{"id":76372,"date":"2026-07-19T13:18:08","date_gmt":"2026-07-19T17:18:08","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=76372"},"modified":"2026-07-19T13:19:26","modified_gmt":"2026-07-19T17:19:26","slug":"1980s-cars-and-the-lessons-of-obsolescence-how-forgotten-models-reveal-shifting-industry-priorities-and-consumer-tastes","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/1980s-cars-and-the-lessons-of-obsolescence-how-forgotten-models-reveal-shifting-industry-priorities-and-consumer-tastes\/","title":{"rendered":"1980s Cars and the Lessons of Obsolescence: How Forgotten Models Reveal Shifting Industry Priorities and Consumer Tastes"},"content":{"rendered":"

How Economic and Geopolitical Turbulence Shaped the 1980s Automotive Landscape<\/p>\n

The 1980s, often remembered for its cultural exuberance, was in fact a decade marked by economic volatility, high fuel prices, and persistent inflation\u2014conditions that closely parallel certain aspects of the present era. These macroeconomic headwinds, coupled with shifting consumer priorities and regulatory changes, created a crucible in which automakers were forced to adapt, innovate, or quietly exit the stage. The evidence suggests that the cars most likely to be forgotten from this period were not necessarily the least capable or imaginative, but rather those that failed to align with the rapidly evolving demands of their time or were casualties of structural industry limitations.<\/p>\n

Why Did Some Technically Innovative Cars Fade into Obscurity?<\/p>\n

A recurring pattern emerges: technical innovation alone rarely guaranteed commercial success. The Midas Bronze, for example, was the first glassfibre monocoque car to pass contemporary crash tests and boasted design input from luminaries such as Gordon Murray. Yet, a catastrophic factory fire and the absence of robust financial backing truncated its trajectory. Similarly, the Stevens Cipher, praised for its lightweight construction and forward-thinking design, never progressed beyond a handful of prototypes due to insufficient capital. These cases illustrate a critical tension: while the 1980s rewarded bold engineering, the decade\u2019s unforgiving economic climate and the absence of institutional support often rendered such advances commercially moot.<\/p>\n

The Isuzu Impulse and MVS Venturi further complicate the narrative. Both featured design or engineering partnerships with renowned firms\u2014Giugiaro and Lotus for the Impulse, Renault for the Venturi\u2014yet neither achieved lasting market traction. The evidence here suggests that being \u201cahead of one\u2019s time\u201d can be a liability as much as an asset, particularly when consumer tastes are in flux or when a brand lacks the marketing muscle to educate and persuade a skeptical public.<\/p>\n

How Did Shifting Consumer Preferences and Regulatory Pressures Influence Outcomes?<\/p>\n

The decade\u2019s regulatory environment, especially in the United States, exerted a profound influence on which models thrived and which languished. The Citro\u00ebn CXA CX, for instance, was effectively legislated out of the American market due to its hydropneumatic suspension system, despite efforts by importers to retrofit the car for compliance. The AMC Eagle Kammback, with its innovative switchable four-wheel drive, was an early attempt to anticipate the crossover trend, but its manual engagement system and niche positioning limited its appeal. In both cases, regulatory and practical hurdles outpaced consumer readiness for such features.<\/p>\n

Conversely, models like the Suzuki Samurai and Daihatsu Rocky encountered reputational headwinds. The Samurai\u2019s alleged instability, amplified by media coverage and subsequent litigation, became a self-perpetuating narrative that undermined its commercial prospects, despite robust initial sales. The Rocky\u2019s compact dimensions and underpowered engines, while suitable for its home markets, proved ill-suited to American preferences, highlighting the risks of misreading regional consumer expectations.<\/p>\n

What Role Did Corporate Strategy and Brand Positioning Play?<\/p>\n

The 1980s were also a period of experimentation with badge engineering and cross-brand collaborations, often with mixed results. The Cadillac Cimarron, essentially a rebadged Chevrolet Cavalier rushed to market under duress, is widely cited as a cautionary tale of brand dilution. Despite steady initial sales, its lack of differentiation eroded Cadillac\u2019s cachet and arguably inflicted long-term reputational damage. The Chrysler TC by Maserati, a transatlantic partnership that promised much on paper, faltered due to delayed production, ambiguous positioning, and an engine lineup that failed to deliver on the Maserati mystique. In both cases, the evidence points to a structural blind spot: the assumption that brand equity could be transferred or manufactured without substantive product differentiation.<\/p>\n

Not all collaborations were doomed. The Bertone Freeclimber, which married Italian design with Japanese underpinnings and German engines, found a modest but sustainable niche. Its relative success, however, was circumscribed by its limited production run and the idiosyncratic tastes of its target market. The lesson here is that cross-brand ventures could succeed under specific conditions\u2014namely, when they offered genuine added value and navigated the complexities of global supply chains and consumer perceptions.<\/p>\n

Who Benefited\u2014and Who Lost\u2014From These Forgotten Models?<\/p>\n

The direct beneficiaries of these experiments were often small but passionate communities of enthusiasts who valued rarity, technical novelty, or the contrarian appeal of owning a car overlooked by the mainstream. The BMW Z1, with its unconventional drop-down doors and limited production, has since acquired a cult following, despite its lukewarm reception at launch. The Marcos Mantula and Vegantune Evante, both produced in tiny numbers, now command attention among collectors precisely because of their obscurity.<\/p>\n

Conversely, the losers were frequently the manufacturers themselves, who absorbed the financial and reputational costs of misjudged launches. Buick\u2019s repeated attempts to attract younger buyers with models like the Century Turbo Coupe and Reatta failed to move the needle, leading to a strategic retreat from the two-seater segment. Pontiac\u2019s Fiero, despite significant investment in a second generation, could not overcome the stigma of early reliability issues.<\/p>\n

What Broader Lessons Emerge for Contemporary Automakers and Consumers?<\/p>\n

The 1980s automotive landscape reveals that innovation, while necessary, is insufficient in isolation. Success depended on a confluence of factors: timing, regulatory alignment, brand coherence, and the ability to anticipate or shape consumer desires. The decade\u2019s forgotten cars serve as a reminder that the market is not always a rational arbiter of technical merit or design excellence. Structural limitations\u2014be they financial, regulatory, or organizational\u2014can stymie even the most promising ventures.<\/p>\n

For today\u2019s informed reader, the second-order consequences are clear. The current era\u2019s economic and geopolitical uncertainties echo those of the 1980s, suggesting that the fate of today\u2019s experimental or niche vehicles may hinge on similar dynamics. Stakeholders\u2014whether manufacturers, investors, or consumers\u2014would do well to scrutinize not just the technical credentials of a new model, but also the broader ecosystem in which it must survive. The evidence from the 1980s cautions against overestimating the power of innovation alone and underscores the enduring importance of adaptability, strategic clarity, and institutional resilience.<\/p>\n","protected":false},"excerpt":{"rendered":"

\"Wars,<\/a><\/p>\n

The 1980s bear similar parallels with today, so perhaps it’s time for us to remember the cars everyone seems to have forgotten<\/p>\n

\n

Wars, high fuel prices and rampant inflation.<\/p>\n<\/p>\n

Ring any bells? Well there was also plenty of this in the 1980s as well, which is why in this feature we\u2019re celebrating the cars from that decade \u2013 or cars from slightly earlier that made their name in the decade \u2013 that you may have completely forgotten:<\/p>\n

\n

Subaru BRAT (1977)<\/h2>\n

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

You might not have heard of it, but Ronald Reagan <\/strong>owned one for 20 years on his Californian ranch. This rugged, harebrained, poundshop Lancia-lookalike was sold by the Japanese giant from 1977-1994 and attracted clientele you\u2019d expect to see in a Mercedes S-Class. With 100,000 <\/strong>examples sold over its life, the Brat was Marketed in America as \u2018Fun on Wheels\u2019. Later versions used a gutsy turbocharged 1.8 and proved so popular it cemented Subaru\u2019s reputation for reliability and set the company up for major success in the US in the past couple of decades.<\/p>\n

\n

Plymouth Sapporo (1978)<\/h2>\n

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

Business ventures constantly give customers an offer they can\u2019t refuse. Mitsubishi\u2019s contract with Chrysler birthed a car that appeared to offer it all, from extravagant options to economy that impresses by today\u2019s standards. You got bucket seats with lumbar support, tinted glass and power-adjustable mirrors. Naming the others would simply take up too much room.<\/p>\n

On top of the features, it promised a 40mpg thirst and performance to keep most of the 70,000 <\/strong>buyers entertained. Why, then, was it forgotten? The relationship between the two companies changed, and Mitsubishi began selling the Conquest; the new offer customers couldn\u2019t refuse.<\/p>\n

\n

Midas Bronze (1978)<\/h2>\n

\"Midas\n<\/p>\n

Harold Dermott\u2019s Midas outfit could so easily have become a\u00a0world-beater\u00a0in the affordable sports car market. However, a devastating factory fire in 1989 put paid to that and the company folded shortly afterwards in 1989 despite huge acclaim for its compact cars.<\/p>\n

The Bronze was launched in 1978 with a glassfibre monocoque body and was the first car with this construction to pass contemporary\u00a0crash tests. With neat styling by Richard Oakes and aerodynamic design input from\u00a0Gordon Murray, the later Gold was just getting into its sales stride when that fire destroyed all of the tooling. In all, 500 <\/strong>Bronze and Gold models were produced and they are slowly gaining recognition for their ground-breaking design.<\/p>\n

\n

Alfa Romeo Alfa 6 (1979)<\/h2>\n

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

Alfa Romeo\u2019s plans to introduce the 6 in\u00a01973\u00a0derailed when the oil crisis made the idea of driving a big, fuel-thirsty sedan unpalatable to all but the wealthiest European motorists. Executives consigned the project to the automotive attic until the late 1970s, when the oil market had seemingly settled. Alfa Romeo made several changes before launching production but the first 6 that drove off the line already looked dated.<\/p>\n

The carburetted,\u00a02.5-liter V6\u00a0was a real gem of an engine but its high fuel consumption raised eyebrows even in 1979.\u00a01983\u00a0brought styling revisions (pictured), Bosch fuel-injection and an available turbodiesel <\/strong>but the improvements were too little, too late. 6 production ended in\u00a01987\u00a0after Alfa Romeo built\u00a0approximately 12,000 <\/strong>units.<\/p>\n

\n

Buick Century Turbo Coupe (1979)<\/h2>\n

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

How do you attract young buyers? If a book existed detailing the answer, Buick read it cover to cover. Their Century Turbo was an impressive offering produced by the same company making the Indianapolis 500 pace car. Talk about motorsport pedigree.\u00a0 The Turbo Coupe used a 175bhp 2.8-litre <\/strong>turbocharged V6 which had around as much torque as the then Corvette. With looks not dissimilar to a Saab 900, Buick boasted \u2018European-influenced\u2019 styling. But it simply wasn\u2019t enough to lure young buyers and after two years of production and less than 2000 sold, it was dropped.\u00a0<\/p>\n

\n

Stevens Cipher (1980)<\/h2>\n

\"Stevens\n<\/p>\n

When almost everyone else was\u00a0abandoning\u00a0the sports car market amid fears the USA would legislate them out of existence, Professor Anthony Stevens <\/strong>came up with the superb Cipher. Light and compact, it used a simple chassis, glassfibre body and\u00a0850cc\u00a0Reliant engine. Autocar\u2019s Steve Cropley praised it when he drove one, and the Cipher helped inspire the Mazda MX-5.<\/p>\n

Despite all of this, Stevens could not raise the funds to take the Cipher into production and only\u00a0seven\u00a0were ever completed. It\u2019s the UK car industry\u2019s loss the Cipher didn\u2019t get the backing it deserved as was the right car at the right time.<\/p>\n

\n

Chevrolet Citation X-11 (1980)<\/h2>\n

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

The X-11 was, to Chevrolet, what Polestar is to Volvo. It didn\u2019t set out to become the ultra-rare brother of the ordinary Chevrolet Citation, but with 20,000 <\/strong>X-11\u2019s sold out of 1.54 million ordinary Citation\u2019s, that\u2019s exactly what happened. The X-11 was a performance offering which featured a fizzy 2.8-litre V6 and a bulge in the bonnet to exercise its sporting credentials. As a result, the X-11 drove Chevrolet to racing championships in competitions held in 1982 and 1984.<\/p>\n

\n

Dodge Mirada (1980)<\/h2>\n

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

Nothing says 80s chic like the Mirada \u2013 born for the V8 engine and adorning whitewall tyres. This car was ideal as a comfortable motorway cruiser, but developed to have a sporting edge. This would become its main problem, with customers disappointed in its performance and poor driving manners for a vehicle with such sporting intentions.\u00a0 Just 52,000 were sold over three years, a piffling amount compared with rivals, and the car was dropped.\u00a0 Still, it lives on as a lesson in tasteful American motoring.<\/p>\n

\n

AMC Eagle Kammback (1981)<\/h2>\n

\"AMC\n<\/p>\n

Automotive niches inspire some of the oddest creations. The Reliant Robin. The Mercedes R63. And in America, the AMC Eagle Kammback – a niche within a niche. It was a compact car with an interchangeable four-wheel drive system. The owner, typically a first-time buyer or a fleet driver, had to stop at the side of the road to switch between its four and rear wheel drive modes. These days, to get an interchangeable drivetrain you have to buy a BMW M5. However, it wasn\u2019t enough and sales diminished after just one year, despite being 34,000 strong in year one. Like every other niche, it\u2019s only interesting once it\u2019s gone.<\/p>\n

\n

Jeep CJ-8 (1981)<\/h2>\n

\"Jeep\n<\/p>\n

The Jeep CJ-8 was a CJ-7 with 10 additional inches of sheet metal between the axles. It retained the CJ-7\u2019s legendary\u00a0off-road capacity, but it was unique in its segment because it was more of a leisure-oriented model than a workhorse. Jeep didn\u2019t replace the CJ-8 until it introduced the Unlimited variant of the TJ-series Wrangler in 2004, and it returned to the pickup class with the Wrangler-based Gladiator <\/strong>in 2019.<\/p>\n

\n

Ford EXP (1982)<\/h2>\n

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

It was just about to be axed from production, but engineers stepped in to save its life. The Ford EXP was introduced in 1982 as a sportier alternative to the Escort, albeit with a more intricate design that seemed to be missing a front grille. Despite 225,000 being sold, the cult following from the EXP\u2019s life wasn\u2019t found on the road, but in the factory. At the end of the first version\u2019s life, workers took a new Escort, restyled it and showed it to their approving boss. The resultant EXP lived on in the Escort family, saved by its human family.<\/p>\n

\n

Lincoln Continental Turbodiesel (1983)<\/h2>\n

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

Although the Continental is one of Lincoln\u2019s best-known models, the European-flavoured diesel-powered variant is remembered as an obscure footnote in the nameplate\u2019s decades-long history. Mercedes-Benz sold every diesel it imported into the United States, much to Lincoln\u2019s annoyance, and even some it didn\u2019t bring \u2013 the\u00a0grey market\u00a0was booming in the\u00a0early 1980s. Cadillac had jumped on the diesel bandwagon, too, though its models were not nearly as successful. Decision-makers decided the best way to keep customers in the fold was to offer the diesel engine they were leaving to find.<\/p>\n

For the 1984 model year, Continental buyers could choose between a\u00a04.9-litre, 140bhp V8\u00a0<\/strong>and a\u00a02.4-liter turbodiesel straight-six\u00a0built by BMW and tuned to\u00a0115bhp; it was the same unit that powered the 524td. Lincoln charged\u00a0$1235\u00a0(around $3100 today) for the German engine. As it turned out, Mercedes-Benz buyers didn\u2019t want a Lincoln and Lincoln buyers didn\u2019t want a diesel. The option disappeared after 1985.<\/p>\n

\n

Isuzu Impulse (1983)<\/h2>\n

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

Cutesy but slender. Powerful but delicate.\u00a0 None of these are words anyone would associate with an Isuzu. But judging by the marketing campaign that read \u201cIt screams when you step on it\u201d with a dark, moonlit background denoted something of menacing proportions. Styled by Giorgetto Giugiaro and bearing suspension developed by Lotus, the Suzuki was far ahead of its time.<\/p>\n

Perhaps too ahead of its time, as those eye-catching looks and delicate personality weren\u2019t enough to secure its success. Even in its best year, Isuzu only just managed to sell 40,000 and the Impulse was dropped after 6 years.\u00a0\u00a0<\/p>\n

\n

Marcos Mantula (1983)<\/h2>\n

\"Marcos\n<\/p>\n

Every Marcos is a rare machine, but most have achieved a small but loyal and vocal following. However, the Mantula and its Mantara and Mantaray derivatives are too easily\u00a0ignored. That\u2019s a shame when they offer much of the thrills of contemporary TVRs, helped by using the same Rover V8 engine for propulsion. Offered in fully-built or kit form, the Mantula never quite shook off those kit car connotations for some potential buyers, even though the body, chassis and running gear were all very\u00a0well made. Marcos made 289 <\/strong>Mantulas, so they do still appear for sale and deserve fair consideration for the performance and driving\u00a0enjoyment\u00a0they offer.<\/p>\n

\n

Zimmer Quicksilver (1984)<\/h2>\n

\"Zimmer\n<\/p>\n

Paul Zimmer\u00a0set up the Zimmer Motorcars Corporation in 1978, to build luxury cars. His first model was the neo-classic Golden Spirit, but in 1984 the Pontiac Fiero-based Quicksilver came along. Each second-hand Fiero chassis was stretched by 16 inches, on to which a glassfiber bodyshell was bolted, while the interior was spruced up with leather and wood. Production ran until 1988.<\/p>\n

\n

UMM Alter (1984)<\/h2>\n

\"UMM\n<\/p>\n

Two versions of this car would eventually come to market, in 1984\u00a0and 1986\u00a0respectively.\u00a0Both variants of the Alter were near-perfect embodiments of function-over-form design, with drivers given as much space as possible. Durability, however,\u00a0was the Alter II\u2019s claim to fame, even finishing the 1989 Paris-Dakar rally. UMM also sold\u00a0civilian-friendly variants of the Alter II (including some with bright, beach-friendly decals on both sides) but they remained too basic for their own good, even\u00a0compared to a\u00a0Lada Niva. Most examples consequently ended up in the hands of government agencies \u2013 one was even turned into a\u00a0Popemobile\u00a0when\u00a0Pope John Paul II<\/strong>\u00a0visited Portugal in 1992.<\/p>\n

\n

Pontiac Sunbird (1984) <\/h2>\n

\"Pontiac\n<\/p>\n

The story of the Sunbird is one of adaptation. The first generation car was dreary and sales weren\u2019t much better. But when the Sunbird GT was introduced, all was transformed. It had a turbocharger and sporty styling cues worthy of the GT badge. Following the addition of a convertible, sales more than doubled in the first year. The final car even had a 3.0-litre V6<\/strong>. But the bestseller was a 165bhp 2.0-litre four cylinder, a formula that proved so successful it wasn\u2019t changed for three years \u2013 a record for Pontiac\u2019s laws of evolution.<\/p>\n

\n

Chrysler Laser (1984) <\/h2>\n

\"Chrysler\n<\/p>\n

Did you love the 80s? If not, here\u2019s some convincing. The Chrysler Laser was marketed with retro-purple sunsets and had digital dials that looked as wackily trapezoidal as its air vents. It was clearly a car that looked to the future for inspiration, and its competitors. Its 0-62 time matched the likes of Porsche\u2019s 944 and Nissan\u2019s 300ZX Turbo, all while delivering 35mpg. And if that wasn\u2019t enough, the Laser used a turbo boost gauge so its 150,000-strong customer base could regulate its turbo pressures.<\/p>\n

\n

Dodge Omni GLH (1984)<\/h2>\n

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

Believe it or not, \u2018GLH\u2019 doesn\u2019t refer to this car\u2019s mechanics, or its history. It simply means \u201cGoes Like Hell\u201d. With development overseen by Carol Shelby, this should come as no surprise. What does surprise is the fact that only 13,000 <\/strong>GLH\u2019s were sold. The performance of these cars, particularly the Turbo variant, was impressive even by today\u2019s standards. The Turbo managed 0-62 in 7.5 seconds, just one second slower than a new Volkswagen Golf GTI. And it wasn\u2019t even the quickest one. The Omni GLHS was as quick as a new GTI, whose acronym aptly stood for \u201cGoes Like Hell, Shelby\u201d.<\/p>\n

\n

MVS Venturi (1984)<\/h2>\n

\"MVS\n<\/p>\n

Although it looks similar to the Renault Alpine A610, the MVS 260 and its Atlantique 300 sister were entirely independent products. Built by Manufacture de Voitures de Sport, they did use the Renault V6 engine in 260- and\u00a0302 hp\u00a0forms but the motor was mid-mounted in the MVS. Performance was strong, but the MVS never made the Ferrari-rivalling impact the firm hoped for, even in its native France. The 260 was made from 1984 to 1994, then superseded by the Atlantique that lasted until 2000. While\u00a0quick, the handling wasn\u2019t in the same league as that of a Porsche 911, which cost almost exactly the same as the MVS.<\/p>\n

\n

Pontiac Fiero (1984)<\/h2>\n

\"Pontiac\n<\/p>\n

The Fiero was the most European of American sports cars. Under its rust-proof body law a mid-mounted 2.5-litre four-cylinder engine with drive sent to the back wheels. Unfortunately, the European similarities all but end there. Cost saving meant the Fiero didn\u2019t drive as well as it could, and issues with oil leaking onto the exhaust manifold meant cars caught alight, prompting a recall.<\/p>\n

Pontiac spent $30 million <\/strong>trying to save the Fiero for the second generation, but it was too late. Sales halved between 1986 and 1987, and the wannabe Lotus was axed after 370,000 units produced.<\/p>\n

\n

CXA CX (1985)<\/h2>\n

\"CXA\n<\/p>\n

Citro\u00ebn unceremoniously left the American market in\u00a01974\u00a0and hasn\u2019t returned since. Although the NHTSA regulated hydropneumatically-suspended cars like the CX (pictured) out of the United States, Dutch businessmen\u00a0Andre Pol\u00a0and\u00a0Malcolm Langman\u00a0gave the model a chance to shine when they formed CX Automotive (CXA) in the early 1980s. Their team carried out numerous modifications (like installing side-marker lights and sealed-beam headlights) to make Citro\u00ebn\u2019s flagship compliant with American regulations.<\/p>\n

Upmarket features like real wood trim were sometimes added as well. The cost of buying a CX, modifying it and shipping it to America was extremely high so CXA charged\u00a0about $30,000\u00a0(around $73,000 <\/strong>today) for a legal, homologated model in the United States. It sold a handful of examples and turned its attention to the\u00a0XM\u00a0when CX production finally ended in 1991.<\/p>\n

\n

Volvo 780 (1985)<\/h2>\n

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

Volvo renewed its ties with Italian coachbuilder\u00a0Bertone\u00a0to transform the 760 into a coupe named 780. Unveiled at the\u00a01985 Geneva motor show, its proportions were easier on the eyes than the 262C\u2019s and it was not available with a vinyl top. It wore sharp, sporty lines that fit in well with the rest of the Volvo range and fell in line with what buyers expected in that era.<\/p>\n

Inside, leather and wood trim helped it live up to its flagship positioning. It stood proud as one of the most exotic cars ever released by Volvo. Globally, engine options included a V6, a turbodiesel and a turbocharged four-cylinder. Historians disagree about the number of 780s built; Volvo pegs the total output at\u00a08518 cars\u00a0but some claim the accurate number lies in the vicinity of\u00a010,000 units. Regardless, 780 production ended in 1990 and it wasn\u2019t replaced until the\u00a0first-generation C70\u00a0\u2013 which Bertone played no part in \u2013 arrived in 1996.<\/p>\n

\n

Naylor TF (1985)<\/h2>\n

\"Naylor\n<\/p>\n

Naylor had built an\u00a0enviable\u00a0reputation for high quality restorations of classic MGs, so the idea of building its own MG TF with modern engine, gearbox and electrics seemed like a good idea. There was no faulting the high standards of the Naylor TF, though choosing a 78 hp\u00a0British Leyland\u00a0O-Series engine and four-speed manual gearbox didn\u2019t inspire many buyers. The real problem for Naylor, however, was cost as the TF was offered for \u00a314,950 <\/strong>when a Toyota MR2 was\u00a0cheaper, better to drive and more practical. Not even a test drive from Prime Minister\u00a0Margaret Thatcher\u00a0could drum up enough patriotic support to boost sales beyond 100 cars in total.<\/p>\n

\n

Merkur XR4Ti (1985)<\/h2>\n

\"Merkur\n<\/p>\n

Ford believed selling the Sierra XR4i in America would help it fend off competition from brands like BMW, Mercedes-Benz and Audi. It chose to market the car under a new brand called Merkur, a name presumably chosen because it sounded more\u00a0German. The US-spec model received a turbocharged 2.3-litre four-cylinder engine instead of a V6, which explains the \u201cT\u201d in its name. Too esoteric, the XR4Ti retired in in 1989 after Ford imported about\u00a042,000\u00a0examples from Germany. The bigger Merkur Scorpio suffered the same fate.<\/p>\n

\n

Daihatsu Cuore Avanzato TR-XX R4 (1985)<\/h2>\n

\"Daihatsu\n<\/p>\n

When the world was going\u00a0crazy\u00a0for roadgoing versions of World Rally Championship cars like the Mitsubishi Evo and Subaru Impreza, Daihatsu offered its take on the theme: the Cuore Avanzato TR-XX R4. However, it was more a product of the fertile\u00a0Kei<\/em>\u00a0car market in Japan than stage victories in the WRC.<\/p>\n

The tiny Cuore came with\u00a0four-wheel drive\u00a0and a turbocharged engine like its more illustrious compatriot, but with 659cc on hand it was somewhat less powerful. The four-cylinder engine corralled 64bhp to offer 0-60mph in 8.5 seconds and, if you were determined, it could hit\u00a0101mph. Doesn\u2019t sound much but the way the Cuore had to be driven hard made it a surprisingly\u00a0entertaining\u00a0and unusual way to brighten any journey.<\/p>\n

\n

UVA F33 (1986)<\/h2>\n

\"UVA\n<\/p>\n

The UVA Fugitive F33 Can-Am was born out of the earlier F30 that set the template for this\u00a0minimalist\u00a0vehicle with mid-mounted Rover V8 engine. Pre-dating the likes of the Ariel Atom by more than a decade, the F33 had some bare bones bodywork over a chassis inspired by UVA\u2019s\u00a0off-road\u00a0sand rail buggies. The result was supercar pace when it was unveiled in 1986. However, even the Ferrari\u00a0Testarossa-style\u00a0side intakes and rapid performance were not enough to convince more than 12 people to part with their cash for this slice of 1980s excess.<\/p>\n

\n

Suzuki Samurai (1986)<\/h2>\n

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

The idea that these cars were inherently unstable sits in the minds of everyone born after its launch. It\u2019s so engrained it could actually be considered local legend. Unfortunately, it resulted in a turbulent lifespan for the Samurai in the United States. Sitting as a cheaper alternative to the Jeep Wrangler, the Samurai was designed to appeal to younger drivers who looked for fun and off-road competence. True enough, around 200,000 <\/strong>examples were sold over its life. However, after a lawsuit against the magazine who wrote about the car\u2019s instability, sales became as allegedly unstable as the car.<\/p>\n

\n

BMW Z1 (1988)<\/h2>\n

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

For a car that sold\u00a08000\u00a0<\/strong>units in period, the BMW Z1 loiters in the shadows of BMW history. At its launch in 1988, it was expensive \u2013 more than twice the price of a contemporary 325i Sport on which it was based \u2013 but many were drawn in by its sleek looks and trademark\u00a0drop-down doors. The intervening years have witnesses the Z1 being somewhat overshadowed by its Z3M and Z4M descendants, not helped by the Z1\u2019s slightly unfair reputation for stodgy handling and mild performance. Even so, it has a small but\u00a0dedicated\u00a0following to compensate for its overlooked stature.<\/p>\n

\n

Chevrolet Beretta GTU (1988)<\/h2>\n

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

Ever wondered what an American version of the MK1 Golf GTI would be like? Wonder no further. The Beretta GTU was borne out of Chevrolet\u2019s recent racing success, and used a 130bhp 2.8-litre V6 capable of reaching 60mph in 9.2 seconds, just two tenths of a second off a Golf GTI.<\/p>\n

What set the Beretta apart was its departure from other sporty versions of normal cars. Chevrolet didn\u2019t simply fit a bodykit, they fettled with the suspension and fitted performance tyres. What\u2019s more, it was understated in the way it portrayed its GTU heritage. Much like the Golf GTI.<\/p>\n

\n

Buick Reatta (1988)<\/h2>\n

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

Offered as a coupe and as a convertible, the Reatta sat at the very top of the Buick lineup in the late 1980s. It was built largely by hand in a special facility located in Lansing, Michigan, and it was a relatively advanced car for its era. Buyers could order 16-way adjustable seats, automatic headlights and even a touch screen, though the forward-thinking feature was phased out before the end of production. Buick built nearly 22,000 examples of the Reatta between 1988 and 1991. It was hardly a success; executives predicted they could sell about\u00a020,000 cars annually. Having learned its lesson, Buick hasn\u2019t sold a two-seater model since.<\/p>\n

\n

Daihatsu Rocky (1988)<\/h2>\n

\"Daihatsu\n<\/p>\n

This compact SUV was also known as the Rugger in Japan and Fourtrack in the UK. While it worked reasonably well in its home market and UK, it was far too small for America where they expect their SUVs to be\u00a0big boned. Nor did the engine line-up impress: four-cylinder engines that couldn\u2019t quite crack 100bhp, delivering predictably lethargic performance. Handling was awful too, and generally did nothing for the company\u2019s image stateside; it withdrew from the US altogether in 1992.<\/p>\n

\n

Chrysler TC by Maserati (1988)<\/h2>\n

\"Chrysler\n<\/p>\n

Chrysler and Maserati parent company De Tomaso agreed to jointly build a sports car in the mid-1980s. The idea was brilliant on paper: Chrysler would leverage the prestige associated with the Maserati name to build a flagship model capable of taking on some of the finest two-doors on the American market. Production was delayed as the TC would be assembled in Milan, however engine options included a 2.2-litre four-cylinder with a Cosworth-designed 16-valve head and a V6 from Mitsubishi. Chrysler pulled the plug on the project after importing about\u00a07300\u00a0<\/strong>cars to America. In hindsight, using a true Maserati engine could have prolonged the TC\u2019s life.<\/p>\n

\n

Lexus ES (first generation,1989)<\/h2>\n

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

Toyota initially envisioned the original\u00a0Lexus LS\u00a0as its flagship model. Executives decided it deserved its own brand after looking at the results of market research, especially in the United States, but they didn\u2019t want it to stand on its own so they Lexus-ified a\u00a0Camry\u00a0into the ES, and to give its dealers a larger\u00a0<\/span>sales volume<\/span>. It made its debut alongside the LS at the\u00a01989 Detroit motor show\u00a0and it was positioned as a smaller, cheaper alternative to the LS. Lexus began selling the ES in\u00a0September 1989, a month after it received the first 1000 examples of the LS. Both models were popular and the newly-minted firm had logged\u00a016,000 sales\u00a0by the end of 1989. The second-generation ES arrived in 1991 with a Lexus-specific design inside and out.<\/p>\n

\n

Bertone Freeclimber (1989)<\/h2>\n

\"Bertone\n<\/p>\n

The 4×4 segment underwent a profound transformation during the\u00a01980s. Models like the Jeep Grand Wagoneer and Land Rover\u2019s Range Rover that were once purchased as tools had become a status symbol. Bertone saw this transformation as an opportunity.<\/p>\n

It took a\u00a0Daihatsu Rocky, gave it a much nicer interior, made a handful of design tweaks and, significantly, replaced the original engine with smoother, more powerful\u00a0BMW\u00a0units. It sold its creation as the Freeclimber starting in 1989. Bertone made\u00a0about 2800 units\u00a0of the original Freeclimber between 1989 and 1992. This number wasn\u2019t stellar but it was high enough to warrant the development of a second-generation model based on the updated version of the Rocky. Sales of the Freeclimber II (pictured) started in 1992 and Bertone built\u00a0an additional 2800 units\u00a0until 1995, when it canceled the model to free up production capacity for other projects.<\/p>\n

\n

LaForza 5-litre (1989)<\/h2>\n

\"LaForza\n<\/p>\n

Introduced in 1989, the LaForza 5-litre\u00a0looked familiar to anyone who had taken a trip to Italy in the late 1980s. It was based on the\u00a0Rayton-Fissore Magnum\u00a0built on Iveco bones for the Italian military, police and Carabinieri.\u00a0Tom Tjaarda\u00a0(1934-2017) designed the Magnum, which looked a little like a Fiat Uno on steroids, and was asked to turn it into a luxurious SUV positioned as an alternative to the Range Rover.<\/p>\n

The 5-litre\u00a0was powered by a\u00a04.9-litre\u00a0V8\u00a0<\/strong>provided by Ford and a four-speed automatic transmission that spun the four wheels. It offered a posh cabin with leather upholstery and real wood trim. It sold well at first, especially in California, but early cars were plagued by various problems that took their toll on the firm\u2019s American division. It filed for bankruptcy in 1990 and made a comeback after Saudi Arabia-based\u00a0Badrahn Enterprises\u00a0purchased its assets (and started distributing the 5-litre\u00a0in its home country).<\/p>\n

\n

Dodge Dakota Sport Convertible (1989)<\/h2>\n

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

Buyers met the Dodge Dakota Sport Convertible with a collective \u201cwait, what?\u201d followed by a \u201cwhy?\u201d when it broke cover in 1989. As its name clearly implies, it was a Dakota trucklet with a manual soft top, though the \u201cSport\u201d part of the moniker was\u00a0highly debatable. It didn\u2019t exist for long, and it never spawned competition from Ford or Chevrolet, but it remains one of the most unique pickups in the 1980s. Could this have been the predecessor to the Range Rover Evoque Convertible?<\/p>\n

\n

Vegantune Evante Mk2 (1990)<\/h2>\n

\"Vegantune\n<\/p>\n

Updating the original 1960s Lotus Elan worked brilliantly for Mazda, but it proved a\u00a0harder task\u00a0for Vegantune boss George Robinson when he set up Evante. Based around a backbone chassis very similar to the Elan\u2019s, the Evante Mk2 was powered by a Vegantune 1.7-litre engine built around a Ford block with 142bhp. Performance was better than the original Lotus\u2019 and so was build quality. What did for the Evante was launching a pricey two-seater that looked like a classic Lotus at the height of the early \u201890s\u00a0recession.<\/p>\n

Few showed interest and even less coughed up the money, so Evante only ever produced six of these hand-built machines in Mk2 form; the company was sold to another firm called\u00a0Fleur De Lys\u00a0<\/span>which\u00a0then produced 12 further cars, powered by Ford Zetec engines. There is an active owners club for the car who are apparently in close touch.<\/p>\n

\n

Cadillac Cimarron (1982)<\/h2>\n

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

The tale of the Cimarron reads as one of half-heartedness. Introduced in 1982 it was a product of pressure. Cadillac, concerned about overseas manufacturers stealing sales, insisted GM give them a car to develop using an existing platform. The problem was, they had just one year to do it.<\/p>\n

The solution was to fully spec-up the Chevrolet Cavalier, rebadge it, and market it as \u201cThe Cimarron by Cadillac\u201d for a\u00a0$4000\u00a0<\/strong>premium. Despite selling a\u00a0steady 20,000 cars per year, customers saw through this poor disguise and sales of the Cimarron slowly burned to the ground after 6 years.<\/p>\n

PICTURE:\u00a0<\/strong>1983 model<\/p>\n

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