The Geneva historics.

Geneva’s 81^st International Motor Show closed its doors a few days ago after a fascinating selection of world premieres. While most of the automotive press was busy writing about future cars, Ran When Parked was doing the opposite and taking a look at some of the cars that automakers premiered at previous Geneva shows.

1929: Mercedes-Benz SSK.

If we told you a car had a 7 .1 straight-six engine that made 220hp and gave the car a top speed of 120 miles per hour, odds are you wouldn’t imagine an expensive supercar. With a little bit of imagination you might imagine a lackluster 1970s American coupe the size of a train car. But by 1929 standards those numbers were amazing and the car in question was the fastest car around in its day: the Mercedes-Benz SSK. It was the last car designed by Ferdinand Porsche before he left to create the company that bears his name. Less than 40 were built and a good portion of them were raced with huge success, including first place in the 1931 Mille Miglia. If you see one, look under it to make sure it doesn’t have a Beetle engine – the SSK is one of the most reproduced cars in the kit-car world.

1967: Fiat Dino.

The Dino was the fruit of a cooperation between Fiat and then-independent Ferrari. Ferrari needed to quickly produce 500 V6 engines for Formula 2 homologation and feared that their 206 GT wouldn’t sell fast enough. They turned to Fiat for help, thinking that they could produce a car with that engine, market it for significantly less than the 206 GT and sell more of them. The result was the Dino coupe (by Bertone) and Dino spider (by Pininfarina). The only common point between the Fiat models and the Dino models was the 158hp 2.0 quad-cam engine; the rest was like night and day. Production carried on until 1972 with minor aesthetic changes and a displacement upgrade to 2.4. It’s worth noting that the 2.0 had an aluminum block whereas the 2.4 had a cast iron block.

1971: Maserati Bora.

The Bora was developed under Citroën's ownership of Maserati. It was drawn by Giorgetto Giugiaro for Ital Design. The Citroën influence was evident: the Bora had hydraulic brakes, hydraulic steering, a hydraulic clutch, hydraulically retractable headlights and even a hydraulic driver’s seat – small miracle that the power windows were electric and not hydraulic. The miles of hydraulic tubing that ran throughout the car sometimes failed, giving early cars a bad reputation.

The Bora was the first Maserati to have independent suspension. Under the hood was a 4.7 V8 that made 310hp. Later in the production run a 330hp 4.9 V8 was made standard. DeTomaso took over the brand in 1975 and the Bora limped on until 1978.

It’s worth noting that the Bora had a smaller sister, the Merak. The two looked almost identical but the Merak used the same V6 found in the SM.

1977: Porsche 928.

Rear-engined cars were quickly going out of style by the 1970s. Porsche designers were well aware of this so they started preparing a new, front-engined sports car that they presented in 1977. Porsche purists were outraged when they saw the 928: not only was the engine in the front, it was a V8, not a flat-six! And holy hell, is that a radiator? Blasphemy!

Once you looked past that the 928 was a very decent car. It had a transaxle mounted in the rear to give it a near-even weight distribution and aluminum body panels to save weight. The press was kinder to the 928 than purists were and named it the 1978 Car of The Year.

Several upgrades were made to the 928 during its long production run, including standard ABS from 1986-on. The 928 stayed in showrooms until 1995. The last version of it was the 928 GTS with a 320hp 5.4 V8.

1978: Toyota Starlet.

The first Toyota Starlet (called the 40 series) appeared in 1973 but its successor, the 60 series Starlet, was introduced throughout most of the world in 1978. The 60 series retained the 40 series’ 1.0 and 1.2 engines but Toyota added a 1.3 to the lineup. It was available either as a three door hatch or a five door hatch.

Toyota started sending the Starlet to the U.S in 1981. The timing was right; it was when Japanese cars were quickly overtaking Fiats and Renaults in the economy segment. The U.S. version of the Starlet used the 1.3 liter engine and was rear wheel drive, making it a bit of an oddity in a class flooded with front drivers. One of the Starlet’s most convincing aspects was its estimated 42 city/54 highway fuel economy. It left its place to the Tercel in 1984.

While the Starlet has been mostly forgotten throughout the world, it’s still fondly remembered in the drift and hill climb circles, where it’s not uncommon to see them competing.

1980: Audi Quattro.

The Quattro all-wheel-drive system that Audi is famous for today traces its roots back to the 1980 Audi Quattro. Audi started with a GT coupe and added a 2.1 turbocharged straight-5 that churned out 200hp, mated to the Quattro system and a five speed manual transmission. The Quattro is instantly recognizable next to a standard GT coupe thanks to its fender flares all around and its specific bumpers. Audi imported it to the United States in 1983 but very few of them were sold and even less of them are left today.

The Quattro was the first all wheel drive car in group B rally and was immensely successful until the FIA banned the group B in 1986 due to the high rate of deadly crashes. Certain rally versions of the Quattro were tuned up to 350hp

1986: Volvo 480.
The Volvo 480 filled a gap in the Volvo lineup that had been left empty since the demise of the P1800 in 1973. It shares certain styling cues with the P1800 ES like the glass rear hatch, though some have drawn an aesthetic parallel between the 480 and the Reliant Scimitar. Since it was Volvo’s first front wheel drive they had to experiment with an all-new rear suspension setup and consulted Lotus for advice. The engines came from Renault with the turbocharged variants looked over by Porsche. The end result was a quick little hatch with excellent handling.

Interestingly the 480 was designed for the US-market but an unfavorable exchange rate between the US and Sweden caused Volvo to cancel that project and confine sales to Europe. Production stopped in 1995 and it wasn’t replaced until the C30 came along at the 2006 Paris Motor Show.

1993: Citroën Xantia.

The Citroën Xantia replaced the BX, whose angular design inside and out already looked a little dated by the early 1990s. It was sketched by Bertone and used a variety of PSA gas and diesel engines, including the 1.9 carried over from the BX. Following the tradition started by the GS, a station wagon version complemented the Xantia lineup in 1995. A relatively unknown turbo 4x4 Xantia won five French rally championships in the 1990s but couldn’t shake the Xantia’s image of a grandpa’s car, an image that Citroën’s entire lineup suffered from in the 1990s.

What really set the Xantia aside from the competition was its hydraulic suspension, giving it a best-in-class ride and handling. More expensive models like those equipped with the 3.0 V6 benefitted from the XM’s more advanced hydractive suspension. The hydractive eliminated some of the body roll typically associated with hydraulic Citroëns and eliminated their tendency to drop when parked, all this at the cost of an extremely complex electronic system that was not always reliable.

It was given a slight redesign in 1998 (pictured above) and carried on until 2002.

2001: Lancia Thesis.

You wouldn’t think so by looking at their current and recent lineup but Lancia used to be an independent company that made excellent luxury cars. If you’re skeptical, a ride in a 1960s Flaminia will easily convince you of it. Since the Flaminia Lancia had struggled in the luxury sedan department and hoped the Thesis would help them restore that image.

The Thesis’ style was prefigured by the Dialogos concept shown at the 1998 Turin Motor Show. The production version looked similar but had lost the concept’s rear suicide doors. It was powered by a series of Fiat engines, including the straight-5 2.0 turbo and the straight-5 2.4 JTD.

Controversial styling and Lancia’s declining brand image were two illnesses that the Thesis suffered from. Poor advertising took a stab at the car, too. Few people knew the Thesis existed and the first thing that was really said about it in the press was that it was selling poorly. These factors contributed to the Thesis’ failure but the end could be seen a mile away.

In the late 1990s Lancia’s flagship was the Thema, based on the tipo quattro platform shared with the Saab 9000, the Alfa 164, and the Fiat Croma. In ten years they sold 358,000 Themas. Its replacement, dubbed simply the K (prounounced Kappa, from the Greek alphabet) came in 1994 and 117,000 of them found a home until 2001, a huge step backwards compared to the Thema. When Lancia axed the Thesis from its lineup in 2009, they had sold only 16,000 of them. A vast majority of them stayed inside Italy (the only country that’s still vaguely aware of Lancia’s existence) where the government still maintains a fleet of them.

2002: Volkswagen Phaeton.

Much like the Lancia above, Volkswagen’s Phaeton is a brilliant luxury car that has been unjustly ignored. It made its debut in showrooms in 2002 and competed directly against class heavyweights like the Mercedes S-Class, the BMW 7-Series and its cousin the Audi A8. It had all the luxury bells and whistles that these cars had like a four-zone climate control system and available air suspension. On the menu was a wide array of engine options including a VR6, a V8, a W12 and two TDIs.

In short, the Phaeton had everything a luxury car should have and should have been a serious contender in the segment but unfortunately, few found the idea of an expensive Volkswagen riding on a Bentley platform convincing. Sales were unspeakably low, leading Volkswagen to remove the Phaeton from the U.S. market, though the internet rumor mill says that it might be back soon. It still enjoys steady sales in Germany and in China; in fact, the facelifted 2011 Phaeton was shown at the Beijing Motor Show, not at a European show.

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The Tipo Quattro Cars

It was late 1978 and there were numerous correspondences between groups of Swedes and Italians. The phone lines were not tied up with talks of international espionage, organized crime, or arguments over who made better meatballs, but rather an agreement over cutting the costs of developing a new sedan.

Saab's model line at the time consisted of the aging 99 and downright ancient 96. While both were well-designed and built cars in their own right, the company was steadily moving more up-market. The 99 would, of course live on in the modified form of the 900 until 1993, but the stalwart Nordic midsized car was not enough to fill Saab's ambitions of competing with Volvo (who nearly merged with Saab in 1977), BMW, and Audi in the mid-sized luxury car market. Aerospace aside, as an auto manufacturer, Saab was, and always has been, relatively small.

Fiat, meanwhile, had become quite a large industrial conglomerate. In the late 1960s, the firm was doing well enough to purchase Autobianchi, and take control of not only Lancia, but also Ferrari and famously advertised itself as "The biggest selling car in Europe." By the late 70s, however, Fiat's automotive market share was under rising threat from Japanese imports, particularly in America. Furthermore, the company's reputation for building water-soluble cars that rarely functioned as intended was increasing rapidly, even in their home European market. Fiat needed to improve build quality and cut costs to remain competitive. This included replacing the aging 132 based Argenta as Fiat's "big" car, which was introduced in 1972. While an interesting car, Lancia's Gamma was also getting old, and was gaining a reputation for being highly unreliable.

Similarly, the Italian government-owned Alfa-Romeo was struggling with its own build-quality issues and diminishing sales. The company once known for its gracious touring cars and sedans, as well as lively roadsters and highly competitive racing cars, was growing old and feeble. The top-of-the-line Alfa 6 was hopelessly dated and a commercial flop. Alfa-Romeo needed a new range-topper and didn't want to spend a lot on development. The Milanese marque's entire range was a bit "old-school" and needed to modernize.

Saab, Alfa-Romeo, and Fiat (with Lancia), came to an agreement to help each other out. All parties involved were in need of a larger car and didn't particularly want to lay out all the development costs alone. While engineers worked out the chassis development for the new series of cars, Saab had already been working with Lancia on the Delta, which sold as the Saab-Lancia 600 in their home Scandinavian market. It would be the short-lived replacement for the 96 as an entry-level small Saab.

The project which would ultimately spawn the Alfa-Romeo 164, Fiat Croma, Lancia Thema, and Saab 9000 would become known as "Type 4" or "Tipo Quattro" chassis, in keeping with Fiat's (often confusing) internal naming system. The brands all had their own range of engines to apply to their version of the car, and also wanted to ensure that the vehicles had their own identities. The floorpan, rear suspensions, and much of the electrical and HVAC systems were shared amongst the four cars. In those fitted with an automatic transmission, all shared the same 4-speed ZF unit.

Though designed while still independent of Fiat, the Alfa-Romeo 164 was released after the take-over. The 164 would prove to be the most unique of the group and, in 1987, the last to hit the market. While the Saab, Lancia, and Fiat all share a nearly identical center section and Giugiaro styling cues, the 164 has its own unique and stylish Pininfarina body as well as bespoke front suspension.

This would be Alfa-Romeo's first large, front wheel drive car, and enjoyed much improved build quality over past models. Most notably in terms of rust-proofing, through use of a fully galvanized body. Power comes from either Alfa's venerable 2.0 liter twin-spark four-cylinder unit, a 2.0 liter Lancia- derived turbo four-cylinder, a 2.0 V6 turbo, or, most commonly a 3.0 V6. Even a 2.5 liter turbo diesel was available. In 1994, a four-wheel-drive version of the 164, known as the Q4 was introduced after collaboration with Steyr-Puch.

While the Fiat and Lancia never reached American shores, the Alfa-Romeo was the only of the Italian triplets to fall into driver's hands stateside. Alfa withdrew from the North American market in 1995, but the 164 was produced through 1997 - finally replaced by the somewhat odd-looking166.

Introduced in 1985, Fiat's Croma was least expensive of the four cars and probably the least inspired. It's rather boring looking, not as well made in comparison to it's counterparts, and really just a standard, functional, large family sedan (or wagon). It did, however, serve its purpose.

The Fiat was fitted with the some of the least exciting engines of these cars, most of which were 1.6 or 2.0 liter inline four-cylinders and later, an Alfa-Romeo sourced 2.5L V6. A choice of 1.9L normally aspirated and turbocharged diesels were also available.

A facelift in 1991 helped a little to improve the Fiat's looks. By 1996, Fiat ceased production of the Croma and decided to give up on the large car market.

The first Tipo 4 car to go on sale was Lancia's Thema. It is perhaps the most closely related to the Fiat, as it was, of course, produced under Fiat ownership. While generally rather unexciting by Lancia standards, it served well as an executive sedan. The Thema's lines were penned by Giugiaro and can probably best be described as un-offensive as opposed to interesting or stately. That being said, however, it is quite aerodynamic and still respectable today at 0.32 cd.

As far as appointments, the Lancia is arguably the most luxurious of the group. Leather and wood abound inside and surround passengers in fine Italianate opulence. For those wishing to have more space, a wagon body, known as the Estate, was also introduced in 1986. The Estate body is essentially the same as the sedan with an extra box, but curiously, Lancia enlisted Pininfarina to adapt the Giugiaro body to wagon form.

The Thema could be had with a variety of engines, including 2.0L normally aspirated and turbocharged inline-four Fiat engines, the infamous 2.8L PRV V6, an Alfa-Romeo sourced 3.0L V6, 2.5L four-cylinder diesels, and most notably, a Ferrari 3.0L V8. The Ferrari V8 was sourced from the 308 QV, though the crank was changed to cross-plane, as opposed to flat-plane, for the sake of refinement in this luxury car.

Though it beat the rest of the Tipo 4 cars to the market by a few months, it was the first to cease production in 1994. It was replaced shortly thereafter with the more stylish, and less boxy, Kappa.

Saab introduced the 9000 in 1985. This was Saab's first totally new car since the 99 was released in 1968. The character of past Saabs was somewhat lost on the new model, although the spirit of performance and practicality remained. Built in both Sweden and Finland, the build quality of the 9000 is probably the best of the lot and on par with the 900, though perhaps not quite as tank-like in its solidity. This is not to say, of course, that the 9000 lacks typical Saab safety. The evidence of this is reflected through the car's consistent ranking among the safest cars available throughout its model run.

The 9000's engine options were not as numerous or varied as the Italian cars in this group, but they did offer great performance and efficiency. They were variants of the same 2.0 and 2.3 liter inline-fours, both normally aspirated and turbocharged, that powered the 900 range. In 1995, a GM-sourced 3.0L V6 was also available, though this is generally considered, to put it bluntly, crappy, among Saab enthusiasts.

Most 9000s were fastbacks, penned in conjunction with Giugiaro and Saab's own Bjorn Envall, though a model with a longer rear and conventional trunk, the CD was offered as well. The range was facelifted in 1992 with revised front and rear styling. The CD then became the CDE. The Aero model, with a 2.3L turbo engine was the most powerful Saab ever made at the time.

The 9000 ceased production in 1998, and replaced by the 9-5, based on a GM platform. The 9000 was the last of the Type 4 cars to be built.

The 164, 9000, Croma, and Thema were all rather different and unique cars indeed. The project was perhaps one of the last well-done examples of collaboration between different auto manufacturers. Each brand was allowed to maintain its identity and enjoy success through the fruits of their shared labor. Furthermore, with the possible exception of the boring Croma, all are still fairly desirable cars to own.

*RWP does not take credit for any photos

Lancia Beta Trevi.

Lancia is not what it used to be. Outside of Italy the average European citizen (so one that doesn’t harbor a chronic obsession with cars) can’t tell you whether or not Lancia is still operating. Mention the name to an American and people will think you’ve got a funny way of pronouncing the name of a little Mitsubishi four-door sedan. Lancia suffers from a completely unknown lineup that gets lost in the fray of the new car market; as a result it has virtually no brand recognition anywhere outside of its home country, where its cars enjoy steady sales thanks to a handful of brand loyalists that includes the Italian government.

A car that illustrates the earliest traits of invisibility in Lancia’s lineup is the Lancia Beta Trevi, a Beta sedan with a conventional trunk built from 1980 to early 1985. Contrary to popular belief the name Trevi isn’t a reference to the famous Roman fountain but is a reference to the car’s body: “tre volumi” is three volumes in Italian, hence Trevi.

By the early 1980s hatchbacks started losing ground and three-box sedans were making a comeback: almost every manufacturer had one in their lineup. Lancia had nothing to offer so they designed one using the Beta as a starting point. On the outside the Beta Trevi’s connection with the Beta five-door hatch was clear and the two cars share a windshield and both front doors. Overall the Beta Trevi was a discrete, austere design; one could even draw a stylistic parallel between it and the Peugeot 305. More flattering observers compared the Trevi’s rear to that of a Mercedes w123.

On the inside the Beta Trevi was less austere. The dashboard was drawn when the person in charge of ergonomics was on vacation and had a record-breaking 29 holes of various sizes that housed switches, warning lights and gauges, all of them angled towards the driver. It left no one without an opinion about it, be it positive or negative.

In its first years of production the Beta Trevi was offered with three different engines: a carbureted 100hp 1585cc, a carbureted 115hp 1995cc and an injected 122hp 1995cc. Nothing particularly new, these were essentially the same engines that powered the existing Beta line. Things changed in 1982 when Lancia bolted a Roots supercharger to the carbureted 1995cc bumping the engine’s power output to 135hp and gave it an exceptional amount of low end torque. Beta Trevis equipped with this engine were dubbed Beta Trevi VX (for Volumex) and had specific rims, a little spoiler on the trunk and a “VX” emblem on the grille.

In 1983 Lancia updated the Beta Trevi line, which from this point on was called simply the Lancia Trevi. In an effort to give the car a sportier appearance the rear spoiler that was previously reserved to VX versions was standard across the entire line. The interior got minor changes like new door handles and slightly redrawn seats.

That same year Lancia had to make some modifications under the hood in order to comply with upcoming fuel regulations. The differential ratio was changed to achieve better fuel mileage and a Marelli Digiplex electronic ignition system replaced the good ol' points. Lancia also nixed the carbureted 1995cc without a supercharger.

In 1984 Giorgio Pianta, an ex-race car driver, and ex-engineer at Abarth, designed a Trevi with two engines, the Trevi Bimotore. At the UK’s Lancia Motor Club National Rally (July 15^th-17^th, 2005) PIanta explained that car was built “to test the principles of four wheel drive technology whilst developing the Delta S4.” The Bimotore had a 1995cc Volumex engine in the front and a second one mounted in the back. Through various modifications both were pushed to 150hp, making the entire car good for 300hp. Only one was built.

The Trevi had an attractive price, fantastic handling and was quite fun to drive, especially with the Volumex engine, but it was too little, too late, and a little too bland. The lack of interest in the Trevi cut its career short and it disappeared from showroom floors in early 1985 after 36,784 units were sold.

Below, a post-1983 Trevi:

The Beta Trevi’s dash:

A Trevi VX. Note the rims and the emblem on the grill:

The Trevi Bimotore:

Moderately Priced Mid-Engined Cars

Automotive manufacturers have understood the advantages of placing a car's engine in the middle (or, behind the driver and ahead of the rear wheels) for some time. By placing the engine there, the weight balance of the car can be made much more even over the front and rear axles. This allows (in most cases) for superior handling over front-engined cars, which tend to understeer, or rear-engined cars, which tend to oversteer. Auto Union grand prix cars from the '30s, designed by Ferdinand Porsche, were some of the earliest examples of this configuration. At the time, it was considered somewhat unstable, but the greater advantages of mid-engined design were continually explored, perfected, and adopted in particular on racing cars by nearly all manufacturers. It was not until the 1960s that mass-production of a mid-engined road car would really begin.

Not all mid-engined cars have to be outlandishly expensive supercars like Ferraris or Lamborghinis. There are a few examples of these well balanced sporting cars that the "average Joe" can afford to purchase and enjoy, even as a starter classic. So, we have prepared a list of some moderately priced mid engined cars for the masses which can be had for under $20,000. Granted, in the long run, some can end up costing you much more, but let us start with the most affordable:


Toyota MR2 (1984-2007)

The Toyota MR2 has the great advantage of being affordable, fun, and reliable though to be honest, they're not exactly the most desirable of the lot here. Honestly, most people don't dream of some day owning a Toyota over say, a Porsche, Lotus, or nearly anything Italian. Nevertheless, they're a good starter sports car or easy-to-run weekend runabout.
The original MR2 of 1984 featured crisp styling as boxy as one could expect from a 1980s design. The car was designed in cooperation with Lotus and it's not surprising considering the car's light weight and excellent handling. Initially, a 1.6 L DOHC four-cylinder engine was mounted transversely behind the passenger compartment. While it wasn't exactly the most powerful engine in the world, it was quick and eager to rev.
By 1986, an optional T-top roof configuration was made available, adding some appeal to those desiring an open air experience. These early MR2s can be had for just a few thousand dollars (or less if they're an abused example in need of some care). Beware though - they are getting old and they are made in Japan - rust can be an issue.

In 1989, the MR2 went through a complete redesign with a more rounded and organic body. The car weighed a few hundred pounds more than its predecessor, though it also became more powerful, and even a 200hp turbocharged variant was available. Again, the T-top was offered. These Turbo models obviously cost a bit more even today, though finding a decent example for under $10,000 is not at all unheard of.

Finally, the last of the MR2s, the Spyder, marked a rather drastic change in direction from the previous two generations. Another complete redesign made the sporting Toyota a full roadster for the first time. The very successful Mazda Miata must have left them wanting a piece of the market. The "new" MR2 also lost the pop-up headlights of past models and also, several hundred pounds over the last generation. Once again, the model was light and very nimble, though only a 1.8 L four-cylinder was available, and alas, no turbo. To many, these are the best of the MR2s and since production stopped in 2007, they can be purchased quite cheaply from roughly $8,000 to $15,000.

Fiat X1/9 (1972-1989)

The Fiat X1/9 was a rather radical departure for the company known for its small economy cars and classic Italianate roadsters. The crispy body was styled by Bertone and the basic drivetrain was that of a Fiat 128 moved to the back. While initially, the X1/9 weighed in at roughly 2000lbs, the anemic 1.3 L four-cylinder was hardly a powerplant for a sports car, producing a wheezing 75hp and virtually nothing in terms of torque.
The car did have the advantage of a fairly stiff body, a removable top, and of course, good handling. Furthermore, it also had some luggage capacity, which is typically at a premium on mid-engined cars. Granted, I wouldn't choose one to take on a cross-country camping trip, but some weekend luggage would fit.
As Federal crash-test regulations increased, so did the bumper size as well as weight. Smog equipment further taxed the engine and decreased it to a down-right poor 63hp. By 1979, a larger 1.5L engine was fitted and added a little much-needed power. Fiat left the US market in 1982, and the X1/9 was marketed as a Bertone until 1987. World-wide production and sales of the car ceased in 1989.

While the earlier cars are a little better looking and lighter, later cars do have advantages in terms of a little more passenger space and better rust-proofing. Being Italian and from the '70s, rust is naturally a major concern when purchasing an X1/9. It's not hard to tune one to respectable performance provided local laws allow it. Fortunately parts are readily available as about 160,000 were made and it utilizes many standard Fiat parts. Finding a decent example may be difficult, but should only cost you well under $10,000. Be prepared though - it's Italian, and it will break.

Lancia Montecarlo / Scorpion (1975-1982)

The Montecarlo (or Scorpion to the US market) was originally intended as a big-brother to the Fiat X1/9. The Scorpion / Montecarlo, however, is larger and perhaps most importantly, more powerful. Unfortunately, the Scorpion was very short-lived in the US market (sold in only 1976-77), though a few Montecarlos have been imported. Unlike the 2.0L European counterpart, the US Scorpions were only sold with a 1.7L four-cylinder offering only 80hp. Still, the Pininfarina styled body is aesthetically more pleasing to many over the Bertone X1/9 and the weight nearly the same.
One unique feature of the Lancia design is the large retracting canvass roof. Though not all Montecarlos had this feature, all Scorpions did. Naturally, being Italian, build quality was always questionable, but you can't deny that the cars certainly have that Mediterranean flair.

As I'm sure one could expect, reliability and rust are the biggest problems with the Scorpion. Furthermore, these cars were notorious for easily locking the front brakes and creating a rather scary situation for the driver. It wasn't until after US sales stopped that Lancia simply removed the brake booster as a quick solution.
The Scorpion is a rather rare beast here in the States as only 1800 were made for the American market. If you find one, it's important to make sure the car has been well taken care of and is properly sorted out. If not, you could be in for the nightmare of your life. In spite of the car's relative rarity, prices vary considerably. A fixer-upper could run you only a few thousand - a restored example around $20,000 or more.

Porsche 914 (1969-1976)

Here at RWP, we're no strangers to the Porsche 914. In this writer's humble opinion, having grown up with these, it is one of the most under-rated sports cars ever made. The styling may take some getting used to for some, but the 914 seems to fit very well with the rest of the classic Porsche stable. The bodies were assembled by Karmann and were fitted originally fitted with either a VW-sourced "Type-4" engine, or Porsche's classic flat-6. When the 914 was introduced, it was largely applauded for its spaciousness, two trunks, removable hard top, and superb handling. If you opted for the 1.7 L flat-four engine, however, you'd be less than impressed with the performance. The 914-6, on the other hand, was fitted with the same 110 hp 2.0L flat-six as an early 911. The problem though, was the rather high price which fell just short of a 911T at the time. Not much of an "entry-level" Porsche in those respects.
By 1971, Porsche saw that the 914-6 was too costly and opted to drop it from the line. In 1973, a 95 hp (100hp outside of the US) 2.0L variant of the VW engine was offered and gave the car a good balance of performance and price. The base-model was uprated to a 75 hp 1.8L as well. These would be the first mass-produced cars with electronic fuel injection. The 914 was never really a "cheap" car, and lower-cost competition from Fiat, Datsun, and Triumph, for example, made the 914 rather hard to sell.
By 1975, big Federal bumpers and smog equipment did their best to kill the 914 like so many other imports. Sales dropped along with power (the '75 and '76 cars all had the 2.0 but were de-tuned for emissions) and the 914 ceased production.

Many 914s have been tastelessly and poorly modified to American V8s and/or fitted with body kits and other gaudy accessories. These should probably be avoided. 914s were often abused over their lifetime and a good, rust-free example can be tricky to find, but they're out there if you look - Porsche built nearly 119,000 of them. It's easy to hot-rod a VW engine and most 914s are old enough to get around emissions regulations. A '73 or '74 model is probably the most desirable, as they have a better shift linkage, smaller bumpers, and decent power. There are some well done 6-cylinder conversions as well. Expect to pay $10,00 to $18,000 for a nice 4-cylinder and an original 914-6 may run well over $20k. They're very reliable and VW parts keep running costs down, but be warned, anything with a Porsche part number is pricey.

Lotus Europa (1966-1975)

You could say that this is the one that started it all, in terms of mid-engined road cars. The Europa was the first "mass-produced" production car to have the engine in the middle (if you consider less than 10,000 units "mass"). Like earlier Lotus designs, the Europa used a steel back-bone chassis with a fiberglass composite body. Say what you will about the styling (some love it, I personally hate it), but it was certainly aerodynamic with a drag coefficient of 0.29. This, combined with a curb weight under 1,500lbs made for a very nimble car.
Power was sourced from the Renault 16's 1.5L four-cylinder and 4-speed gearbox and tuned to a respectable 82hp. in 1968, the S2 variant was introduced with several refinements over the original design. These are probably the most desirable of the early cars. Finally the 1.5L Lotus Twin-Cam engine became available in 1971 along with a change in the body. The rear "flying buttresses" were carved out a bit to make it easier to see out of the incredibly tiny car.

As far as practicality goes, there essentially is none with this Lotus. It's very small, hand-made in England and therefore likely to have build quality issues, and probably the most unsafe of this entire lot of cars. That being said, they're incredible fun. Values for these cars are rising, particularly for an early example or a Twin-Cam. Watch out for typical electrical gremlins and poor fiberglass repair that could literally leave the body coming apart at the seams. Lotus made relatively few of these, but they're still out there for $10,000 to $20,000+ if you can find them.

Lotus Esprit (non-V8s 1976-1996)

Lotus again employed the proven fiberglass body over steel backbone chassis design for the Esprit. The wedge-like design of the Esprit was also becoming somewhat of a Lotus trait in the era, referencing some of their racing cars' shapes. Like most of these early Lotus models, it has a bit of a kit-car feel to it, which some may not like. Regardless, the Esprit was another great "driver's car" in terms of its road holding and feel.
The earliest examples of the Esprit were powered by Lotus' own 2.0L "Torqueless Wonder" power plant driving the wheels through a Citroen SM transaxle. As you'd probably expect, these are the slowest of the Esprits, and probably the most prone to quality issues. The S2 had various improvements over its predecessor, though the engine remained the same. In 1981, a lightly re-worked Esprit, the S3, was equipped with a more powerful 2.2L Lotus-built engine. A turbocharged version also hit the market, finally adding some much needed "real" power.

In 1987, a less angular and stronger body was fitted to the Esprit. These cars mark the transition to the "modern" Esprits. Various trims and engine specifications were available throughout the 1990s and it actually seemed as if the design was finally coming into its own and shedding the 'kit car' image. Beginning in 1996, a turbocharged, all-aluminum, 350 hp V8 developed by Lotus found its way into the car. These are the fastest of the Esprits, but also the most expensive. In terms of being an "affordable" mid-engined car, they're a little too far off the chart.
Like anything, condition is a large factor in price with these cars. You can find an earlier model for around $10,000 or so, but unless you're willing to spend a lot on repairs, you may be better off finding a later S3 model that's been well taken care of. These can be had for under $20,000, but a really nice one can be significantly more. V8 models are usually well over $25,000.

Porsche 986 Boxster (1996-2004)

It hardly seems like it was so long ago that the Boxster was automotive industry front-page news. Porsche was having a hard time financially, and the 986 marked the beginning of a new era in Porsche's history. The completely new design was a significant departure from the line-up preceding it, which were cars all based on designs dating back to the 1970s or earlier. Porsche was no stranger to water-cooling by this period (924, 928, 944, 968, etc.) but this was the first time the company used it on typical flat-6 engine layout.
Everything about the Boxster was new, including the very method in which Porsche produced the car. To keep costs under control and therefore make the model a success, the Germans actually hired Toyota to advise them on production processes and parts sharing. The Boxster shared much in common with the 996 series '911' including styling cues such as the unique headlights. Perhaps realizing that their last attempt at an entry-level mid-engined car (the 914) was rather distant from the classic Porsche shape, the Boxster bore more than a passing resemblance to the legendary 550 Spyder.
At its debut, the Boxster could be purchased for just under $40,000 - a relative bargain compared to a 911 and even more so when one considers the arguably superior handling over its big brother. Granted, power wasn't as great - the 986's engine was initially a 200 hp 2.5L - but overall, the whole package was just what Porsche needed to revive the company. Boxsters sold faster than they could be built.
Some criticized the Boxster for being a little too cheaply built, particularly in interior quality. Early cars had issues with engine failures due to production flaws and as a result Porsche instituted a massive recall program. Most of these cars had entirely new engines fitted under warranty and are trouble free.

In addition to great handling and a full roadster layout, the Boxster, like the 914, has two trunks and therefore a considerable amount of luggage space for a car of this type. Like all Porsches, year-to-year changes are numerous, but perhaps most important is the fitment of a more powerful 2.7 L engine in 2000. Boxsters are perhaps the most common Porsches on the road today. Fortunately for those wishing to own one, prices of used models are fairly low. Certainly some have been abused, but a decent late-90s example can be had for a very resonable $10,000 or even less. Later models and "S" spec cars may run closer to $20k and a second-generation "987" series will be higher still.




Photos are not the property of RWP and we do not claim credit for them

The controversial PRV engine - part one.

This article is part one in a three-part series about the engine developed in collaboration by two French firms and a Swedish firm: the Peugeot-Renault-Volvo 90° V6.

Talks preceding the development of the PRV started in 1966 when Renault and Peugeot signed an accord to share mechanical knowledge, leading to the production of a series of four-cylinders. Volvo entered the talks in 1971. Initially, the engine was designed as a V8 which explains why the cylinders are at a 90° angle, an angle commonly found on V8 engines but less common on V6s. The developing parties chopped two cylinders off of it at the last minute in response to skyrocketing gas prices from the 1973 oil crisis. It was agreed that assembly would take place in the city of Douvrin in the Pas-de-Calais department of northern France. By 1974 the engine and the assembly line were both ready and the first car powered by the PRV made its appearance, the Volvo 264.

The PRV engine was controversial. For example, the first generation of the engine was an odd-fire engine and critics claimed it turned "lopsided". They also pointed out its "unreasonable" thirst for gas, especially on models equipped with one or more carburetors. Nevertheless, this venerable powerplant has powered a large amount of cars in its 24-year production run; below is a look at some of the more recent ones.

Citroen XM:

The Citroen XM was the successor to the CX, which after 16 years of production was ready for a well-earned retirement. The XM differed from the CX in almost every aspect. Bertone penned a modern-for-the-time line for the flagship Citroen and it featured all sorts of luxury bells and whistles, including a 13^th window designed to shield passengers from wind if the hatch was open. It was available with an electronically-controlled version of Citroen’s classic hydropneumatique suspension called Hydractive which could sense road conditions and adjust accordingly.

It used a 2975cc version of the PRV which was good for 170hp. A 24-valve variant of this engine was available a few years after its launch and the power increased to 197hp, though the automotive press criticized its fuel economy, even for a relatively high-performance engine. On the other end of the line the XM was available with an anemic 1998cc four-cylinder and several diesel engines, including an 82hp normally aspirated 2138cc unit that took a lamentable 17.6 seconds to reach 100km/h (62mph).

The package was an immediate hit: the XM was named Car of the Year in 1990, with the Mercedes r129 SL coming in a distant second. It sold well despite an exponentially increased price compared to its predecessor.

The success came to a halt when problems started popping up. The XM’s biggest downfall was the plethora of electrical issues that immobilized the cars in the first years of production. This was in a time when car magazines still faced the task of explaining to skeptical readers exactly how a computer functioned in their cars and what it was doing there in the first place. Consequently, its owners didn’t fully understand how it worked and often times Citroen mechanics didn’t either which lead to shoddy repairs. This factor is amplified when the Hydractive suspension is taken into account: it, too, was prone to electrical failure. “Owning a 1991 XM was like the apocalypse”, reminisces one ex-owner, “you just didn’t know what to expect when you turned the key.”

Lancia Thema:

Introduced in 1984, the Thema marked Lancia’s return to the luxury sedan segment, a segment it had been absent from since the Flaminia’s demise in 1970. The Thema was designed by Italdesign and shared the Tipo 4 platform with the Fiat Croma, the Alfa Romeo 164 and the Saab 9000. The particularly well-finished Thema Station Wagon designed by Pininfarina was added to the Thema line in 1986.

The Thema is an oddball in the PRV’s history. How did a 2849cc Peugeot-Renault-Volvo engine find its way into a premium sedan from the Italian manufacturer that birthed the first production V6 engine? The answer lies in another one of the Thema’s engines, a Fiat-developed 2445cc turbo diesel. Story has it that Renault and Peugeot both used this engine in some of their cars and light vans and in exchange Fiat got to use the PRV for the Thema.

Aside from the diesel and the PRV Lancia equipped its flagship model with a complete palette of engines: it was available with several two-liter, four-cylinder engines that came in stock, 16 valves, or turbo flavors and the PRV was dropped in 1992 in favor of the Alfa 164’s excellent but oh so delicate 2959cc V6, a move made possible after Fiat acquired Alfa Romeo.

Odder still than the PRV-equipped Thema V6 is the Thema 8.32. Deciphering its name reveals that it uses a Ferrari 308-sourced 2927cc 32 valve V8. This rocket of a engine propelled the Thema from 0 to 100km/h in 7.2 seconds.

The 357,572^nd and last Thema rolled off the Turin assembly line in 1994, ending a quiet ten year career. The Kappa took over the flagship position in Lancia’s lineup but the public pouted it and total sales were less than half of the Thema’s.

Renault Safrane BiTurbo:

The first time a production car used a turbocharged PRV engine was in 1984 with the Renault 25 V6 Turbo. You may be thinking “but DeLorean made a small series of twin-turbocharged DMC-12s before the 25 Turbo came out!” That is true to an extent: these cars did exist but they were not factory-built cars, they were aftermarket kits by the manufacturer Island.

Staying in the turbocharged production car department the ultimate evolution of the PRV is the Safrane Biturbo which adds – you guessed it – two turbos to the powerplant, bumping the engine’s power output to 268hp. Introduced in 1993 and available from 1994 to 1996, a mere 806 examples were built of this super sedan designed to run alongside high-performance German sedans. Renault went far to attempt to create serious competition for Mercedes and BMW, to the point where the Safrane Biturbo wasn’t built in France like the base Safrane. Instead, Hartge of BMW fame supplied the engine (a tuned 2963cc PRV mated to a 5-speed manual) while Renault shipped Safrane bodies to Irmscher in Germany where the final product would be assembled.

Upon first glance only a few details give away what lurks under the hood: the Biturbo has model-specific 17” rims, a little spoiler, and a body kit for improved aerodynamics. The list of standard equipment is long and includes all-wheel-drive and a pneumatic suspension which enables the driver to choose from three different settings. The combination of these attributes gave the Biturbo a handling that no French car had been able to previously boast about.

The standard Safrane was launched in 1992 and despite an improvement in the materials used and how these materials were bolted together it was a car as mediocre as Renault can build. Its styling blended in with most cars and the PRV aside its engines were nothing that gave it an advantage over the competition – early base-model cars had a 2.0 eight-valve engine, for example. In 1996 the Safrane got a new, still-bland front fascia. Production ended in 2000 and it was replaced by the Vel Satis, a car that featured more bizarre angles than a college geometry exam and found less buyers in seven years than Ford sold ill-fated Edsels in 1958.

A following article will cover a few early PRV-powered car and another will cover the technical aspects of the PRV.

(Note: the Citroen XM was photographed by Ronan Glon for Ran When Parked. The rest of the photos were found online and we do not take credit for them.)