Latest news with #1990sCars
Yahoo
10-07-2025
- Automotive
- Yahoo
13 Cars From the 90s That are Worth a Fortune Now
The 1990s, back when Nickelodeon cartoons were actually funny, and Furbies kept chattering even after you took the batteries out. It was the last moment when car culture felt truly organic, before Hollywood and video games co-opted it, stylized it, and sold it back to us. Some of these cars were affordable, others were more aspirational. Yet few could have predicted just how valuable they would become, in part due to the very Hollywood blockbusters and game franchises that once borrowed from car culture and eventually helped amplify it. What started as grassroots enthusiasm was repackaged for mass consumption, and along the way, these cars became global icons. Driven by rising demand, limited production runs, and a tidal wave of nostalgia, these '90s heroes have surged in value and cultural cachet. You might not have owned one back then, but if you were flipping through magazines at the grocery store or Waldenbooks, you definitely knew these cars. They were the cool cars before Fast & Furious or Need for Speed made them cool. To build this list, we put on our financial spectacles. We focused on production cars from the 1990s that have demonstrated significant, consistent appreciation in value over the past decade or more. We analyzed market data from auction houses like Bring a Trailer and Mecum, consulted collector platforms, and reviewed classic car indexes to track meaningful trends rather than one-off spikes driven by nostalgia or impulse. Each car had to demonstrate genuine, growing demand among enthusiasts and collectors, not just a one-time price surge from someone trying to recapture their high school glory days. We also weighed factors like standout engineering, cultural influence, and ties to motorsport or media. Let's be honest: Fast & Furious and Gran Turismo helped turn plenty of fun weekend cars into six-figure status symbols. This is not just a list of cool old cars. These are machines that have earned their place in the modern collector market, both in relevance and real-world value. Ah, the fourth-generation Toyota Supra. If there's one car that encapsulates the meteoric rise of '90s Japanese performance legends, it's this twin-turbo beast. Once just a cool, fast Japanese car, the A80 Supra has become an absolute benchmark in the collector world, with values appreciating faster than a lottery winner's ego. Its nearly indestructible 2JZ-GTE twin-turbo inline-six engine (a mechanical marvel capable of mind-boggling horsepower with basic mods) and sleek, muscular design helped define Japanese performance during the decade. Low original production numbers, especially in pristine condition, have only compounded its rarity. Interest surged globally after strong showings at major auctions (remember that Barrett-Jackson sale that broke the internet?) and, yes, renewed attention from a certain street racing movie franchise. Today, clean, factory-stock examples often command six-figure prices, and frankly, there are no signs of it slowing down. Just avoid the ricers, which are not worth as much as the OGs. Estimated collector value: $90,000 to over $180,000, depending on mileage, originality, and trim. Factory-stock six-speed manual models fetch the highest premiums. The Acura NSX didn't just reshape how enthusiasts viewed Japanese engineering; it flipped the supercar world on its head. Forget temperamental Italian divas; the NSX offered genuine supercar performance with legendary Honda reliability and everyday usability. Its all-aluminum monocoque construction, groundbreaking mid-engine layout, and high-revving VTEC V6 were truly revolutionary for the era. As early models age, well-maintained cars are becoming harder to find (many were actually driven; imagine that!). Collectors prize the NSX for its originality and its historical importance in proving that exotic performance didn't have to come with exotic breakdowns. Strong auction results and relatively limited production runs (especially in its early years) cement its position as a standout from the decade, earning it a spot in many a serious collection. The early '90s models with pop-up headlights are the most desirable. Estimated collector value: $75,000 to $140,000, with top-dollar going to early, low-mileage examples and rare color combinations. Though technically introduced in the late '80s, the early '90s BMW E30 M3 models (produced until 1991 for North America) remain some of the most in-demand, revered, and financially appreciating performance cars of their time. Built purely to satisfy Group A touring car racing regulations, it wasn't about creature comforts; it offered drivers a lightweight, nimble platform and track-tested engineering straight from BMW's motorsport division. Collectors drool over the raw, analog driving experience and the increasingly rare, unmodified examples. It holds paramount historical significance as a cornerstone of BMW's motorsport legacy, dominating racetracks worldwide. Demand remains stratospheric across Europe and North America alike, proving that pure driving machines never go out of style. Keep an eye on its service records while buying — it's still a BMW. Estimated collector value: $80,000 to $160,000, with prices continuing to rise for clean, low-mileage, and original-spec models. The third-generation Mazda RX-7 (FD) is universally lauded for its near-perfect 50:50 weight distribution, sublime handling, truly iconic twin-turbo rotary engine, and aggressive, timeless design that still looks fresh today. With fewer and fewer clean examples remaining on the market (many have suffered from engine woes or been heavily modified — or both), buyer competition has intensified. Originality and a meticulously documented service history (especially those rotary engine rebuilds!) significantly affect demand and pricing. The car's global influence in racing and pop culture (Keisuke Takahash raced this car in Initial D, and you can drive it in Forza) and its distinct, highly unconventional engineering make it a frequent target for collectors of 1990s Japanese performance. It continues to attract both nostalgic enthusiasts (who probably spent their youth staring at one on a poster) and seasoned investors looking for something unique. When searching for an RX-7 of your own, avoid Fast & Furious rejects with cheap body kits. Estimated collector value: $45,000 to $90,000, depending on mileage, condition, and stock configuration. For many a Porsche purist, the 993 generation (1994-1998) marked the bittersweet end of Porsche's illustrious air-cooled era. This fact alone has given these models a near-legendary, almost mythical, status. Blending genuinely modern performance with the visceral, mechanical charm of its air-cooled flat-six engine, the 993 represents a turning point in the storied 911 lineage. Values have soared consistently, especially for limited editions (like the Carrera RS) and low-production trims (Turbos, S models). Pristine examples with impeccable documentation are meticulously tracked by global collectors. It's widely considered one of the most beautiful and mechanically engaging 911s ever made, embodying the perfect blend of tradition and progression. If you had one of these and sold it for under six figures, you probably still kick yourself. Estimated collector value: $120,000 to $250,000 or more, depending on variant. The Carrera RS and Turbo models often exceed these ranges. The Nissan Skyline GT-R earned its fearsome "Godzilla" global reputation through relentless motorsport success (dominating Australian touring car racing, for example). The nickname was coined by Skyline enthusiast and journalist David Yu, who spread its popularity beyond Japan at the time. As import restrictions (like the dreaded 25-year rule in the US) have eased, collector interest has surged in markets that previously had no legal access. Authentic, well-documented models (especially those with minimal modifications) are extremely attractive to buyers. Collectors value its advanced all-wheel-drive tech (ATTESA E-TS), its potent RB26DETT twin-turbo inline-six engine, and its undeniable cultural legacy as a gaming and tuning icon. The GT-R's status as a JDM legend ensures steady, strong long-term demand. Estimated collector value: $55,000 to $120,000 depending on condition, mileage, and chassis generation. R32 models are slightly more affordable than the rarer R33s in excellent condition. The Ferrari F355 introduced a new level of modern refinement and usability to the Prancing Horse lineup, marking a significant shift toward a better balance between exhilarating performance and genuine drivability. Its iconic gated manual transmission and a high-revving, howling 3.5-liter V8 engine (which produced a glorious sound thanks to its five valves per cylinder) appeal directly to enthusiasts seeking a classic exotic with undeniable character. The model's limited production numbers and, yes, rising maintenance costs have created a natural divide between those who want to drive it and those who want to invest in it. Clean service histories are absolutely essential for top value. Its critical place in Ferrari's transition era, bridging the analog and digital worlds, only adds to its collectible status. Just be prepared for "Ferrari tax" if you buy it — that's a fun way of saying maintenance costs. Estimated collector value: $90,000 to $160,000, with manual-transmission Berlinettas and Spiders fetching the highest prices. Wait... What happened to the sports cars? Don't scroll back up and hear us out! The Toyota Land Cruiser FZJ80 (1990-1997) is no ordinary SUV. Regarded universally for its legendary build quality, tank-like durability, and genuine off-road capability (especially with factory lockers), the 80 Series has earned a fanatical following among adventure vehicle collectors and discerning enthusiasts. Many surviving units have high mileage (but it's more a badge of honor than a concern), making truly well-kept, original examples with minimal rust increasingly rare. Collectors favor models with factory-locking differentials and full, documented service records. Its unshakeable reliability and timeless, rugged design continue to drive interest. Global demand from both overland adventurers and classic SUV buyers keeps values moving steadily upward. The 1FZ-FE 4.5L inline-six engine (1993-1997) is preferred for its power and reliability. Estimated collector value: $30,000 to $70,000, with high-spec models in excellent condition occasionally exceeding that range. As one of the boldest, most unapologetically brash American sports cars of the decade, the original Dodge Viper RT/10 (1992-1995) brought raw, unadulterated performance to the road. It quickly gained a reputation as the "Widowmaker." Its low production numbers (especially in the early years) and notoriously minimal driver aids (no ABS, no traction control, just you and that monster V10) give it lasting appeal among purists and those who appreciate a truly visceral driving experience. The earliest models are the most collectible due to their purity, simplicity, and direct connection to the original concept car. Survivors in the original condition have grown scarcer, especially those with clean ownership history and original side pipes that could melt tarmac. The Viper has become a beloved fixture in U.S.-based collector circles, a roaring symbol of American excess done right. Just remember — this car is out to kill you. Estimated collector value: $55,000 to $90,000, with early 1992 production units commanding a premium. Ah, the Mercedes-Benz 500E / E500 (1991-1994). If you know, you know. Built in an extraordinary partnership with Porsche (yes, you read that right — Porsche actually hand-assembled these at their Zuffenhausen plant), the 500E offered staggering performance wrapped in the most understated executive styling. It was a true sleeper that could devour autobahns and embarrass sports cars while looking like a regular (albeit very handsome) E-Class. Its limited production and painstaking hand assembly make it a true standout among '90s sedans — only 1,500 were sent to the United States at the time. Collectors seek out well-preserved examples with full documentation, particularly those that haven't suffered from the dreaded biodegradable wiring harness issues of the era. Its understated design and incredible engineering story have earned it a cult following. Values have seen a quiet but very steady increase over the past decade as discerning collectors recognize its unique pedigree. Estimated collector value: $45,000 to $85,000, depending on originality, mileage, and factory options. The Mitsubishi 3000GT VR-4 (and its Dodge Stealth R/T twin) was a true technological tour de force for its time, a grand touring coupe that offered a dizzying array of features rarely seen together: twin turbos, all-wheel drive, four-wheel steering, active aerodynamics (yes, pop-up spoilers and active front air dams!), and even active exhaust. Many of these cars were used hard or heavily modified by eager enthusiasts, unfortunately leaving few clean, original examples behind. Collectors now actively seek original-condition cars, especially with lower mileage and complete service records. Its reputation as a technical showcase and its unique place in '90s Japanese performance has made it increasingly appealing as buyers revisit overlooked models from the era. Interest has been steadily growing in recent years, proving that complexity, when it works, is appreciated. Just make sure everything works! The 300GT VR-4 was considered for a role in the original The Fast and the Furious movie, but it was rejected. That's good for those who want to snag this car before it hikes up in price even more. Estimated collector value: $30,000 to $60,000, with premium prices for unmodified early models with active aero still functioning. It may seem surprising to see a Subaru on this list at first (especially at such a high value), but the 22B STI is the equivalent of automotive royalty. Widely considered the holy grail of Subaru's rally heritage, this beast was built to celebrate the brand's hat-trick of World Rally Championship manufacturer titles from 1995-1997 and Subaru's 40th anniversary. It combined aggressive, wide-body styling (100mm wider than a standard WRX!) with a truly limited production run — only 400 units for Japan, plus 24 for export markets and a few prototypes. Its direct motorsport connection, hand-built details, and extreme scarcity have transformed it into one of the most desirable and expensive performance cars of the '90s. Unlike many of its contemporaries, the 22B was engineered with a surgical focus on balance, grip, and responsiveness, not just brute speed. It's now firmly established as a crown jewel among JDM collectors, fetching prices that would make a new Porsche owner blush. Estimated collector value: $200,000 to $300,000, with auction prices steadily climbing for low-mileage, original-condition examples. The Honda Integra Type R (DC2 chassis, 1995-2001, US: 1997-2001) is a testament to Honda's engineering prowess and commitment to driver enjoyment. This lightweight, high-revving front-wheel-drive coupe wasn't about flashy numbers; it was built with laser-like focus and intent, earning universal respect from drivers and critics alike. Stripped of unnecessary weight, stiffened, and blessed with the legendary B18C5 VTEC engine (delivering a jaw-dropping 195 hp from just 1.8 liters without a turbo!), North American production was limited, making surviving examples (especially unmodified) increasingly hard to find. Enthusiasts and collectors alike seek out stock cars with matching numbers and impeccably clean service histories. Its raw performance legacy, surgical handling, and relative rarity give it serious long-term collectibility. The Integra Type R continues to gain recognition as one of the finest driver's cars of its time, proving that front-wheel drive can be a riot. You'll end up paying more for a Type R in Championship White paint, but this is the color that people reminisce about the most. Estimated collector value: $50,000 to $90,000, with top-tier examples showing rapid year-over-year appreciation. The 1990s produced a wave of cars now seen in a brilliant new light (Furbies, not so much). Their rising value reflects both shrinking supply and enduring appeal, drawing in enthusiasts who remember them fondly and a new wave of fans discovering them for the first time. With demand on the rise and nostalgia in full swing, these cars have outgrown the label of mere collectibles. They are cultural milestones, with stories still unfolding one auction at a time. If you have one sitting quietly in your garage, congratulations. It might just be your retirement plan. If not, it may be time to check the classifieds before the next Fast & Furious sequel drives prices up again.
Auto Car
26-05-2025
- Automotive
- Auto Car
Carlton, Diablo, Skyline, Elise... these are the ULTIMATE cars from the 1990s!
Open gallery A rose-tinted spectacle: '90s cars had a more individualistic appeal MGF is agile and fun to drive; cute RAV4 sowed the seed for compact SUVs Elise meets Carlton: Hethel's output in the 1990s was nirvana for the enthusiast Raw Diablo SV is quite different from Golf-based TT, but both are very much of their era 'Iconic' is a grossly misused word, but it 's a fitting way of describing the TT's shape Close Everyone loves 1990s cars. Over the past decade their popularity has risen rapidly as the differences between them and contemporary models have become ever more distinct. What's the reason? After all, 1990s cars are now 25 to 35 years out of date. And there isn't the same love out there for the cars of the 1980s or 2000s. It's tempting to blame simple nostalgia: teenage kids of the mid-1990s are approaching 50 today. Back then they desired the cars of their era; today they can do something about it. We believe there's much more to it than that, though. Today, the cars of the 1990s are admired by a far wider cohort of enthusiasts than those teenagers of the time. There's a unique purity and originality baked into the best of them that speaks especially of the 1990s. What was so special about the era? Sociologists say our lives were simpler. The world economy boomed, the internet was in its infancy and there were no smartphones. Computers were boxy beige appliances people used only at work. One pithy 10-word summary of the 1990s speaks of 'better music, better movies, better people, better cars, better economy'. For car companies life was simpler, too. Climate change wasn't yet an issue. Government regulation of car design was a factor, but shapes and structures were limited far less than today. Dieselgate was two decades away. No one saw a need for today's vast investment in electric cars and battery tech, but car companies' economics were already greatly assisted by platform theory: distinct models built off similar underpinnings. Car companies were far more free to concentrate on creating cars people could love – and they did. This realisation, this rising interest in the 1990s, is what encouraged us recently to gather 10 of the best and most disparate 1990s cars we could find at a favourite location in Gloucestershire. The mission was to drive and understand the rationale behind them all over again, to enjoy them and to discover, above all, whether all the love was misplaced. Here's how it went, alphabetically speaking. The Audi TT, launched late in 1998, is one of the most successful 'platform' models yet created. Not many who viewed it as a cheaper Porsche Boxster alternative would have known, without being told, that this individualistic and timeless 2+2 coupé, revealed as a concept in 1995, was really a Volkswagen Golf. When we finally got our hands on a 225bhp 1.8-litre turbo version in December 1998, we were enthusiastic about its strong performance, entertaining handling and terrific cabin. The TT lived a long life: the last of three generations was built in November 2023. But the original TT styling that emanated in VW's California studios makes a particular case for '90s cars. It is by far the most distinctive of the three TTs and destined always to be the collectors' favourite. Matt Prior instantly liked the TT, calling it 'a proper concept car made real'. Illya Verpraet was also surprised. 'It's not a sports car,' he wrote, 'but it's very pleasant and rounded to drive. "The driving position is good, the gearchange is positive, the engine is strong and smooth and there's plenty of usable grip. It's a design icon you can use like a normal car.' Not bad going for a 27-year-old (the car, not Verpraet…). BMW 5 Series BMW's E39 528i is a fine example of the purity of the Munich company's styling, before the complications set in. The meaty straight six engine, the driver-focused driving position and the unmatched clarity of the two dominant instruments say 'ultimate driving machine' as effectively as the words themselves. There's a lowness and a purity of line that speak unmistakably of a time when the revered Wolfgang Reitzle was still running the show and producing a generation of BMWs that is still much admired. This was the pre-Bangle era, when the design chief and management felt compelled to find a new styling direction. Launched in 1995, the E39 looks small today, roughly the size of today's 3 Series, but there's an authority to its shape that still identifies it as the mid-range executive model. 'Even now,' writes James Disdale, 'the 5 Series stands up to the scrutiny of modern eyes, ears and hands. The interior is spacious, the dashboard is an ergonomic masterclass and the driving position is without fault.' Then there's that creamy-smooth 2.8-litre straight six that generates more than enough energy to easily keep pace with today's traffic. It's only the slightly ponderous shift time of the otherwise slick five-speed auto that ages the car. The steering is naturally geared and weighted, the natural rear-drive balance can be exploited at sensible speeds and it's refined enough to shame many moderns. Ford Mondeo By contrast, the Ford Mondeo 1.8 LX mostly set out to impress fleet managers. This was the Blue Oval at the height of its powers, and during a period when two-thirds of Britain's new cars were bought by businesses. But with the help of legendary chief engineer Richard Parry-Jones, Ford had moved on a long way from the crummy Cortina days. When the Mondeo hit the market in 1993 it was praised by Autocar in a mighty 14-page launch test entitled 'Mondeo is king' and which was alleged to have boosted Ford's New York share price. We followed that up a couple of months later by driving a 1.8 LX 12,000 miles around Europe in a week. Verpraet reckons the Mondeo aces Parry-Jones's famous 20-metre test, because the driving position is great and the controls are easy and intuitive – both things you notice before you're out of first gear. 'It can't help feeling old because of the shape, colour, materials, low waistline and vast glass area,' he added, 'but you can row it along in ordinary traffic and feel very satisfied.' Prior is a bit worried for the Mondeo, though. 'It's showing little sign of moving from the old banger phase and into its classic time,' he said. 'I'm not even sure the Sierra, its predecessor,has managed to do that yet.' Lamborghini Diablo SV Hard to find a greater contrast to a Mondeo than a Lamborghini Diablo SV, launched in the mid-1990s as a higher-powered (but ironically slightly cheaper) version of the standard 1990 Diablo, born as the Countach replacement. Yet, like the Mondeo, it typifies the 1990s in several ways: it was completed under Chrysler ownership of the company, which came about at a time when big corporations were becoming interested in bespoke sports car manufacturers (Toyota, then General Motors, at Lotus; Ford at Aston Martin). Its design, originally penned by Marcello Gandini in his sharp-edged style, was 'softened' by Chrysler's people, a move which today indisputably ages the car. The car you see here was our original road test machine, and it definitely speaks of another era. The scissor-opening doors make ingress and egress very hard, the driving position isn't brilliant and reversing the Lambo is a guessing game because rear vision is so poor. Yet when you drive it today there's a magnificent exuberance about the engine's thrust and sound – and the all-mechanical gated gearchange – which takes you right away from the curbs and limitations of today. Once you learn its quirks, the car drives very well. Steering is heavy, but grip is still impressive. And because the weight is lower than many today – at 1570kg – the SV doesn't even feel excessively large or heavy, although it did at the time. Lotus Elise 'Dated' really isn't a description you should apply to the Lotus Elise, a car many agree always looked best in its original form. In fact, it looks modern and well-proportioned enough to be made today. The Elise also embodies some of the most important values of 2025 affordable car design: chassis rigidity, light weight and a corrosion-free bonded structure, in this case made from extruded aluminium. The Elise appeared soon after Lotus's unsuccessful dalliance with a front-wheel-drive Elan, and it took the company right back to the Chapman era of compact, rear-drive simplicity. The Elise was conceived in the early 1990s and launched in 1995, and at the time we reckoned it 'really is the new Seven'. About that we were half right: it was more civilised and somewhat heavier than a Seven, but like the Caterhams it utilised brilliantly components that were common and cheaply available. For yours truly, the original Elise is a reminder of why I've owned two of them – and why I sold them. They were quick for the power, agile and terrific fun to drive, and quite reliable for a marque not known for it. But entry is problematic and the hoods are terrible. Still, once you're installed, they always feel special: they remind you why power steering, for the purest cars, simply isn't needed. If cars such as the original Audi TT and Lotus Elise are lasting icons, the Mercedes-Benz A-Class will always be a curiosity: a novel car whose launch was interrupted by its highly publicised failure of the elk test, an extreme examination in swervability invented by Car of the Year jurors in Scandinavia. Hatched during an era when premium manufacturers were finding new ways to steal sales from mainstreamers like Ford and Renault, the A-Class is shorter than a Ford Fiesta and very boxy. Disdale was pretty enthusiastic about our A140 Elegance. 'Take a spin in the A140 and you'll wonder why it didn't spark a revolution,' he said. 'It sold in decent numbers, but few other manufacturers were willing to follow Mercedes' bold, engineering-led approach. No doubt the A-Class cost a fortune to develop, but the result is a car that packs a remarkable amount of space into a compact footprint, and its clever sandwich-section floor was designed to swallow the engine in a frontal impact. 'There's SUV-like elevation to the driving position that combines brilliantly with excellent visibility, while on the move the A-Class feels far more agile and secure than that infamous elk test would have you believe.' MGF While Lotus was at work on the Elise, Rover Group, which had spent the 1980s using its MG badges to distinguish assorted, not-very-good Rover saloons, decided to use its new K-series engine, plus various Metro suspension parts, in a new mid-engined roadster called the MGF, an answer to the many calls for another two-seater after MGB production ended in 1980. The F hit the market just as BMW acquired Rover, but when BMW departed five years later it became part of a management buyout (by the infamous Phoenix Four) that formed MG Rover. It was a decent little car whose styling was the work of Gerry McGovern, JLR's design chief today, and it sold well for a while even against the Mazda MX-5. But indifferent build quality and corporate uncertainties weighed against it. Still, even today it's a well-founded, practical and good-looking little car, available at bargain prices. Matt Saunders rated the F as 'not quite as entertaining to its core as a Mazda MX-5', but praised it for its responsiveness, agility and pliant, Hydragas ride. 'It's a carefree sports car you wouldn't feel obliged to drive the wheels off and could enjoy at any speed,' he added. Nissan Skyline For a bewildering array of generations, models and specifications, look no further than Nissan's array of Skylines, a breed that began in the 1960s at Prince Motors before that defunct marque was acquired by Nissan. Happily for UK buyers in the 1990s, the key car was the Nissan Skyline R34 GT-R, a byword for expensive, high-tech Japanese performance, what with its four-wheel drive, four-wheel steering and meaty 276bhp 2.6-litre straight six, fed via two turbochargers. Skylines were rare and very often augmented with wheel and bodywork mods and huge power increases; they were such a means to a performance end that standard cars like the example we have here are now extremely rare. 'Years ago it was impossible to drive a Skyline GT-R without it bearing an enormous weight of cultish hype,' said Saunders. 'Today, though, you can just let this car's driving experience wash over you. Or rather swallow you whole, after you've let the boost build fully. I was surprised how compact, lightweight, tactile and old-school analogue this car felt. Still quick, too, even by modern standards, and it still has that competition-firm body control and natural rear-wheel-drive cornering poise. I loved it.' Toyota RAV4 Given all the 1990s action above, it's probably no surprise that this fruitful era can also claim to have hatched the now universally desired compact SUV – via the launch of the Toyota RAV4. Born as a concept in 1989, it popped up in three-door form in the UK in June 1994 and as a five-door a year later. As many SUV pretenders now do, Toyota drew bits from existing models: a Corolla platform, a Camry engine, Celica GT4 suspension and about the cutest original shape going. Of course, it was wildly successful. Mind you, a glance at our original three-door and the latest like-the-others RAV4 of 2025 suggests – once again – that the 1990s was indeed an era of inventiveness and purity in car creation. Saunders said: 'Full disclosure: if Land Rover's Discovery Mk1 had been available, this Toyota might not have made the cut – but I'm glad it did. I'm convinced there would have been no Freelander, Qashqai, CR-V and the rest without a RAV4 to prove the public appetite for small, cheap, higher-riding cars. "It feels like some better-mannered Series 1 Land Rover on the road: compact, upright and quietly agile, with great visibility, cheery looks and lots of charm.' Big performance, not cuteness, was the major criterion for the remarkable 1990 Vauxhall Lotus Carlton, an outcome of General Motors' seven-year control of Lotus between 1986 and 1993. The Hethel company had been successful with the Lotus Cortina and Talbot Sunbeam Lotus, so why not a hot-shoe version of the straight-six-powered Vauxhall Carlton? With chassis mods plus a 377bhp twin-turbo engine, the Vauxhall Lotus Carlton could run a 5.1sec 0-60mph time and reach 176mph – which made it officially the world's fastest four-door. Autocar asked Richard Noble, then the world land speed record holder, to run a top speed, but he couldn't beat the official mark. 'I came of age reading about the Carlton's top speed,' writes Richard Lane. 'Having driven one now, I see there's much more to the experience. There's a sumptuous cockpit with the kind of visibility alien to modern counterparts. And because the ride is pliant, it's a lovely thing just to stroke along 98% of the time. For the other 2% it's a riot. It has a power-to-traction ratio you don't see in modern cars. Torquey six, manual 'box and limited adhesion? It's a super-saloon that can be steered on the throttle anywhere, any time.' Verdict There's no winner here. The whole decade of 1990s car design and engineering is what earns the accolade. This sample of cars launched in the 1990s contains a wonderful array: timeless icons that were better than their replacements (Elise, TT), important trend-setters (RAV4, MGF), volume cars done at a new, higher standard (528i, Mondeo) and performance cars that progressed the genre in new ways (Diablo, Skyline, Carlton). That leaves only the Mercedes A-Class, whose makers never saw fit to take it very far along the bold technical path on which it started out. Which is ironic: if our view of the future tells us anything, it is that small, space-efficient car designs are what the world will surely need. 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