeo 164<\/h2>\n

\"Alfa\n<\/p>\n

Although built in 1987, the 164 makes our list due to its popularity in the \u201890s and the introduction of the fast Quadrifoglio Verde and Q4 models. Before the two hot guises, Alfa gave buyers, who were looking at an executive German sedan, further food for thought with the 164. In base form, there were three engines: a 2.0-litre<\/span> Twin Spark, a 3.0-litre\u00a0<\/span>V6 12-valve and a 2.5 diesel. In 1990, this expanded with a 2.0-litre\u00a0<\/span>Turbo and then the 229bhp Quadrifoglio Verde. In 1998, Alfa dropped the 164 for the more curvaceous 166.<\/p>\n

\n

Audi S4<\/h2>\n

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

Introduced in 1991, the C4 S4 was aimed at those with a lead right foot, in addition, the 200 Quattro Turbo had been on the go for a while at this point and needed replacing. Two engines were available: a turbocharged 2.2-litre<\/span>, which fed 227bhp<\/strong> to all four wheels using Audi\u2019s quattro system, and a 276bhp<\/strong> 4.2-litre<\/span> V8, only available in the \u2018Plus\u2019 trim.\u00a0<\/p>\n

The S4 lived a short life and was canceled in 1994. This was because Audi planned to re-introduce the car as an S6, the S6 would go on to mirror the S4 mechanically but it featured small cosmetic changes.<\/p>\n

\n

Mitsouka Viewt<\/h2>\n

\"Mitsouka\n<\/p>\n

Since its release in 1993, the Viewt had people bewildered: \u201cIs that a 1963 MkII Jag?\u201d. Not quite. It almost looked like one from the front but that was Mitsouka’s intention. If you were to lift off the glinty bodywork, you\u2019d be met with a Nissan Micra or March as it was known in Japan.\u00a0<\/p>\n

By looking through the windows, you\u2019d quickly notice that the interior had nothing to do with the Jaguar\u2019s either. Those interested could have a 1.0-litre<\/span> or a 1.3-litre\u00a0<\/span>in either a manual or automatic. The Viewt was never sold in the UK but found its way to UK soil via importers.<\/p>\n

\n

Toyota Celica<\/h2>\n

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

The Celica name was popular, especially when it comes to the seventh-generation cars released from 1999 to 2006. The fifth-generation 1990s cars, however, were made for a really short period of time, until 1993, before Toyota opted to focus on the updated sixth generation. Various trim levels were offered but Europe only received the ST-I \u2014 a 103bhp <\/strong>1.6-litre<\/span>, the 2.0-litre\u00a0<\/span>GT-I \u2014 a 158bhp<\/strong> 2.0-litre<\/span>, and the ST185 GT-Four which had 232bhp.<\/strong><\/p>\n

\n

Mercedes C36 AMG<\/h2>\n

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

It was difficult to tell the C36 AMG and the car it was based on, the C280 Sport, apart; the big giveaways were the AMG badges, twin-exhaust and the 3.6-litre\u00a0<\/span>straight-six which produced 280bhp. It was a 155mph car, capable of cracking 0-62mph in 6.7sec, putting it in the firing line of the BMW M3. While the BMW was considered a better driver, Mercedes stepped up and offered the C43 AMG \u2014 a V8 variant with 306bhp that directly replaced the C36. Only 5221 <\/strong>C36 AMGs were made with 378 <\/strong>making it to the UK.<\/p>\n

\n

Subaru SVX<\/h2>\n

\"Subaru\n<\/p>\n

Subaru\u2019s go at a grand tourer resulted in the SVX, a car designed by Giorgetto Giugiaro, the man behind the Lotus Esprit and DMC DeLorean. The SVX had four-wheel drive, funky side windows, an aircraft-inspired instrument panel and a jet-fighter-like glass roof. Upon its arrival, it was popular with the media but not the public as its design was outlandish and it was expensive.\u00a0<\/p>\n

The 3.3-litre<\/span> flat-six produced 230bhp<\/strong> but it was held back by a slow four-speed automatic gearbox, restricting its full performance potential and putting the final nail in the coffin. Its lack of popularity saw Subaru pull it from sale after five years.<\/p>\n

\n

Lexus SC<\/h2>\n

\"Lexus\n<\/p>\n

Mercedes had the CL and it was Lexus\u2019s time to compete with its new SC. On offer was the SC 400 which featured a 4.0-litre<\/span> V8 and the SC 300 which had a 3.0-litre<\/span> inline six. The SC 300 was the one to get a five-speed manual whereas the rest had four-speed or five-speed automatics. Lexus built the SC till 2000 before it was canceled to make way for the second generation.\u00a0<\/p>\n

A car that received points for luxury but also received heavy scrutiny because of its design. Lexus produced just 33,000 first gen SC300s and 49,538<\/strong> SC400 variants.<\/p>\n

\n

Isuzu VehiCROSS<\/h2>\n

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

When looking at the VehiCROSS concept car, it looks like Isuzu changed very little for the production version. Built from 1997 to 2001, it had a direct relation with the Isuzu Trooper as most of its components were shared and Isuzu planned to build just 5958<\/strong> vehicles, most of which were to be sold in the US. The four-wheel drive was computer-controller \u201cTorque On Demand\u201d system and there was a separate off-road low-gear system.\u00a0<\/p>\n

While perfectly capable, it suffered the same fate as the Pontiac Aztec and many struggled to get over its looks.<\/p>\n

\n

Aston Martin Vantage V550<\/h2>\n

\"Aston\n<\/p>\n

Like many previous Aston Martins, it was only a matter of time before a high-performance Vantage guise would land on the Virage production line. From 1993 to 2000, Aston Martin produced only 239<\/strong> standard Vantages and 40 <\/strong>Le Mans special edition cars making them extremely scarce. Over the standard Virage\u2019s 5.3-litre<\/span>, producing 330bhp<\/strong>, the Vantage had twin superchargers at its disposal, which meant power was now upped to 550bhp<\/strong>, despite using the same engine.<\/p>\n

\n

Maserati Shamal<\/h2>\n

\"Maserati\n<\/p>\n

Marcello Gandini, designer of the Lamborghini Countach, and Maserati joined forces to design the 2+2 grand tourer Shamal. Built from 1990 to 1996, the Shamal came at a time when Maserati was drowning in debt and therefore couldn\u2019t afford to build an entirely new car. As a result, the Biturbo parts bin was robbed and the Shamal had the Biturbo\u2019s body shell, doors and interior but it sat on a Biturbo Spyder wheelbase which was shorter.\u00a0<\/p>\n

The twin-turbocharged 2.8-litre<\/span> V6 was also taken from a Biturbo and fitted to the Shamal but it was given an extra bank of cylinders. With various other changes, the result was a twin-turbocharged 3.2-litre<\/span> V8 with 322bhp. Only 369 examples were ever made.<\/p>\n

\n

Ferrari 456<\/h2>\n

\"Ferrari\n<\/p>\n

It was time to replace the front-engined four-seater 412 with something more modern and, in 1992, Ferrari had the answer with the 456. It was the last in the Ferrari line-up to feature pop-up headlights; when production ended in 1997 with just 3289<\/strong> units made, Ferrari replaced it with the 612 Scaglietti.\u00a0<\/p>\n

Buyers could have the 456 with either a six-speed manual or a four-speed<\/strong> automatic gearbox but the 436bhp 5.5-litre<\/span> V12 (derived from the Dino V6) was the only engine choice; it was enough to get the car to 192mph. In 1998, the 456M arrived which featured aerodynamic, cooling and interior updates.<\/p>\n

\n

MTX Tatra V8<\/h2>\n

\"MTX\n<\/p>\n

Back in 1991, a Czech Republic car builder, MTX, paired up with Tatra to venture from building Formula One cars and build a supercar \u2014 the result was the Tatra V8. Equipped with a 302bhp<\/strong> 3.9-litre<\/span> V8, the Tatra V8 was the fastest Czech car of its time, reaching 62mph from rest in 5.6sec <\/strong>while being capable of 165mph<\/strong>. It was teased at the auto show in Prague in 1991 where 200 orders were placed, but in the early stages of production the factory burned to the ground with only four cars ever built.<\/p>\n

\n

Vector W8<\/h2>\n

\"Vector\n<\/p>\n

Gerald Wiegert, Vector\u2019s company founder, had a dream of building the ultimate sports car and in 1980 he came up with the W2 prototype. It was presented to the public in 1976 but production was delayed due to lack of financial backing and a world economy plunge. In 1980, finances were better and Vector grew to 80 employees meaning that the W2\u2019s successor, the W8, could proceed.\u00a0<\/p>\n

It was given a 6.0-litre\u00a0<\/span>twin-turbocharged V8 <\/strong>powerplant and, at 8psi<\/strong>, it produced 625bhp<\/strong>. Boost could be adjusted in the cabin and during testing the car managed 1200bhp. Unfortunately, a hostile takeover by Megatech ended the W8 in 1993 after just 22 cars were produced.<\/p>\n

\n

Honda Accord Type-R<\/h2>\n

\"Honda\n<\/p>\n

There was no real direct competition for the Accord Type-R when it arrived in 1998: the Ford Mondeo ST200 and Vauxhall Vectra GSI were fast repmobiles and the Integra Type-R was classed as a sports car. Honda used a 2.2-litre<\/span> VTEC producing 217bhp<\/strong> with 164lb ft at 6700rpm while the chassis and suspension were both stiffer in comparison to the standard car. It also received a limited-slip differential, dual exhaust, better brakes, Xenon headlights and Recaro seats.\u00a0<\/p>\n

Honda made only 3789 Accord Type-Rs before stopping production in 2002. There was no dramatic reason for this, but it was a car that belonged to the sports sedan class, something that no longer existed.<\/p>\n

\n

Proton Satria GTi<\/h2>\n

\"Proton\n<\/p>\n

When building the Satria GTi, Proton opted for a 1.8-litre<\/span> Mitsubishi Lancer GSR engine without the turbo. The compression was increased to make up for the forced induction loss which meant power landed in at 138bhp. Lotus hopped on board to assist with the handling and, as a result, it was among the fastest Proton models ever made.\u00a0<\/p>\n

Proton had built it to pick fights with the Volkswagen Polo GTI and the Peugeot 206 GTI but it wasn\u2019t enough to persuade the public to part with their hard-earned cash and, in 2005, the Satria GTi came to an end and slowly disappeared from our roads.<\/p>\n

\n

Nissan R390 GT1<\/h2>\n

\"Nissan\n<\/p>\n

In the 1990s, Nissan was entering into Le Mans and, before they could do so, they needed to meet homologation rules which stated that a road-going version of the racecar had to be built. Nissan developed one R390 road car and never had the intent of mass production.\u00a0<\/p>\n

It\u2019s powered by the same twin-turbocharged 3.5-litre<\/span> V8 that\u2019s in the racecar and feeds 550bhp to the rear wheels via a six-speed manual gearbox. Later, one of the race cars was modified over two years so it could be driven on the road. It kept 95% of its race car components. The styling effort here was led by Ian Callum, then working for TWR.<\/p>\n

\n

Rover Metro<\/h2>\n

\"Rover\n<\/p>\n

Originally known as the Austin Metro, the Rover Metro arrived in 1990 and came with heavy design changes. The K-series engines were introduced in 1.1 and 1.4-litre<\/span> sizes while a 1.4-litre\u00a0<\/span>diesel was also available. In 1994, the new Rover 100 appeared: a revised variant of the Metro which kept the same gasoline engine sizes but buyers could now have a 1.5-litre\u00a0<\/span>diesel.\u00a0<\/p>\n

When 1997 arrived, Euro NCAP put the Rover 100 through a multitude of crash tests and it failed drastically<\/strong>, giving just one star for adult occupancy. With sales collapsing, Rover pulled it from the line-up.<\/p>\n

\n

GMC Typhoon<\/h2>\n

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

For those who are fans of performance SUVs, the Typhoon was the car that started it all. It was powered by the same engine its Syclone sibling had, a 4.3-litre<\/span> 280bhp<\/strong> V6, but it featured unique pistons and a throttle body from a 5.7-litre\u00a0<\/span>Chevrolet small block engine. It sent power to all four wheels and although it only came with a four-speed automatic, it could hit 60mph from nought in 5.3sec and reach the quarter mile in 14.1sec.\u00a0<\/p>\n

This meant performance that could rival both the Ferrari 348TS and Chevrolet Corvette. GM produced just 4697 cars from 1992 to 1993.<\/p>\n

\n

De Tomaso Guara<\/h2>\n

\"De\n<\/p>\n

In design terms, Alejandro de Tomaso based his Guara idea on the Maserati Barchetta Stradale prototype from the early \u201890s. The fiberglass and kevlar body sat on an aluminum backbone chassis with suspension like that of a Formula One car. Ford was originally meant to supply engines for the car but was unable to, and attention was turned to BMW engines instead.\u00a0<\/p>\n

Early cars used the V8 found in the BMW 840Ci which gave 280bhp but BMW later phased out this engine and Guara\u2019s were later given a 4.6-litre<\/span> V8 with 316bhp.<\/strong> Only 52 cars were produced from 1994 to 2004 as De Tomaso went into liquidation.<\/p>\n

\n

Renault Sport Spider<\/h2>\n

\"Renault\n<\/p>\n

The Renault 5 Turbo was a success and Renault decided that a sport division was needed – to kick things off, they made the Renault Sport Spider. The Spider would serve in Renault\u2019s one-make racing series and serve as a road car. Production started in 1996 and all cars were fitted with a small aero screen but, in 1997, buyers could choose to have a full windshield with a windshield wiper, whilst all cars got scissor doors.\u00a0<\/p>\n

Its chassis was made from aluminum while the bodywork was a plastic composite, the engine was robbed from a Clio Williams and produced 148bhp. Renault made just 1726 Sport Spiders before seizing production.<\/p>\n

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