Cheap Turbo Cars For Sale: Score a Deal on a Reliable Model

While there are a plethora of turbocharged cars on the market, much like any used car purchase, it pays to do your homework before making a purchase. And though you may be able to find a dirt-cheap turbocharged model, in many cases it pays to spend a little bit more for a car that will last.

To that end, the cheap turbo cars listed below have a price cap of $25,000, and while not everyone will find that “cheap,” if you get a well-maintained used car that can serve you reliably for many miles and years to come, that price point will actually be more affordable than the upfront cost might indicate.

Chevrolet Cruze

The Chevrolet Cruze is one of the cheapest turbo cars on our list. All trim levels have a 1.4L turbo under the hood, but if you opt for the Premier trim, you’ll get some added creature and tech comforts.

The turbo 1.4L under the cowl offers up 153 hp and 175 lb.-ft. of torque. Those numbers might sound a tad low, but the Cruze is a very lightweight sedan. And the Chevy Cruze is capable of 30 mpg in the city and 40 mpg on the highway for a combined fuel economy of 34 mpg which looks pretty good at the gas pump.

The Premier trim package gets all the equipment standard on the three lower trim levels plus the addition of 17-inch wheels, an upgraded rear suspension, ambient interior lighting, and the optional RS Appearance package. This package adds foglights, a rear spoiler, a sport body kit, and 18-inch wheels.

Score a Cruze with the Sun and Sound package for a sunroof, color information center, a larger center touchscreen, a nine-speaker Bose audio system, and a navigation system. The Driver Confidence II package consists of rear parking sensors and blind-spot monitoring with rear cross-traffic alert, automatic high-beam headlight control, forward collision warning, and lane departure warning with intervention technology. That’s a lot of features packed into this relatively cheap turbocharged car.

Subaru Impreza WRX STI

If you are looking for cheap turbo cars with AWD and are considering bang for your buck, the Subaru Impreza WRX STI might be a winner. And while newer year models of the WRX STI are known for being fast from the factory and commensurately pricey, if you look for a car that is 5-10 model years older, you can find a good number of options under $25,000.

The Subaru Impreza WRX STI is powered by a tough-as-nails 2.5L turbo inline I4 that generates 305 hp and 290 lb.-ft. of torque. That’s good for a top speed of 160 mph — awesome stats for a car that weighs 2,900 lbs.

Plus, the Impreza WRX has one of the largest aftermarkets in the world. So rest assured you can easily tune your WRX STI for north of 400 hp in a heartbeat if that’s your end game. If not, you’ll still find the stock Subaru WRX STI is surprisingly versatile and fun to drive.

Volkswagen Golf TDI

No turbo vehicle list would be complete without a turbo diesel car, and the Volkswagen Golf TDI is our reverent nod to that group. Powered by a 2.0L 4-cylinder turbodiesel, the Golf TDI packs a lot of power into a small hatchback. The engine has great output at 140 hp and 236 lb.-ft. of torque.

The standard gearbox is either a 6-speed manual or 6-speed automatic depending on the model year. Opt for the manual for some fun driving. In confident hands, a Golf TDI has a top speed in excess of 130 mph.

And, more importantly, the economical hatchback gets 42 mpg on the highway … so long as you don’t bury that right pedal too often to test the top speed.

Ford Focus ST

Though most drivers might jump to shopping for the Focus RS, if you’re looking for a cheap turbo car don’t overlook the Ford Focus ST. This slightly more affordable option from Ford will give you a few more options when shopping around. And with the Focus ST, Ford built a fun little car that is relatively affordable, too.

The Focus ST is powered by a gritty 2.0L turbo 4 paired to a 6-speed manual transmission. The engine is capable of 252 hp and 270 lb.-ft. of torque. The Focus ST is able to make it from 0-60 mph in a nearly flat 6 seconds.

Add in the standard alloy 18-inch wheels, performance brakes, an electronic limited-slip front differential, keyless ignition and entry, full power accessories, air-conditioning, cruise control, and the six-speaker sound system with a CD player, and you can see how this is a pretty cool turbocharged car.

BMW 335i xDrive

Let’s step away from the hot hatches for a second and dabble in the premium sedan segment. The BMW 335i xDrive is a splendid entry-level executive car. If you don’t mind shopping an older model year from the early 2010s, it can fit your budget, too.

In 2013, BMW redesigned the 3-series. One of the biggest changes was the addition of a turbocharged inline 4. The inline-4 isn’t as desirable as the 335i’s turbocharged inline-6 which some professional reviewers have called “one of the most powerful and invigorating engines in the luxury segment.” Producing 300 hp with a matching 300 lb.-ft. of torque, the 3.0L six thrills nearly every driver that tests its limits.

In addition to plenty of power, you get a sedan equipped with 18-inch alloy wheels, adaptive and auto-leveling xenon headlights, automatic high beams, and a sunroof. All that is on top of a sumptuous leather interior and a driver-centric command center.

Fiat 124 Spider

The Fiat 124 Spider is powered by a turbocharged engine across its entire lineup. Introduced in 2017 and available in several different trim levels, the 124 Spider is a fun turbocharged package with an affordable price tag.

Powered by a 1.4L multi-air turbo 4, the 124 Spider makes in the range of 160 hp and 184 lb.-ft. of torque. Mated to a 6-speed gearbox, you can find used 124 Spiders in both an auto or manual configuration. The range-topping Abarth was even outfitted with paddle shifters if you really want a sporty feel.

Additionally, you’ll find features like 17-inch wheels, automatic headlights and wipers, foglights, automatic climate control, heated seats, leather upholstery, and the Technology package. The tech package brings keyless push-button entry, a rearview camera, HD radio, and a 7-inch touchscreen to the table. Not bad for cheap turbo cars under $25,000.

Audi A4

The Audi A4 is perhaps not as exciting as some of the turbocharged sports cars out there, but it’s still a fun car to own. Additionally, you only have to go back a handful of model years in order to afford the decked-out Prestige trim level, should you desire to pilot your A4 in luxury.

The Audi A4 Prestige is powered by a 2.0L turbo engine that produces 211 hp and 258 lb.-ft. of torque. And the A4 Prestige adds quite a bit of comfort when compared to other cheap turbo cars on the market.

The A4 Prestige gets Audi’s MMI Navigation package which includes front and rear parking sensors, Audi’s MMI infotainment interface, a navigation system, a rearview camera, HD radio, and Audi Connect. Other features are adaptive xenon headlights, keyless entry and ignition, blind-spot warning system, and a 14-speaker Bang & Olufsen sound system.

Volvo S60

For decades Volvo suffered from a mixed reputation. On the one hand, the company was known for building ultra-safe cars. On the other, it was known for having some of the drabbest styling in the industry. When the company redesigned all of its vehicles to eliminate boring styling from its repertoire, the Volvo S60 was one of the beneficiaries.

The entire Volvo S60 line is turbocharged, and each trim level brings a fair amount of luxury to the table. If you can find a range-topping trim level in your budget, you can count on the S60 to deliver class-leading power and suburb luxury for quite a bit less than other cheap turbo cars.

With the top trim package, the Volvo S60 is powered by a 3.0L turbo 6 that blasts 300 hp and 325 lb.-ft. of torque through an exceptional 6-speed Geartronic transmission (lower levels get a 2.5L turbo). And as an added bonus, this is an AWD sedan.

As to the luxury, an S60 with the Premier package offers drivers automatic headlights with washers, heated mirrors, automatic wipers, dual-zone automatic climate control, power front seats with lumbar adjustment, driver memory settings, power-folding rear headrests, a 7-inch display screen, Bluetooth, a CD player, satellite radio, keyless entry and ignition, a sunroof, leather upholstery, a configurable instrument display, and a rearview camera.

Honda Civic Coupe

The Honda Civic has been a best-selling model across North America for decades and has become known for being a reliable and economic car. The turbo 1.5L powerplant is no exception to that rule.

The popular 1.5L turbo 4 in the Honda Civic produces 174 hp and 162 lb.-ft. of torque. And it’s capable of a combined 35 mpg, making it a great option for any type of driving. Additional features, depending on the trim package, include heated side mirrors, a multi-function trip computer, a 60/40-split folding rear seat, an 8-speaker audio system.

In terms of tech, you can find used Civics with a wide variety of safety features including Honda’s LaneWatch lane-change assist system, a rearview camera, a touchscreen interface with HondaLink smartphone integration, Apple CarPlay, Android Auto, and SMS voice-to-text functionality.

In terms of looks, the coupe gets 17-inch alloy wheels, foglights, and a rear decklid spoiler for a bit more of a sporty look. Add remote start, dual-zone automatic climate control, heated front seats, satellite radio, leather upholstery, and an auto-dimming rearview mirror, and there’s a lot to like in this turbocharged car.

Ford Mustang Ecoboost

Through the many iterations of Ford’s famous pony car, there have been more than a few turbocharged options. And while muscle car purists might scoff at a Mustang without a V8, if you’re looking for low-mileage cheap turbo cars, the Ford Mustang Ecoboost is a great option that is both affordable and fun to drive.

The 4-cylinder EcoBoost cranks out 310 hp and up to 320 lb.-ft. of torque. And it still gets up to 26 mpg combined — not a bad combination if you want some enjoyment when you bury the right pedal but don’t want to cry when you have to fill up the tank. Ecoboost-equipped Mustang models from the mid-2010s came with either a 6-speed manual or a 6-speed automatic.

Opt for an Ecoboost Premium and you’ll get some upgraded features like heated and ventilated seats, a nine-speaker audio system, and a higher-end interior finish out. The Premium Ecoboost can also be found as a convertible as well as the fastback of the base Ecoboost.

Cheap Turbo Cars For Sale: Explore Your Options

If you’re looking for a sports car with a bit of extra poke, you can do worse than these options, though, as you’ll find, there are plenty of other cheap turbo cars on the market. Narrow down your shopping focus with our list of cheap turbo cars, and get the benefits of added boost without blowing your budget.

Top 10 JDM Engines

Reliability is not the only thing these engines have going for them. Many are surprisingly powerful, with lots of torque. The output figures of the best JDM engines are often different from the stats for the same car’s engine when it’s released in other markets.

This sneaky power and huge aftermarket for performance parts have made JDM motors fan favorites around the world. Many of these engines have a near cult-like following. Read on for a list of the ten best JDM engines — as well as a list of the worst Japanese manufactured engines.

Honda B-Series

The Honda B-series included SOHC and DOHC inline-4 poppers. The SOHC versions were put into economy cars, while the DOHC were equipped as a performance option. The B-series was also the first time Honda used its SOHC VTEC (Variable Valve Timing and Lift Electronic Control) system.

The B-series family consists of four engines: the B16, B17, B18, and B20. Of the four, the B16 and B18 are by far the best JDM motors of the group (though the JDM B20B is pretty good). These engines can produce between 126 and 190 hp without modification. Additionally, the B16 has a redline in excess of 8,500 rpm.

The Honda B16B was specially manufactured for the JDM Honda Civic EK9 Type R. Despite the engine’s small volume of 1595 cc, it delivers a peppy 186 hp and is capable of revving to 8,900 rpm. When fitted to the Civic EK9 Type R, it was a fitting weapon.

In addition to its excellent performance, the engine was also very durable because it contained pistons that had less friction in the cylinder, a fully balanced crankshaft, lighter inlet valves, dual-layered inlet and exhaust valve springs, and, most importantly, a different short block.

Subaru EJ20

The Subaru EJ20 is a tough and durable powerplant. This JDM engine was used in the Subaru Legacy, Subaru Impreza WRX STI, and Subaru Forester for years. The EJ20 can be naturally aspirated or turbocharged. Of the two, the turbocharged EJ20 is by far the more popular.

Many fans of JDM motors refer to the turbo EJ20 as the EJ20T. Sounds reasonable, but Subaru actually designated the turbo engine JDM as the EJ20G. These engines made their way into the top performance packages of several cars, though the Subaru WRX STI may be the most notable of the group.

The Subaru STI motor has been a WRC rally circuit standout and is known for being ready to handle anything. The EJ20G has a power range from 220 hp at 6,400 rpm to 275 hp at 6,500 rpm.

Thanks to this engine, Subaru has often found itself in pole positions at rally events. With a long legacy of excellence, the EJ20G is highly regarded as one of the best JDM motors in history.

Nissan VR38DETT

Nissan’s VR series of engines is a group of DOHC twin-turbocharged V6s. The group has powered everything from GT-Rs to Jukes, alike.

The Nissan VR38DETT is the best-of-the-beast among these V6 stallions. This 3.8L, 24 valve beauty weighs a scant 600 pounds. And it is equipped with variable valve timing and a feedback control system to change the fuel/air mix based on engine load.

Nissan offered this beastie in the Nissan GT-R and the rare JDM Nissan Juke R — it was also used in the 2014 Nissan Infiniti Q50 Eau Rouge prototype, too. Buyers had their pick of 480, 550, or 600 hp if they opted for the top-tier twin-turbo engine. The VR38DETT takes the title for the most powerful option on our list of the best JDM engines.

Mazda 13B-REW

Mazda has been toying with Wankel rotary engines since the late 1950s. The first mass-produced version was the L8A in the Mazda Cosmo which debuted at the 1963 Tokyo Motor Show.

The 13B holds the distinction of being the most-produced Wankel engine. The 13B enjoyed a 30-year production run that ended in 2002. It has been in so many Mazda offerings that it has almost become synonymous with the automaker.

Perhaps the best version of the 13B is the 13B-REW. The 13B-REW is small, even as JDM motors go. Coming in at just 1.3L, its power is boosted by twin Hitachi HT-12 turbochargers. The primary turbo provides boost up to 4,500 rpm; then the secondary turbo comes online. This system marked the first use of a sequential twin-turbocharged engine.

The engines produced during the 2002 model year are capable of 280 hp — great output for a 1.3L. Mazda’s cars that come equipped with these best JDM engines and transmissions are an absolute blast to drive.

Mitsubishi 4G63T

The Mitsubishi 4G63 is a 2.0L version of the Mitsubishi Sirius engine. These JDM motors were placed in the Galant, Eclipse, Lancer, and several Mitsubishi pickup trucks.

The naturally-aspirated versions were well known for their fuel-sipping ways and long-term durability. They were never known for their exciting acceleration or top-end performance. That is where the 4G63T comes in.

The Mitsubishi 4G63T is the turbocharged version of the 4G63 and has powered Mitsubishi’s entries in the World Rally Championships for years. Great cars imported from Japan like the WRC versions of the Mitsubishi Galant VR-4, Lancer Evolution, Carisma GT, and Lancer WRC04 were powered by variants of this engine. It powered the Lancer Evolution Tommi Mäkinen drove on his way to winning four consecutive WRC titles.

Even stock, the 4G63T is beefy. In a 2003 Lancer Evolution, the output from a stock 4G63T is 271 hp at 6,500 rpm and 273 lb.-ft. of torque at 3,500 rpm. That’s enough to keep things exciting from behind the wheel.

Toyota 4A-GE

The Toyota A series of JDM motors is a family of inline-4s with displacements between 1.3L and 1.8L. Toyota began developing the series in the late 1970s with the goal of creating a line of the best JDM engines that could strike a balance between fuel economy and performance.

The A-series includes the first mass-produced DOHC, four-valve-per-cylinder engine, the 4A-GE. Toyota’s goal was to build a small volume unit that would be powerful while still being very economical and reliable. A mainstay in the JDM engine depot, this engine was developed over five generations.

The first iteration was called the Blue Top for the blue lettering used on the valve covers. These JDM engines had an output of 112 hp and made 97 lb.-ft. of torque. The Red and Black Top second-gen versions were capable of 115 hp and 98 lb.-ft. of torque.

The third-gen Red Top version of these JDM engines had an output of 123 hp and 110 lb.-ft. of torque. The Silver Top fourth-gen was capable of 157 hp and 120 lb.-ft. of torque. In the end, the fifth-gen Black Top version of the Toyota 4A-GE was capable of 162 hp and 120 lb.-ft. of torque. This version of the 4A-GE is highly sought after by tuners and has quite a parts aftermarket.

Nissan SR20DET

This is one of the more respected JDM engine and transmissions combinations to ever be produced. The Nissan SR20DET is a 2.0L DOHC turbocharged inline-4 with electronic fuel injection.

The SR20DET was used in several cars in the JDM market, and power varied by model. In its most fuel-efficient variation, it was capable 202 hp and 202 lb.-ft. of torque.

When given more power, as in the Nissan S15 Silvia, it was capable of 250 hp and 220 lb.-ft. of torque. Nowadays, this 16-valve powerplant is very popular among tuners.

Honda K20A

The Honda K20 is one of the most reliable JDM Honda engines on our list. It was originally built to have a long life in the family-focused Honda Stream. The base K20 was a sensible engine for a sensible purpose.

But, on more than one occasion, that sensibility got a little twisted with the Honda K20A that was used in the Civic Type R and Honda Accord.

When used in the Civic Type R, the VTEC engine’s output has ranged between 212 hp and 221 hp with torque ranging from 150 to 160 lb.-ft. It was also available in certain Honda Acura models, too, with exclusive JDM front clips.

Nissan RB26DETT

The Nissan RB line of JDM engines is a group of straight-6 powerplants built between 1985 and 2004. Displacement ranged between 2.0 and 3.0L. The RB family was used almost exclusively in the Skyline family of compact cars, sports cars, and compact executive cars.

One of the most exciting members of the RB family is the RB26DETT. These 2.6L JDM engines were used in the 1989-2002 Nissan Skyline GT-R. The 24-valve Nissan RB26DETT uses six individual throttle bodies and a parallel twin-turbo system using T25-type ceramic turbochargers. The first version of this engine was rated at 276 hp at 6,800 rpm and 260 lb.-ft. at 4,400 rpm.

By 2002, output had been increased to 276 hp at 6,800 rpm and 289 lb.-ft. at 4,400 rpm. These numbers may seem low, but the RB26DETT is very modification friendly. Tuners have found ways to coax upwards of 500 hp out of an RB26DETT.

Toyota 2JZ-GTE

With the best JDM engines as powerful as the Nissan RB26DETT and the Honda K20A on the market, Toyota was forced to respond in kind with the 2JZ-GTE. This DOHC straight-6 had sequential twin turbochargers with an air-intercooler to set the engine apart.

The Toyota 2JZ-GTE was first placed in the Toyota Aristo V for the 1991 model year — and the Toyota Lexus GS300 — but quickly moved to the Toyota Supra RZ. For the Supra, the 2JZ-GTE used recessed piston tops for a lower compression ratio and a cylinder head with redesigned ports, cams, and valves.

Like the Nissan Skyline GT-R, Supras with JDM engines had an advertised output of 276 hp; however, the Supra had 320 lb.-ft. of torque. When Toyota added VVT-i, torque jumped to 333 lb.-ft. In other markets, output was rated at 321 hp and 320 lb.-ft.

9 JDM Engines with the Worst Engineering Failures

There are at least a dozen other JDM engines that could have made our list — but while many lists focus on celebrating the best examples of a particular thing, we’re going to dedicate the second half of this article to the worst JDM engines, too.

Most of the time everyone wants to talk about the GOATs (Greatest of All Time) and debate which best JDM engine they’d swap into their favorite ride if money were no object. Would it be a Nissan RB-series from the famed Skyline GT-R? What about the Toyota 2JZ from the iconic Supra? Both are probably on everyone’s best JDM engines list.

But the elephant in the room that no one wants to talk about are the JDM engines that fall on the other end of the spectrum. These are the engines that might just be the worst Japanese engines of all time due to poor engineering.

Honda D-Series (Single Cam VTEC, 1.6L)

When first released, Honda’s JDM dual cam VTEC engine started some buzz which was accompanied by the hope that it would make its way across the pond to the U.S. market. Sadly, it never made it to the States with the dual camshaft formula.

Instead, the Honda Civic EX and Si arrived with a single camshaft VTEC engine. Though this engine was definitely a step up from the DX and LX trims with the non-VTEC engine, it seemed to be stuck living in the shadow of the DOHC VTEC of the Japanese domestic market.

And as many tuners tried to make the single camshaft engine a real performer, they found a lot of weak links in the engine. Those links included the connecting rods and smaller bores in the block. If you wanted to get significant power from the engine, it all had to be upgraded.

The aftermarket did give everything it could to make the engine scream, but as most found out the hard way, it was almost necessary to simply swap the engine with a better model if you wanted to have a shot at making more power.

Mazda 13B Renesis

The Mazda RX7 had a huge fan base that was deeply saddened when the RX7 left U.S. shores in 1995. Nine years later, that fan club rejoiced at the new Mazda RX8 with the 13B Renesis naturally aspirated engine.

The cheers didn’t last long, though, as the Renesis turned out to be a real dud. The engine touted a reduction in power to aid in fuel economy, but even that started to sour as owners screamed foul on the mpg ratings. The debacle turned into an all-out uproar, and Mazda went so far as to buy back some RX8 models to satisfy their consumers.

The aftermarket did put together some forced induction options for this JDM engine, but the cost was hard to justify as the performance couldn’t really compete with any other modified import in the same class. The Engine Management System seemed to fight against the changes anyway, and most RX8 owners chose to abandon ship for another chassis with some leftover heartburn.

Nissan KA24E (Single Overhead Cam 2.4L)

The Japanese market 180SX and S13 Silvia were huge hits in Japan and sparked a wave of attention from U.S. consumers when the U.S. version — the 240SX — made its way across the pond.

However, fans of the car were disappointed to learn that the turbocharged engine in the Japanese models had been replaced with the single camshaft engine common with the Nissan Hardbody truck. The engine did provide significant torque, but couldn’t muster the power of its cousin from Japan.

The iron block would hold significant power with forced induction, but the single camshaft wouldn’t cooperate. Fans of the 240SX chassis were happy when, after two years of dull performance, the dual camshaft KA24DE replaced the single camshaft E engine.

The E and DE engine are still referred to as a “truck engine” 30 years later, a stigma that will probably never go away. This engine suffered from too much hype and couldn’t deliver on the promises.

Toyota 4A-GE (Non-VVT Head Version)

The Toyota Corolla AE86 garnered a legion of new fans when the anime series “Initial D” gained popularity in the early 2000s. Fans flocked to pick up the chassis to build drift cars as seen on “Initial D,” but most were disappointed in the 4A-GE engine once they realized how wimpy it was in real life.

Thankfully, the AE101 chassis introduced a variable valve timing (VVT) head atop the iron block, but the new chassis had no RWD option to match with the new potential.

The aftermarket began to upgrade to individual throttle bodies, replace the throttle bodies with carburetors, or swap the new VVT engines into the older AE86 chassis to combine the new promising engine with a RWD option. Others left the engine as it was and went the forced induction route. Either way, this wasn’t a plug-and-play JDM engine option.

Toyota 1MZ-FE

The Toyota 1MZ-FE engine started its life with a lot of promise. It was used in a wide range of vehicles from the 1990s through the mid-2000s, and even had a supercharger kit available from Toyota Racing Development. The aluminum block contained steel sleeves and was topped with a variable valve timing head (VVT). In 1996, the engine even made Ward’s top-10 best engines list.

But, as many owners found out the hard way, though, not keeping a steady eye on maintenance and oil changes proved costly, as engine sludge build-up sent a number of these Japanese engines to an early grave. If engine sludge didn’t affect the engine, another killer proved to be head gasket failures with cracks in the aluminum heads causing overheating issues.

Consumers eventually started a class-action lawsuit because of the engine sludge and overheating issues. The engineers didn’t take into account their consumer wasn’t going to keep to a strict plan of oil changes, and that mistake cost the engine its place on the best JDM engine’s list and earned it a reputation as one of the worst.

Toyota 7M-GTE

The Toyota 7M-GTE engine was brought out with the 1986 Toyota Supra and carried into the 1992 release. The inline 6-cylinder was a later variant of the 5M and 6M series engines, and the “T” in “GTE” stood for Turbo.

The 7M showed an increase in displacement up to 3.0L and was meant to really put the Supra up against other factory supercars from JDM automakers. However, the 7M-GTE started to show reliability issues, especially when boost was dialed up on the factory engine.

With increasing reports of failed head gaskets and knocking connecting rods, the engine was later be phased out with the introduction of the 1JZ in the 1993 Supra.

Nissan QR25DE

The Nissan QR-series engine was the replacement for the beloved SR and the mediocre KA engines. It ranged in size from 2.0L to 2.5L, and was used extensively in Nissan’s global lineup.

One of the variations in the U.S. market was the Sentra SE-R Spec-V which showed a sign of weakness in its peak of popularity. The Sentra SE-R used the 2.5L variation common with the Altima 4-door sedan and featured an integrated catalytic converter that suffered from poor ECU tuning on Sentra models.

The Altima didn’t suffer the same issue, but it did have an issue with piston rings over the course of its life. Sentra issues also showed up as higher oil and water consumption, as well as loose screws on the intake plenum that would find their way into the engine combustion chamber for a meeting with the pistons and valves.

The piston ring issue on the Altima ultimately spurred a recall campaign, though the Sentra didn’t see similar action.

Subaru EE20 (Boxer Diesel)

The Subaru EE20 Diesel was supposed to be a complete innovation of the famed Boxer engine that Subaru fans already loved. This diesel engine was released in the Forester and Outback models and was advertised with lower emissions (38% fewer hydrocarbons and 60% lower carbon monoxide) over the competitive gasoline engine on the same models.

However, diesel engines produce significantly more soot than a similar gasoline engine, and in order to burn that soot out of the exhaust particulate filter, they needed to be run at full operating temperature for longer periods of time. Subaru’s engineers didn’t take into account that their target market lived mostly in town and didn’t drive consistently at full operating temperature.

As the urban drivers found out, their catalytic converters weren’t being purged as regularly as the engineers planned, and converters soon plugged and needed replacing. The aftermarket tried to get around the problem by adding performance chips, but that opened a Pandora’s box of issues that also caused the direct fuel injection to make holes in the engine pistons.

Mitsubishi 4G54B

The Mitsubishi 4G54B had a lot of promise but failed to deliver the goods. It sounded great on paper; it featured computer-controlled fuel injection and a single turbocharger, but it was hard to tune for more power and was prone to head gasket failures. Two fuel injectors behind the throttle body provided fuel for the engine, but this positioning had trouble with equal distribution to all cylinders.

Plus, the throttle body, intake manifold, and cylinder head couldn’t get enough air flow to really make significant power. The aftermarket never embraced the 4G54 enough to build and tune past the flaws, and fans started to move on to the 4G63 engine which was much more capable.

JDM Engines: Unlocking Potential

As easy as it is to blame poor engineering and design for all of the noted JDM engine failures, one of the hardest things to design for is the end customer and their particular use case. Though some engine designs looked great on paper, the customer was the one who proved which JDM engine design was capable of performing — whether as a stock daily driver or a tricked, tuned, and modified JDM street racer.

Coolest ’50s Classic Cars With Fins

1957 Chevy Bel Air

While obviously not the first finned car, the ’57 Bel Air is certainly one of the most iconic. Truly, this list wouldn’t be complete without the car that many Americans have come to adore. However, the fins on the Bel Air are a more modest, mid-sized set of fins compared to some of the cars with fins from the ’50s. Today, the 2-door Bel Air is one of the most sought-after American car models on the classic car market.

1959 Buick Electra

The 1959 Buick Electra is absolutely stunning. It didn’t just have enormous tail fins — it had nose fins, too. The striking and unique appearance of the Electra gave it a slightly amphibious look which distinguished it from other ’50s cars with tail fins. Whether you spot one from the front or rear, this is one car with fins that will make you do a double-take.

1959 Cadillac Eldorado

The 1959 Cadillac Eldorado was one big and beautiful car with big, extravagant fins to match. You couldn’t miss the Eldorado’s tail fins with their unique dual quad-taillights. Thanks to the unique design these fins look like an afterburner lifting a jet off the ground. In fact, the whole back end of the Eldorado is very reminiscent of a jet fighter. That’s some seriously cool General Motors styling.

1957 Lincoln Premiere

1957 was a big year for most car manufacturers. For the Blue Oval Company, that was the year that the Thunderbird really started to make some strides following some design changes. And while the big-bumper Lincoln Premiere flew a bit under the radar, its showy tail fins were right up there with the best cars with fins of its time.

1959 Rambler

Okay, so the 1959 Rambler was exactly a “cool” car in the ’50s, but it was a unique one sporting tail fins. The sedan with its eye-catching stripe and pointy tail fins definitely would stand out in the crowd of the more boxy, demure sedans of its day. And though you won’t find many Ramblers on the road today, if you do catch one in passing those tail fins are certainly going to catch your eye.

1957 Buick Roadmaster

Much in the same way that the infamous mullet was business up front and party in the rear, the 1957 Buick Roadmaster was Bel Air upfront and Buick in the rear. The Roadmaster’s fins weren’t as sexy as some of the other models, but if you’ve always wanted a ’50s era car with fins and can’t afford the one you want, the Buick really starts talking to ya.

1957 Cadillac Eldorado Brougham

Perhaps the most menacing car with fins of the bunch, the 1957 Cadillac Eldorado Brougham certainly has presence. The fins on this Caddy look like they belong on a hearse —  or the Batmobile. Any way you slice it, those are some mean-looking fins, Batman!

1957 Dodge Coronet Lancer

When talking about the sexy lines and fins of the fifties, one doesn’t usually consider the enormity of the 1957 Dodge Coronet Lancer. However, in a decade of cars with lackluster performance, Dodge stood out in the ’50s with an early generation Hemi that produced a wicked-for-the-time 340 hp. Sadly, very few of the Coronet Lancers were fitted with the Hemi, and if you can find one now, they are worth a small fortune.

1957 Dodge Sweptside Truck

Just when you thought things from the 1950s couldn’t get any stranger, you realize that some automakers actually put fins on their pickup trucks. The 1957 Dodge Sweptline Truck is an example of this unique tail fin application. In reality, the truck is attractive and extremely rare, with a rear-end that really is one-of-a-kind.

1958 DeSoto Firedome

Everyone has their opinion about what a proper tail fin is supposed to look like. DeSoto was no different and opted to create a unique tail fin with three tail lights in the fin. After all, if you have a car with fins it should look like it is lifting off, right? The Firedome certainly captures that energy with tail lights that look like they belong on a jet.

1958 Dodge Custom Royal

Back in the day, Dodge’s cars with fins were out to make a statement. The 1958 Dodge Custom Royal was no exception. And because Dodge offered up engine displacements very similar to Chevrolet’s engines — like the 350 cubic inch V8 that came standard on the Custom Royal — meant you got looks and performance in your tail-finned package.

1958 Packard

What’s better than having one set of fins? Well, having two sets of fins, of course! In an attempt to take it to the next level, Packard strategically placed a set of fins on top of a set of fins. Who wouldn’t want fins on fins? Or one of these hardtop convertible ’50s cars? Unfortunately, you might have a hard time finding one as the Packard car company was merged with Studebaker and didn’t survive into the next decade.

1954 Buick Skylark

The 1954 Buick Skylark had one foot, er wheel, in the rounded bodies of yesteryear, and one foot in the future. The Buick’s fins weren’t overdone, although they didn’t exactly seem to fit with the rest of the car, either. Though the Skylark was a bit odd, it still wins as one of the coolest luxury cars of the post-World War automotive industry.

1959 Chevrolet Impala

By the end of the decade, some auto manufacturers felt the need to stand out from the masses. Chevrolet decided that, in order to do just that, it needed to take a different direction with the fins on the Impala. So, instead of the straight, pointed fins of yesteryear, the Impala got dramatic, swooping fins and quickly become one of the most recognizable cars in the 1950s.

1959 Ford Thunderbird

While other companies like Chevrolet were extending the reach of their fins, the Ford Motor Company took the opposite tack, opting instead to make their tail fins smaller and less pronounced. The subtle fins on the 1959 Thunderbird are a just-perfect nod to the ’50s era cars with fins without being over the top. When coupled with a smaller-sized family car, the T-bird’s sales increased tremendously.

1959 Oldsmobile Super 88

Oldsmobile left the traditional fins in the dust with the 1959 Super 88. Unlike other new car models of the era, the tail-lights were integrated into the fins, but the fins were rounded off, and actually shaped like the light lense, giving the Super 88 a cool sports car vibe.

1958 Studebaker Silver Hawk

This list wouldn’t be complete without a Stud on it. The 1958 Studebaker Silver Hawk had fins like many of the other cars of the ’50s, but the front end was totally different from anything else floating around at the time. This car was truly a classic and had that real 1950s look, perhaps even more so than the un-finned Studebaker Champion.

1958 Mercury Parklane

The 1958 Mercury Parklane looks like something from another planet — or at the very least something straight off a movie set. But the Parkland wasn’t a prop. Those unique, slightly crazy tail fins were just another example of the ’50s cars with fins craze. Mercury’s take just happened to be a little out of this world.

1957 Pontiac

The cousin of the much more famous Chevy Bel Air, the chromed-up 1957 Pontiac was another car with fins to be had in the ’50s. The main difference between the Chevy and the Pontiac was, of course, the tail fin design and the large chrome bumper. But, hey, who doesn’t love chrome?

Best Classic Cars With Fins

Sure, there are probably a few other classic cars and sports cars with fins out there that could be added to the list. No doubt there’ll be a few people who appreciate the bulky fins of the Ford Fairlane or the subtly finned Hudson Hornet, and, of course, not forgetting the Lincoln Continental Mark V.  With a decade of models with sharp, edgy, and unconventional tail fins to choose from, you can thank Harley Earl and the aeronautical obsession of the ’50s that brought us these cool cars.

This strange blend of open-air and sport utility got its start long before anyone ever thought of names like Evoque and CrossCabriolet. Those were preceded by numerous other convertible SUVs — some iconic, others complete wastes of space. And while today’s buyers usually prefer four doors over two, convertible SUVs have been in production in various configurations for over 75 years.

Convertible SUV Basics

First thing’s first — let’s define a convertible SUV. It has nothing to do with size or power, and 4WD isn’t required, though a combination of ground clearance and beefiness may allow these vehicles to handle off-road travel.

The main requirement, whether the purpose is utilitarian or aesthetic, is that the roof is removable. Also, we’re only going to talk about production vehicles here — not some guy-with-a-sawzall’s Frankenstein version of a DIY convertible SUV.

But first, let’s take a trip back in time for a bit of history on how we arrived at the strange convertible SUVs of today. I’d tell you to buckle up, but seatbelts weren’t invented yet.

The Original Convertible SUVs: Born of War

Willys MB

Before officially joining World War II, the U.S. government contacted 135 automobile and machinery companies and asked them to build a light reconnaissance vehicle for the war. When you consider that the automobile had only been around for a few decades, their requirements were a tall order: 4WD, rugged, repairable with basic tools, 85 lb.-ft. of torque, and a total weight under 2,160 pounds. Oh, and no top.

That’s right, the convertible SUV was originally invented for military use — namely so soldiers could fire weapons while on the move. Only two companies answered the call: Bantam and Willys-Overland. Surprisingly, Bantam responded first. The company is credited with designing the first convertible SUV with the basic Jeep shape.

But when speculation that Bantam couldn’t match the required scale of production and the more powerful Willy’s engine proved too formidable to beat, Willys received the final contract. Any features of Bantam’s Blitz Buggy that were an improvement over the Willys model were incorporated into the final product, designated the Willys MB.

That’s sort of like saying, “Congratulations Ferrari, your car is better. You may now steal all of Lamborghini’s innovations and use them for yourself.” Bantam was awarded a contract to build trailers for use in the war, a small consolation.

Bantam no longer exists, but their design has been in civilian production by Willys and Jeep since the CJ-2A of 1945. When the war was over, soldiers and civilians alike wanted a rugged, lightweight vehicle to use every day, so marques across the world began to adapt their war machines for public sale.

It’s difficult to determine which of these wartime models was truly the first convertible SUV ever made, as many were built around the same time around the globe. Though the Willys Jeep became iconic, it wasn’t the first convertible SUV or even the first one with 4WD.

Kurogane Type 95

The strange-looking Kurogane Type 95 was the world’s first mass-produced 4WD vehicle, and one of the earliest convertible SUVs ever made. Powered by an air-cooled V-twin making 33 hp, the Kurogane had an advantage in the colder conditions of China and Russia over its water-cooled counterparts.

This Japanese convertible SUV was released well before the Willys MB (1941), the Daimler Dingo (1940), and the Volkswagen Schwimmagen (1942). Less than ten were thought to remain before someone found one in a repair shop in Japan in 2013. Talk about a rare find!

Fun fact: What remained of Tokyu Kurogane Industries became part of Nissan in 1962; they went on to develop many of Nissan’s current engines. You might be surprised by how many WWII car manufacturing companies still exist in some form today.

Land Rover Series 1

Bantam, Willys, and Kurogane may have birthed the idea of a convertible SUV, but those vehicles were specifically designed to cope with the chaos of war. The Land Rover, on the other hand, was designed in 1947 after the war ended, and its primary target market was British farmers, which earns it our vote for the first convertible SUV designed for civilian use.

With the UK’s economy in disarray following WWII, British steel rations were only awarded to companies that made industrial vehicles or vehicles with international value. So luxury carmaker Rover concocted a light utility convertible SUV to tide them over until they could start selling fancier cars again.

Featuring a durable galvanized chassis and a thick aluminum body, the Series 1 also had a power take-off (PTO) system like the kind found on a tractor, allowing this utilitarian SUV to power farm implements from its 50 hp engine.

It’s no surprise that most of these early convertible SUVs have since become the European equivalent of rusty American farm trucks. Except nowadays, the thought of a Gen 1 Land Rover hauling hay and plowing fields makes car collectors want to scream.

Today Land Rover restores these convertible SUVs to their former glory, though these factory-restored classics aren’t cheap. If you prefer to find your collector cars the old-fashioned way, the holy grail of Series 1 Land Rovers — the sole prototype with its centered steering wheel — is still undiscovered. Time to start looking in barns.

Volkswagen Thing

The Volkswagen Thing was originally designed as a combat vehicle with the internal designation of Type 181, but those plans fell through. In the late 1960s, amid the rising popularity of Beetle-based dune buggies, Volkswagen had an interesting thought: “What the heck, let’s sell it as a convertible SUV.”

The 181 was called the Safari, Pescaccia, and Trekker in other markets, but for the United States, VW had another novel idea: “Let’s just call it the Thing.” Although very few parts were shared, design-wise the Thing was pretty much VW’s WWII Kübelwagen. And somehow, this marketing strategy worked.

The Thing has since developed a huge cult following for quite possibly being the weirdest convertible SUV (or car in general) ever produced. It was only sold in the U.S. for two years, yet somehow you can’t drive through Oregon or California today without seeing plenty of them. Drew Barrymore even drove one in “50 First Dates.”

Convertible SUVs Enter the Modern Era

Admittedly, it’s hard to call any of these WWII-era vehicles a convertible SUV by modern standards. The now-familiar SUV shape came into its own in America in the 1960s.

International Harvester Scout

A rugged American-made off-roader, this beast inspired all convertible SUVs that followed it. First sold in 1961, the Scout proved to be an instant classic. At the time, though, it was plowing headfirst into uncharted territory. As its lead designer, Ted Ornas, explains:

“The market potential for a four-wheel-drive recreational vehicle was an unknown quantity in the early 1950s. The only such vehicle offered in the post-war period was the Willys Jeep.”

But the Willys Jeep was still spartan and militaristic. As Ornas worked to design a suitable competitor for the more everyday-focused Willys/Jeep CJ-5 (1954), he struggled to design a vehicle that sparked the interest of the executive committee.

“One night while I was sitting at our kitchen table full of frustration and desperation, I dashed off this rough sketch on a piece of scrap mat board,” said Ornas. “The next morning it was shown to a committee member [who] reviewed it with controlled enthusiasm […] we were off and running.”

Little did he know, Ornas had just started the convertible SUV revolution.

The earliest Scout model, dubbed the 80, could be purchased as either a convertible truck or convertible SUV. They all sold incredibly well, even the strange special editions like the factory RV and the conventional ragtop. Today you’ll find Scouts at California beaches, in Missouri mud runs, and starring in every country music video.

The Scout is classically designed and wildly modernizable — as such, prices are on the rise. It’s a proper convertible SUV for the ages, and once it began selling like hotcakes another American company wanted a slice of the pie.

Ford Bronco

Released in 1966, the shamelessly-copied-from-the-Scout Bronco would span five generations ending in 1996 — before being resurrected in the 21st century (more on that later).

The roof was technically removable in all five of these generations, but on later models, it held the center brake light and rear seat belt mounts, so it wasn’t road legal drop the Bronco’s top. So instead of changing the design to make removing the roof impossible, Ford deleted the instructions from the manual and secured the top with security Torx bolts.

It’s a convertible SUV, but don’t remove the top. Wink, wink. 

Like the Scout, the early Bronco can look decidedly modern with a few styling changes. Huge wheels and tires, a shiny coat of paint, and a protective roll cage can transform a vintage convertible SUV into a formidable off-road machine.

Locking hubs and a Dyna transfer case came stock; options included a winch, snowplow, PTO system, and a posthole digger. Clearly, the Bronco was never intended to end up on stage at Barrett-Jackson, yet early models are astronomically expensive today.

The K5 Chevy Blazer (1969), Dodge Ramcharger (1974), and rebranded Jeep CJ-5 (1964) all followed the Scout’s lead as well, and together these convertible SUVs dominated the American car culture of the ’70s and ’80s. But this revolution was too big for the U.S. to contain.

Suzuki Jimny / Samurai

After the war, Mitsubishi began producing Willys Jeeps (1953) through a license agreement. The Toyota Land Cruiser (1955) and Nissan Patrol (1951) helped usher in a similar trend across the Pacific. Though it’s definitely weird to see a Jeep with a Mitsubishi badge.

In 1970, Suzuki began production of the Jimny convertible SUV (yes, that’s spelled correctly), the first 4WD kei car, with a top speed of 47 mph. It was so successful that in 1981, Suzuki began selling it in the U.S. as the Samurai. Sometimes branded as a Chevy, the Samurai’s top speed was 68 mph and non-power-assisted drum brakes were standard. Clearly this was not a car designed for any kind of performance driving.

A 1988 Consumer Reports article blasted the convertible SUV for being prone to rollovers when driven aggressively. It’s clear to me that if you’re driving a Samurai aggressively, you’re in the wrong car, but in 1988 that apparently had to be explained to people. Turns out the laws of physics weren’t invented until the ’90s … which explains a lot, actually.

Because it’s light, cheap, and easy to tow, the Samurai has become the darling of RV owners who love driving around with those gaudy front towbars sticking straight up in the air. Jimny Christmas.

The Convertible SUV Goes to Sh*t

Despite increased safety regulations, things were looking great for convertible SUVs all through the 1980s. That is right until the ’90s came along.

Suzuki X-90

In 1995, the X-90 convertible SUV was born from the success of the Samurai and the subsequent Suzuki Sidekick/Chevy Tracker/Geo Tracker. Available in four-wheel or rear-wheel drive, it was basically a re-bodied Sidekick.

Less than 9,000 were made, which is great news because it looks like a blind person tried to describe an MR2 to a three-year-old designer over the phone. By 1997, the gig was up, and there was no successor to the X-90.

Top Gear Magazine rated it #4 of the worst cars of the last 20 years. It surpassed Hummer H2s and Dodge Calibers and was eclipsed only by the G-Whiz, Maybach 57/62, and the PT Cruiser Cabriolet, a convertible SUV we try not to even talk about.

Fun fact: Red Bull put cans on the back of these convertible SUVs way before the new Mini was ever a thing.

Toyota RAV4

In 1998, Toyota took one look at the abject failure of the X-90 and said, “We should take a swing at that.”

To be fair, like the Scout before it, the RAV4 was launched into uncharted waters in 1996. Besides the now-ubiquitous Jeep Wrangler (1986), American convertible SUVs had all grown massive by that time – the RAV4 was comparably small even in its 4-door guise.

Its only real competitor besides the Tracker was the Kia Sportage, which featured a one-star crash safety rating and was recalled twice due to the rear wheels randomly falling off. In other words, the RAV4 had no competition.

From the complete lack of a trunk to the plastic-clad side strikes, the RAV4 convertible SUV was as ’90s as they come.

Nissan Murano CrossCabriolet

In 2011, Nissan took one look at the utter failure of both the X-90 and the RAV4 and said, “We should take a swing at that.”

Nissan touted this as being the first-ever 4WD convertible SUV, and I’m confident that marketing won’t be fooling you after today. Mandatory CrossCabriolet fashion includes a polo and sunglasses, a Florida license plate, and an unflinching 10-and-2 driving stance.

To its credit, you can seat four people in this thing without chopping their legs off; something most 4-seat convertibles can’t accomplish. But still, a Murano convertible SUV? Why?

Convertible SUVs: Some Take a Turn for the Better

After the likes of the flops and failures, the convertible SUVs took a slight turn for the better. While perhaps not as brilliant as their early predecessors, these models at least tried to get back to their rugged, versatile roots.

Mercedes G350

The honor of the “world’s first luxury convertible SUV” rightfully belongs to Mercedes-Benz. Since 1979 they have intermittently sold a convertible SUV in the G-class family. It looks like a Jeep Wrangler took a bunch of German steroids.

The Geländewagen started life as a military vehicle at the suggestion of the Shah of Iran, a significant Mercedes shareholder at the time. Today, they appear in the fleet of nearly every sizable military on Earth — and in every rap video ever made.

Land Rover Defender

Remember the Series 1? While all those other companies tried to design new convertible SUVs, Land Rover stuck to their tried-and-true design. It became the Series 2, the Series 3, and eventually the Defender, incorporating new technologies while keeping the same basic style.

The most significant convertible SUV in history ceased production in 2016, after 67 consecutive production years. That run ended because the Defender’s aging design failed to meet U.S. and Euro NCAP safety requirements.

Like the G-Wagon, the Defender slowly morphed into a luxury status symbol. In January 2018, Land Rover announced the refined Defender Works V8 to celebrate the 70th anniversary of the nameplate. Packing a 5.0L 400-hp V8, this $200,000+ beast was the mac daddy of convertible SUVs.

Perhaps to exert their dominance over the niche, Land Rover even decided to offer a new convertible SUV.

Range Rover Evoque

In 2017, Land Rover took one look at the abject failure of the X-90, RAV4, and Murano CrossCabriolet and said, “We should take a swing at that.”

The Evoque Convertible came equipped with a turbo 4-cylinder with 237 ponies, along with off-road capability supposedly equal to that of a regular Evoque, and a silly little trunk at the back. Range Rover touted it as being the world’s first luxury compact convertible SUV, but we trust you won’t believe them.

Convertible SUVs: Modern Offerings

Luckily, these days there are only a few mass-produced convertible SUVs. Consider this a respite from the terrible convertible SUVs of the past 20 years and brace yourself for what’s coming next.

Ford Bronco

Back by popular demand, the 6th generation of the Ford Bronco took this convertible SUV’s time-honored legacy and honed it into something worthy of the 21st century.

The updated Bronco, which is offered in both 2-door and 4-door configurations, is a super off-road capable 4×4 SUV. It comes with a removable roof, removable doors, and a rugged interior that can hold up to the elements. Ford also offers a ton of options so you can personalize this convertible SUV to your liking.

And while the new Ford Bronco has some impressive specs and sports a suave re-design with just enough design DNA to make a subtle nod to the elder generations, the real draw, at least for convertible SUV aficionados, just might be the open-air feel when the roof is off.

Jeep Wrangler

It should come as no surprise that Jeep still offers a convertible SUV and one that has become iconic in its own right. If you look closely, you can see that the Jeep Wrangler still has some DNA from the original Willys convertible SUV. Sure, it’s been modernized (and in some cases electrified) but this rugged drop-top still maintains its go-anywhere spirit.

The modern-day Wrangler is perhaps less of a topless SUV and more of a modular one. Depending on your model, you can pop the top and lose the doors, a great option for any technical off-roading.

Jeep offers 11 models of the Wrangler for you to choose from. You can even build out a proper modern-day Willys Jeep  — compete with 32-inch mud terrains and some Willys’ badging to throw it back to this convertible SUV’s old-school role model.

Fastest Cars from the 1980s

Even as V8-powered muscle cars fell by the wayside, car manufacturers were forced to think outside of the box in order to engineer fast cars in the ’80s.

For example, manufacturers like Porsche and Buick realized that the best way to stay current with federal regulations, while still giving the speed junkies what they wanted, was to fine-tune their engines with power adders. Turbocharged engines became the gold standard for these speedy rides.

Many of the fastest cars of the ’80s came from a few well-known manufacturers — namely Ferrari, Lamborghini, and Porsche were the top players when it came to top speeds. For the sake of variety, we’ve included some other makes and models in addition to the fastest ’80s models from each of these brands.

Ferrari F40

The Ferrari F40 is a living testament to the fact that you can achieve a lot of performance without a lot of engine. The twin-turbo 2.9L V8 makes its maximum amount of horsepower at 7,000 rpm and is capable of thrusting anyone lucky enough to be in the cockpit to a top speed just shy of 200 mph. For 1987, that ain’t too shabby. This ’80s era supercar was capable of making the trek from 0-60 in only 4.2 seconds and covering the quarter-mile in 12.1 seconds.

Buick Grand National Regal GNX

American manufacturers didn’t turn out many outstanding cars in the ’80s, but the Grand National sticks out as one of a few cars from a U.S.-based automaker worthy of this list. The turbo V6-powered Buick produced a decent 276 hp along with an astonishing 360 lb.-ft. of torque, which helped it travel from 0-60 in 4.7 seconds. The GNX was limited to a top speed of 124 mph which falls short of some of the other ’80s speedsters, but its quick time off the line could keep up with the best of them.

Porsche 911 Turbo

Six cylinders of turbocharged and inter-cooled magic helped make the 1986 Porsche 911 Turbo stand out from much of the competition. Even without impressive power numbers (326 hp), some drivers were able to get this car across the 60 mph mark at just 4.6 seconds and run the 911 Turbo up to the quarter-mile time in 13.1 seconds. Plus, with a top speed of 157 mph, this Porsche was plenty speedy for the ’80s.

Lotus Esprit

Capable of running the quarter-mile in only 13.5 seconds and hitting 60 mph in 4.9 seconds, this wedge-shaped little car launched itself into supercar territory. The Lotus Esprit came with a turbocharged 2.2L 4-cylinder that produced 264 hp. This power, coupled with its overall lightweight, not only made the Esprit quick off the line but also propelled it on to a respectably fast top speed of 160 mph.

Porsche 959

If ever there was an ugly Porsche, it would be the 959. However, being hideous didn’t affect the performance. In fact, the view from behind the wheel was pretty good as this was undoubtedly one of the fastest cars from the 1980s. The twin-turbo 6 cylinder engine produced 444 hp and 369 lb.-ft. of torque. This beast launched from 0-60 in only 3.6 seconds. And after that grin-inducing launch, the 959 would continue to the quarter in 12 seconds flat and topped out at an impressive 197 mph.

Lamborghini Countach LP5000 QV

Far from the curvaceous flowing lines of the Lambos you see driving around today, the Lamborghini Countach LP5000 QV definitely couldn’t blend in with the ’90s crowd. This is the car that made Lamborghini famous. At its height, the Countach came with a 450 hp V12 engine that smoked almost all of the competition with a 4.6 second 0-60 and a 12.9-second quarter-mile time. Plus, with a top speed of 185 mph, the wedge-shaped Countach was properly quick and capable of playing with most of the fastest Ferraris of its day (the F40 being the exception).

Ferrari 288 GTO

Although the Ferrari 288 GTO was not “officially” imported to the American car market, quite a few of were imported on the sly. The 395 hp twin-turbo V8 helped get this sultry 2,500-pound car down the quarter-mile in a mere 12.7 seconds. The 288 GTO clocked a top speed of 189 mph. An icon of Ferrari, this car is often credited with building the brand into what it is today.

Pontiac Firebird Turbo Trans Am

For one year only, just over 1,500 Buick Trans AMs received a turbocharged engine. The 1989 model year proved to be one of the fastest F-body cars ever produced, thanks to the turbo V6 placed in the Trans Am Pace Cars of that year. These cars were dyno tested at over 300 hp and 400 lb.-ft. of torque and a top speed of 139 mph. Some drivers were able to propel this Pontiac from 0-60 in just 4.6 seconds, which was faster than some of the supercars from this time period.

Ferrari Testarossa

The Testarossa was Ferrari’s flagship model for the ’80s and while it didn’t boast quite the same stats as the F40, it did become iconic in its own right. Equipped with a 4.9L V12, the Testarossa wasn’t turbocharged like many of its ’80s counterparts but was still plenty quick. With a top speed reported at 180 mph, this prancing pony car could make the sprint from 0-60 in 5.8 seconds and keep on charging through the quarter-mile in 13.5 seconds.

Aston Martin V8 Vantage Zagato

Though this luxe grand tourer from Aston Martin was the flashiest-looking car of the ’80s, its understated exterior hid a fine-tuned beast of a V8 that made just over 400 hp. and 400 lb.-ft. of torque. That could rocket the car from 0-60 in 4.6 seconds and carry it on to a top speed of 186 mph. Though Aston only made a limited run of this special edition Vantage, if you were one of the 50 lucky owners of a Zagato V8 Vantage, you could boast of owning one of the fastest cars of the 1980s.

Historic American Cars With the Worst MPG

Not all of the American cars with the lowest mpg came from the 1960s, but a good number of them did. And though gas was cheap back then, you’d better be prepared to pony up at the pump if you decide you want to drive one of these gas guzzlers today.

Chevrolet Corvette

First introduced in 1953, the Chevrolet Corvette quickly gained legendary status in the 1960s. Initial annual production quickly rose from 1,000 vehicles each year to about 27,000 vehicles.

During that era, the second-generation Corvette was offered with a variety of engine options and several special performance editions were available as well. The 1960 model was equipped with a thirsty V8 which was rated to get around 13 to 14 mpg.

Pontiac Grand Prix

The Grand Prix was first introduced in 1962, and Pontiac produced the car through the 2008 model year. The first generation models were powered by a V8 engine that could be optioned in various sizes ranging from 6.4L all the way up to 7.0L.

The second-generation Grand Prix, which debuted in 1968, bumped the premium V8 up to a hefty 7.5L. Depending on your chosen engine, the Grand Prix was estimated to average around 10 to 14 mpg.

Pontiac Bonneville

Introduced in 1957, this Pontiac model was named after the Bonneville Salt Flats in Utah where land speed records are made. The Bonneville was considered both luxury and performance vehicle because it was fitted with a muscle-car-era V8 engine (available in five different options ranging from a 6.4L to a 7.5L).

In the ’60s, that same V8 was rumored to get, on average, somewhere in the range of 10 mpg. Due to the gas embargo of the 1970s, Pontiac downsized the engine and made it more fuel-efficient in 1977 — though the reported 11.5 mpg for the 1988 model could hardly be considered big fuel savings.

Dodge Viper

The original Dodge Viper was introduced in 1992. Priced at $50,000, only 155 of these highly coveted sports cars were sold from 1992 to 1993. In a show of one-ups-manship on the muscle cars of the ’60s, the Viper skipped the V8 and went right to the V10.

The 8.0L V10 made 400 hp and was good for around 11 mpg in the city and 20 mpg on the highway. That means you’d be filling up the 22-gallon tank with some frequency, especially with any spirited driving which, let’s face it, the Viper was clearly begging to do.

Pontiac GTO

The Pontiac GTO was unveiled in 1963 and helped to introduce the era of the muscle car. It featured a V8 engine and was named after the European racing series. FIA racing fans were upset, but U.S. muscle car enthusiasts loved it.

Available as both a hardtop and a convertible during its production run from 1964-1967, the Pontiac GTO could be outfitted with either a 6.4 L or 6.6L V8 that made in the range of 335-360 hp depending on your options. One thing that didn’t improve with your upgrades was the fuel economy. In keeping with its racing-inspired heritage, the GTO averaged an abysmal 10.3 mpg.

Ford Mustang

First introduced by the Ford Motor Company in 1964, the Ford Mustang drew on the heritages of the intermediate-sized muscle cars of the 1950s to become the coveted sports car of the ’60s. The highly-anticipated Mustang did not disappoint: 22,000 Mustangs were sold on the first day and one million were sold in the first two years.

Since then, the Ford Mustang has evolved through 12 distinct eras over the past 30+ years. And while the Mustang’s technology and fuel efficiency have improved (marginally), the ’60s era pony cars were not exactly prime examples of economy, clocking in on average at 10 mpg.

GMC Hummer

The Hummer is an exception to the ’60s era muscle car rule — taking top honors as one of the more recent cars with the worst mpg. Originally made by AM General for the United States Army, the Hummer was introduced to the civilian market in 1992. In 1999 the company sold the Hummer name and rights to General Motors.

GM introduced three Hummer models – the H1, H2, and H3. Production numbers were never high on any of the models, and gas mileage was notoriously bad regardless of the year model. For example, the 2002 model was rated at 9.6 mpg. We can only hope the new EV Hummer makes up for these gas guzzlers’ shortcomings.

Dodge Challenger

Dodge introduced the Challenger in 1970 as its answer to the Ford Mustang and Chevrolet Camaro. Though the Challenger missed the boat on the golden era of the ’60s, it did deliver on the same basic premise.

The base Challenger was available with either an I6 or V8 engine, and the upgraded Challenger R/T could be had with a 6.3L “Magnum” V8, rated at 335 hp. Optional R/T engines were the 375 hp 7.2L Magnum, the 390 hp 7.2L Six-Pack and the 7.0L Hemi rated at 425 hp. Drivers of the original era Challengers reported a less-than-economic 8 to 10 mpg.

Dodge Charger

In keeping with the Challenger, when Dodge released the second generation of the Dodge Charger, they decided to go big with the V8. The second-gen Charger, which was available from 1968 to 1970, lived it up in the last golden years of cheap gas.

The 1969 Dodge Charger R/T came with a 7.2L V8 that made 431 hp. That big, brash engine certainly fit the look of the Charger, though it wasn’t exactly the model of economy. Drivers were lucky if, with some strategically light throttle use, they could break into double digits on their average mpg — the second-gen Charger is reported to clock in around 8.7 mpg.

Chevrolet Camaro

The Chevrolet Camaro was originally introduced as the answer to the Ford Mustang in 1966. The first generation of the Camaro, which was made in the U.S. from 1966 to 1969, embodied everything that a ’60s era muscle car later became known for — including terrible fuel economy.

The base Camaro was powered by a 140 hp, 3.8L I6 engine mated to a Saginaw three-speed manual transmission. As drivers moved up the performance package ladder to the SS and Z/28, that engine got bumped to a (very) thirsty V8. Owners of the original generation Camaro have reported mpgs ranging from 5.5 mpg on the low end to 9.2 mpg on the high end.

American Cars With the Worst MPG Still Have Appeal

Sure, these cars with the lowest mpg aren’t going to do you (or your wallet) any favors at the gas pump. But for muscle car enthusiasts or any drivers prone to nostalgia, many of these models have an appeal that transcends practical considerations. Whether you’re taken by their curb appeal or you simply love the sound of those guttural, gas-guzzling V8s, there’s something about these American cars that keeps them on the roads today — even if it’s only for a short trip with frequent stops at the gas station.

1969 Boss 429 Mustang: Ford’s Pinnacle Pony Car

The Ford Motor Company was riding high on the success of the original Mustang during the first four to five years after its release. However, they were also developing a “secret engine” to take the Mustang from a simple Pony Car to a muscular Thoroughbred. And the marriage of this “secret engine” with the 1969 Fastback, set the world on fire.

At the time, the “King of the Road” (or the track as it were) seemed to be the big bad Hemi that Chrysler had built with its massive 426 engine. But Ford wanted a piece of the pie, so they decided to work on a semi-hemi of their own.

If Ford was going to keep up with the MOPAR boys, they needed a larger more powerful engine so they developed the 429 cubic inch big block known as the Boss 429.  However, due to NASCAR rules, they had to build a minimum of 500 production cars equipped with this engine if they wanted to run them on track.

Each of the resulting iconic cars was hand-built at the KK-Brighton assembly plant in Brighton, Michigan, because Ford needed help shoehorning the biggest engine they had ever made into the new ’69 Fastback Mustang.

The cars were shipped straight from the assembly plant to the Kar Kraft plant. Like a match made in heaven, the 1969 Boss 429 Mustang was born and ready to hit the road. And hit it hard.

Demure or Demonic: Depends on Where You Look

We could bore you with engine specs and stats, but we’d rather talk about the wow factor that gives this muscle car so much appeal. For starters, the car had a very limited production; only 857 were manufactured (two Boss 429 engines were put in the ’69 Mercury Cougar).

All had a special date code plaque with “KK” stamped on it. Low production numbers plus massive ponies under the hood was the perfect combination to personify what makes a true American muscle car.

Overall, the lines of the ’69 Boss 429 are simple and clean. Other than the massive hood scoop and the 429 decal on the front fender, this Mustang looks kind of tame. Most ’69 Boss 429’s ride on the original Magnum 500 wheels and sport the flat black front chin spoiler. But the wide tires and bulging fenders should give some hint of the beast under the hood.

The engine itself has become a bit of an urban legend that has an almost cult-like following. Although Ford rated the car at only 375 hp, realistically the engine was pumping out closer to 600 hp. You can even find some claims that the 7.0L behemoth could run in the 9,000 rpm range for extended periods of time.

Roll Out the Red Carpet for This A-List Celebrity

The Ford Boss 429 Mustang has a following like a fan-favorite celebrity. Just attend any local car show or cruise-in across the globe and see what happens when a clean Boss 429 pulls in. The crowds will rush over to see this beast. And they won’t have to look too hard for it—they will hear it as it comes roaring in.

In the last 45 years, this single car has hugely influenced our definition of what is quintessential to a muscle car. And it only continues to wow the crowds — at recent auctions, such as the 2013 Mecum Auction where a shiny black 1969 Boss 429 sold for $417,000. Hagerty currently values a prime condition ’69 Boss 429 at $327,000.

The bold and aggressive look of the 1969 Boss 429 Mustang might remind one of Arnold Schwarzenegger flexing his muscles under the bright lights. The power plant under the hood is like a roundhouse to the head from Chuck Norris. This is a muscle car that leaves an impression.

The engine, which was originally designed to race NASCAR, was put into a street fighter with asphalt-ripping horsepower. The Boss 429 Mustang is rumored to be capable of straight-line speeds of near 175 mph, though not many have attempted this with their rare collectible.

So hold up a glass in honor of Larry Shinoda (Ford designer) for creating such a sexy beast. He came up with the name as a tribute to Bunkie Knudsen (president at Ford during this time) who he always just called “Boss.” Now that’s not a bad legacy to leave behind on the road. The 1969 Boss 429 Mustang will always be known as one of the most unique and iconic muscle cars ever built — a true American Legend.

What to Look for When Buying the Best Used Cars Under $2000

In the current used car market, finding a used car under $2,000 is going to be a challenge — especially if you want one that runs reliably, is moderately intact, doesn’t have a salvage title or a blown engine, and isn’t a rust bucket. Your options are going to be limited to older models, likely with high mileage, but that doesn’t mean you have to strike out in your search for a used car on a tight budget.

It does mean you’ll want to do your homework on the used car before making a purchase — a well-maintained service record can help ensure you don’t end up with a lemon. And, if at all possible, see if you can get the car inspected by a reputable auto shop before finalizing your purchase.

Below, we’ve outlined some of the best used cars under $2000 for sale on the market today along with some common problems to be on the lookout for while you’re shopping around. If you absolutely need a used car and can’t afford to save up for a vehicle in the next price bracket, here’s your best bet for a reliable older car under $2,000 that might still have some mileage left.

Chevy Impala

Chevrolet’s popular flagship sedan has been in production for a number of years. If you’re looking for a used car under $2,000, look to the eighth or ninth generation Impala produced between 2000 and 2016.

The base models came with a standard V6. Inside, you can expect a plain cloth interior and all the basic features of an early 2000s sedan. You’ll likely be looking at a base, LS, or LT package with mileage north of the 200,000 mark, so be on the lookout for engine or transmission issues.

Commonly reported problems with the eighth generation Impalas included electrical issues and intake manifold gasket failure resulting in a coolant leak. Ninth gen Impalas were slightly better in regards to reliability.

Ford Focus

The best-selling Ford Focus has long been a favorite option for those looking for an inexpensive and reliable used car. However, prices on the older Focus generations are creeping up, and if you want to find one under $2,000, you’ll have to settle for a first or second-generation model from 2000 to 2010.

And before you get your hopes up for a hot hatch, most of the versions on offer under $2k will be the sedan either with Ford’s S or SE trim package — and likely in a rather bland silver or white exterior.

Mileage runs more in the 150,000-175,000 mile range so if you can find one in good condition, you can coax it along for a few thousand more miles. The 2007-2008 Focus was one with reported issues; specifically, the ’07 was known for going through alternators, and both year models were notorious for excessive tire wear, with some owners reporting getting only 35k miles on their tires.

Honda Civic

From 2000-2010, the Honda Civic was available as a compact four-door in the States (you might also stumble across the rare Civic Hybrid from this era, too). The sedan, though nondescript on the exterior, has long been a popular used car choice for drivers looking for a reliable car.

A running Honda Civic under $2k will likely have north of 200,000 miles. If it was treated to proper maintenance throughout its life, you might be able to hold one together to hit the 300,000-mile mark.

You should be on the lookout for a couple of common problems, especially in the early 2000s models. The transmission in the 2001 and 2002 Civic was a known and costly failure. The 2006 Honda Civic was known to have issues with cracked engine blocks — it is probably best to avoid this model year altogether unless you like testing your luck.

Kia Rio

Based on the same platform as the Hyundai Accent, Kia’s subcompact sedan originally hit the market in 1999 and has been in production ever since. You can currently find used Rios from the early to mid-2000s in the $2,000 price range, usually in the base or slightly upgraded LX trim package.

Though the Rio is not much to look at on the outside, it was Kia’s best-selling model globally in 2012 and 2015. As a utilitarian sedan, it doesn’t have a ton of bells and whistles, but the basic interior is at least thoughtfully designed. Used models for sale under $2k are currently running around 150,000-175,000 miles.

If maintained properly, the Rio seems to hold up well over the years. Although when issues are reported, they seem to plague the engine (always a costly problem that can quickly exceed the cost of your $2k car). The 2001 Rio was specifically plagued by an intermittent loss of power.

Toyota Camry

The Toyota Camry is one of Toyota’s best-selling models, which means used car buyers have a decent variety to choose from on the used market. You can often find the base CE trim or the bumped-up LE luxury edition for sale on the cheap.

Late ’90s and early 2000s high mileage models can be had under two grand. And the good news is that since it’s a Toyota, as long as it hasn’t been driven like a beater, there’s a good chance you can take a 190,000-210,000-mile Camry all the way up to the 300,000-mile mark

In terms of issues, Camry’s have relatively few reported programs. Though you should avoid the 2007 and 2009 Camry which apparently got a lemon of an engine that guzzles oil and will eventually need some costly repairs. Otherwise, the earlier generations seem to have benefited from Toyota’s reputable reliability.

VW Jetta

Volkswagen has been making its popular compact family car since 1979. In either its sedan or wagon iteration, the Jetta is a functional, utilitarian daily without many frills in the base GL trim. If you can find a GLS, you’ll enjoy some added perks including a sportier engine.

If you don’t mind a high mileage model hovering around the 200,000-mile mark, you can find early to mid-2000s Jettas in the $2k price range. If properly cared for, the Jetta could prove reliable enough to make 300,000+ miles.

Newer Jettas have more reported problems than their elder counterparts, though 2006 and 2009 were problematic years with brake and engine problems reported. Though Volkwagon might not have the same reputation as Toyota or Honda for its reliability, if you can find a well-maintained VW, your chances of keeping it running (with a little TLC) are good.

Check, Double Check, and Triple Check

Shopping for used cars under $2000 doesn’t have to be stressful and a few simple checks can at least give you an understanding of how the car has been treated and whether it’s likely to have issues.

• Oil: A quick dip of the stick should tell you whether it at least has oil in it and whether there could be an underlying problem … a brown sludgy mess could be a sign of a head gasket failure.
• Coolant: Most cars of this age and mileage won’t be clean and clear so expect to see dirty brown water — at least make sure the reservoir is full.
• Tires: Condition is everything; make sure the sidewalls aren’t cracking and that there is some tread left and that they’re inflated.
• Electrical: This might sound basic, but check that everything electrical is working as it should. This means the stereo, wipers, lights and brights, turn signals, power windows, mirrors, and locks, and anything else you can think of.
• Panel Gaps: This is a little more involved, but checking for panel gaps is a great way of seeing whether the car has had a cheap repair.
• General Condition: Any seller that can’t work up the enthusiasm to clean a car before trying to sell it probably didn’t look after or take care of it well in the first place. The condition of a car is only as good as its owner’s habits.

Best Used Cars Under $2000: Do Your Research

In the current market, if you’re searching for used cars for sale under $2000 dollars, you’re going to have to lower your overall expectations. But with a little time, effort, patience, and careful research, you can hopefully find a reliable option that has a few more miles left in it — which is all that you really need.

Ford Diesel Engines History 

Below we’ve outlined the eight motors that feature prominently in Ford’s diesel engine innovations. From the very first to the very latest, these Ford diesel engines are the muscle behind some of Ford’s most memorable diesel trucks.

6.9L IDI Engine: 1982-1987

It all began in 1982 when Ford released its first diesel engines designed for the general public. With a displacement of 6.9L, the naturally-aspirated powerplant churned out 170 hp and 315 lb.-ft. of torque. And though that’s not a lot of grunt by today’s standards, for the 1980s those were impressive numbers.

The engine was a joint venture between Ford and International (which is now Navistar). It got fuel from a Stanadyne DB2 rotary distributor fuel injection pump and had a sky-high compressions ratio of 20.7:1. The fuel system also gave the engine its name – IDI stands for indirect injection.

7.3L IDI Engine: 1987-1993

1987 ushered in what’s considered to be the best Ford diesel engine ever — the 7.3L. When building the new engine, Ford kept the same stroke as the 6.9L but increased the bore. Ford also strengthened the engine block and completely redesigned the cylinder heads. One thing was missing though — a turbocharger. The engine made 185 hp and 338 lb.-ft. without forced induction.

7.3L IDIT Engine: 1993-1994

Finally, in 1993, the 7.3L engine got its long-awaited turbocharger. The internals of the engine were upgraded to handle the boost pressure created by the turbo. Somehow though, the engine didn’t make much more power than its predecessor. Output was only 190 hp — up a mere 5 hp from the naturally aspirated 7.3L. Torque didn’t increase at all. But it didn’t really matter, because Ford was working on a brand new engine that would revolutionize the industry.

7.3L DIT Power Stroke: 1994.5-1997

Ford introduced its first Power Stroke engine in late 1994, setting the benchmark for light-duty diesel truck engines. As before, the new engine was a collaboration between Ford and Navistar (formerly International). Although displacement stayed the same, the Power Stroke diesel engine was completely different from the IDIT.

It featured an electronically-controlled, direct fuel injection system capable of making up to 21,000 psi. Engine output was a stout 210 hp and 425 lb.-ft. — finally, enough muscle to get the job done.

7.3L DIT Power Stroke: 1999-2003

In 1999, Ford revamped the 7.3L Power Stroke, making it even better. The revised engine saw the addition of an intercooler to create denser turbocharged air. It also got an electronic fuel pump, higher injection pressure, and a new turbo with higher boost pressure. This engine is touted by many diesel aficionados as being the best ever. It pumped out 235 hp and up to 525 lb.-ft. of torque, and was known to last well over a quarter-million miles.

6.0L Power Stroke: 2003-2007

The dark times of Ford diesel engines began in 2003. Faced with more stringent emissions standards, Ford introduced its least reputable diesel engine to date — the 6.0L Power Stroke. This engine was so bad that Ford and Navistar eventually went to court over it.

It featured a glut of emissions equipment never before used, such as an exhaust gas recirculation (EGR) valve. A brand-new variable geometry turbo was also installed, bumping power up to 325 hp and 570 lb.-ft of torque. Unfortunately, a series of wallet-draining problems, such as blown head gaskets and faulty EGR coolers, continue to haunt the 6.0L.

6.4L Power Stroke: 2008-2010

Plagued by reliability issues, the 6.0L was dumped after only four years of production. In its place, Ford introduced the 6.4L. This new engine featured beefed up internal components as well as a new fuel system.

Previous Power Stroke diesel engines had always used hydraulic electronic unit injection (HEUI). This design relies on engine oil pressure for fuel injector operation. By contrast, the 6.4L was introduced with a common rail system fitted with piezoelectric injectors. Boost came from twin sequential turbochargers.

Power output from the 6.4L was an unprecedented 350 hp and 650 lb.-ft. of torque Although it was a step up from the shoddy 6.0L, the 6.4L had its own problems. After building two bad engines in a row, Ford and Navistar decided to part ways. The 6.4L was the last diesel engine to be built by the partnership.

6.7L Power Stroke: 2011-Present

In 2011, Ford decided to go solo without Navistar, introducing the 6.7L Power Stroke. The all-Ford engine was a fresh design, with a DualBoost variable geometry turbo. A water-to-air intercooler provided the turbo with cool, dense air. As with the previous engine design, the 6.7L uses a common-rail injection system.

Output was a stump-pulling 390 hp and 735 lb.-ft. Current turbocharged configurations can be had with an even more powerful 475 hp and 1,050 lb.-ft. of torque. So far, the 6.7L has proven to be pretty reliable, although it’s nowhere near as durable as the 7.3L built during Ford’s glory years.

Ford Diesel Engines: Looking Toward the Future

For better or for worse, Ford makes some of the best-selling trucks in America. For a long time, the automaker only offered diesel engines in heavy-duty trucks, like the F-250 and F-350. In 2018, it’s added a first-ever diesel F-150 to the lineup. The. F-150 came standard with a 3.0L Power Stroke, making 250 hp and 440 lb.-ft. of torque. But with EVs like the F-150 Lightning on the horizon, what the future holds for Ford’s classic diesel engine is anyone’s guess.

The great thing about the supercars of the ’90s is that they were, for the most part, all motor. Unlike the supercars of today which are posh luxury rigs with powerful engines, most ’90s supercars were pretty simple machines with low curb weight, sleek and functional bodies, and insanely powerful engines.

Ranking the Top 10 ’90s Supercars

Like all cars, some ’90s supercars were better than others, so we put together a list of our 10 favorite 90s supercars — plus a few more you may never have heard of. All supercars had to be road-legal to be eligible for this list, even if only one was ever produced.

McLaren F1

McLaren manufactured the F1 between 1992 and 1998, and it remains one of the best supercars ever to grace our roadways. Thanks to a 6.1L V12 that produced 627 hp and 480 lb.-ft. of torque in its road-going variant, the F1 accelerated to 60 mph in just 3.2 seconds. At one time, it held the world record for the fastest production car with a top speed of 231 mph.

Ferrari F40

Though Ferrari was already on the map by the time the F40 debuted in 1987, the legendary supercar is responsible for boldfacing the name and putting a massive star next to it. The F40 rolled in boasting a temperamental 472-hp 2.9L twin-turbo V8 that would go from timid to bonkers with the flutter of your right foot. What’s more, this was a proper supercar, as it had exposed seams with visible adhesive and limited sound deadening. Though it debuted in the late ’80s, the F40 qualifies for our list because its final year on the market was 1992.

Ferrari F50

The legendary F40 was a hard act to follow, and when the F50 originally debuted, buyers and enthusiasts believed that Ferrari had lost its edge. In today’s world, however, we can see that this wasn’t Ferrari losing its edge; rather, it was the brand massaging its image to better cater to its upscale clientele, though the F50 is still relatively simple by today’s standards. The under-hood bits were less temperamental than the F40, as its 4.7L V12 produced 514 hp and 347 lb.-ft. of torque. This resulted in a 3.7-second sprint to 60 mph and a top speed of 194 mph.

Mercedes CLK GTR

In 1998 and 1999, Mercedes built one of the best supercars ever — the CLK GTR. This model was the result of Mercedes entering the FIA GT1 class, which required the automaker to build road-going units to be eligible for competition. This powerful Benz came equipped with a 6.9L V12 engine that cranked out 604 hp and 572 lb.-ft. of torque. It hit 60 mph in just 3.8 seconds and topped out at 199 mph. When it was new, the CLK GTR was the most expensive production car at the time with a price tag of $1,547,620.

Lamborghini Diablo

If there was one ’90s supercar that became the icon of that era, it was the Lamborghini Diablo. Teenagers slathered posters of this supercar on their bedroom walls, and for damn good reason. The standard Diablo came with a 5.7L V12 that produced 492 hp and 428 lb.-ft. of torque, allowing it to hit 60 mph in just 4.5 seconds and top out at 202 mph.

In 1993, Lambo introduced the Diablo VT, which added all-wheel drive to handle its power more effectively. The best Diablos came in 1994 and 1995, which marked the introduction of the SE30 and its 523-hp engine, and the Diablo SV with 510 hp, extra handling bits, and reduced curb weight.

Bugatti EB110

An oft-forgotten member of the best ’90s supercars club is the Bugatti EB110. It was funky looking, it was expensive, and it was super fast — which fits the 1990s like a well-tailored suit. Under its hood was a 3.5L quad-turbo (yes, four turbos) V12 engine that had 552 raging horses daring you to push that accelerator a little further. Things got even more insane with the release of the EB110 SS, which was lighter and cranked out 603 hp. This hotter EB110 hit 60 mph in just 3.2 seconds and topped out at 216 mph.

Jaguar XJ220

Though general automotive enthusiasts may not know it, any Jaguar fan will remember the XJ220 that the British manufacturer built from 1992 through 1994. Though Jag limited it to just 275 units, its impact was massive, as no one really expected this sort of machine from the brand.

Powering this beast was a 3.5L twin-turbo V6 that produced an incredible-for-its-size 540 hp and 475 lb.-ft. of twist delivered to the rear wheels via a 5-speed manual transmission. The result was a supercar that could hit 60 mph in just 3.6 seconds and top out at 213 mph, all while getting 27 mpg highway.

Porsche 911 GT1 Straßenversion

The homologation requirements for manufacturers to enter various racing series have resulted in some awesome supercars over the years. One of the best in the ’90s was the Porsche 911 GT1 Straßenversion (Street Version). This 911 arrived with a 3.2L flat-six twin-turbo that produced 537 hp.

This huge amount of power paired with a svelte 2,535-pound curb weight to deliver insane performance numbers, as the 911 GT1 Straßenversion hit 62 mph in just 3.9 seconds and topped out at 191 mph. Nowadays, the GT1 Straßenversion is a unicorn of sorts for Porsche enthusiasts, as the German automaker manufactured just 25 of them.

Vector W8

Supercars of the ’90s were often looked upon as space ships, but the Vector W8 took that idea to a whole new level. Its angular design and wild interior left mouths agape, but luckily its 6.0L V8 engine, which produced 625 hp, was there to close your jaw from the G-force it created at launch. That incredibly powerful V8 and the specially developed 3-speed transmission were capable of launching the W8 to 60 mph in 4.2 seconds and on to a top speed over 220 mph.

Nissan R390 GT1

Another product of homologation rules, Nissan’s contribution to the ’90s supercars was the R390 GT1. Unlike other GT1 competitors, which typically saw 25 or so production units, Nissan built only two road-ready versions of its racecar. One of the production models sold at auction and the other is sitting in Nissan’s Heritage Collection in Zama, Japan.

Nissan equipped the road-going R390 GT1 with a 3.5L twin-turbo V8 that produced 550 hp and 470 lb.-ft. of torque. This resulted in a 0-to-60 time of 3.2 seconds and a top speed of 220 mph, which made it the fastest Japanese production car at the time.

9 More ’90s Supercars You May Have Forgotten

Not all of the supercars of the ’90s were instant icons — but these lesser-known models still fit the bill for cool, crazy fast cars that we’d love to have in our collection.

Cizeta-Moroder V16T

Early ’90s supercars often came with mad pop-up headlight designs, but none is perhaps more memorable than the Cizeta-Moroder V16T which was available between 1991 and 1995. Cizeta was initially produced in 19 units. Subsequently, the company made three more models in 1999 and 2003, and here’s the thing: Cizeta is actually still available on a made-to-order basis.

Nowadays, the regular model will set you back $649,000 or $849,000 for the Spyder TTJ model. That’s without taxes and shipping, mind you. Cizeta is powered by two Lamborghini Urraco 90-degree flat-plane V8s in one block. That’s basically a V16 mill which was enough for a 4-second 0-to-60 and a top speed of 204 mph.

Jaguar XJR-15

Though the Jaguar XJ220 certainly deserved more acclaim, its predecessor of which only 53 copies were made between 1990 and 1992 (five times fewer than the XJ220) is the one that we have picked here. Powered by a Jaguar 6.0L V12 powerplant, the XJR-15 was able to produce 450 hp and 420 lb.-ft. of torque. There were supposedly five limited LM versions of the XJR-15, all sold in Japan. They were fitted with a 7.4L V12 similar to the XJR-9 race car’s engine and were capable of making 700 horses.

Lister Storm

The Lister Storm also utilized Jaguar’s 7.0L V12 mill. Here the engine made 546 hp and 583 lb.-ft. of torque which was enough for a 0-to-60 acceleration time of 4.1 seconds. That made it the fastest accelerating 4-seater saloon in the world until the Brabus Rocket toppled it from that spot in 2006. The Lister Storm was only built in four units, three of which survive today. The hefty $350,000 price tag back in 1993 probably didn’t help it pave the way for more buyers.

TVR Cerbera Speed 12

The TVR Cerbera Speed 12 never moved on from the prototype phase, although the prototype car itself was road-legal. That’s because a 2,425-pound car with 900 hp was simply way too fast for the general population back in 1997.

Furthermore, the in-house 7.7L V12 engine was underrated and probably produced north of 1,000 hp. It was intended for the 24 Hours of Le Mans but never made it to France. It did, however, compete in the GT1 class of the FIA GT Championship where it was restricted to the more “conventional” 660 horses.

Ruf CTR2

Don’t let its looks fool you. This isn’t a Porsche 911, although it’s based upon it — or type 993 to be more precise. Ruf isn’t your typical German automaker and tuner known for their high-performance Porsche knockoffs. The CTR2 is probably the most famous of their cars, but still obscure enough for most people to think it’s a Porsche.

Produced between 1995 and 1997, the CTR2 came in a limited series and cost $315,000. Its 3.6L twin-turbo straight-six generated 520 hp and 505 lb.-ft. of torque. Later in the production cycle, CTR2’s version of Porsche’s engine managed to produce 580 horses. That was enough for a top speed of 217 mph and a 0-to-60 time of 3.6 seconds. Ruf didn’t stop there, however. Two wide-body CTR2 Yellowbird models produced in 1997 for the Pikes Peak Hill Climb developed no less than 702 ponies.

Dauer 962 Le Mans

Another rare German car and another Porsche-derived one, the Dauer 962 was based on the Porsche 962. As its name suggests, this ’90s supercar was specially designed for 24 Hours of Le Mans, and it did its job in a thoroughly professional fashion — winning in 1994.

The Dauer 962 was in production between 1993 and 1997, but road-legal cars only came after the aforementioned Le Mans victory. Only a dozen or so were produced, and they were fitted with Porsche’s well-known flat-six mill capable of putting up 730 hp. Needless to say, these supercars were hellishly fast with a 251 mph top speed and a 2.8-second sprint to 60.

Vector M12

Vectors were always underrated. And while we have done the W8 some justice recently, we haven’t done the same with the M12. The Vector M12 was neither that expensive nor that flashy, compared to other ’90s supercars. Yet for a car that was essentially a rebadged Lamborghini Diablo, it originally sold for “only” $184,000, and you can get it for much less these days. If you manage to find one, that is. After all, only 18 were made between 1995 and 1999, and 14 were production models.

The 5.7L Lambo V12 produced 492 hp and 425 lb.-ft. of torque which wasn’t enough for more than 189 mph top speed and 4.8 seconds 0 to 60. Maybe it was the fact that it wasn’t one of the better supercars or that there was a hostile takeover and mismanagement of the company, but the Vector M12 never achieved much success.

Aston Martin V8 Vantage Le Mans

There was a time when Aston Martin built the Virage instead of its predecessor and successor, the Vantage. However, close to 300 Vantages were produced during the mid-nineties. They were supposed to be cutting edge but ended up being beefed-up, cumbersome supercharged V8 4-seat coupes. Proudly named Le Mans, V8 Vantages came in a 40-model limited run back in 1999. They were made for two reasons: To commemorate Aston Martin’s Le Mans victory from 40 years ago and to kill off the then-current generation of Virage/Vantage which would never have passed the new regulations.

Unlike regular 550 hp Vantages, the Le Mans models were capable of producing 600 ponies and 600 lb.-ft. of torque. A 5.3L V8 with dual superchargers was quoted to have a top speed of 200 mph top speed and a 4 second 0 to 60. However, the Aston Martin V8 Vantage Le Mans was never able to achieve those figures. That’s what happens when you try to make an extremely heavy, mahogany-stuffed supercar.

Isdera Commendatore 112i

Do you remember this one? Of course, you don’t. Heck, who remembers any Isdera model? Still, of this little-known brand, the Commendatore 112i takes the cake. It was introduced in 1993 and came with a 6.0L Mercedes-Benz V12 mill which made slightly north of 400 horsepower.

That was good enough for the top speed of 213 mph and a 0-to-60 time of 4.7 seconds. Solid figures for a 3,200 pounder. It was supposed to be a limited $450,000 affair, but that idea never came to pass. Things didn’t move far from the road-legal prototype, turning the Commendatore 112i into one limited ’90s supercars affair.