The Nineties is still regarded as the golden era of touring car racing, a period when popularity for the sport hit an all-time high, especially here in the UK.

Touring cars – through their multiple championship series around the world – are chiefly designed to resemble their road-going counterparts. The popularity stems from accessibility; the fact that you get to see professional, on-the-limit racing in cars that look a lot like the one you drove to the circuit. For the mainstream manufacturers too, touring cars offer one of the greatest examples of the ‘win on Sunday, sell on Monday’ ethos. For many that’s the whole point of going racing, and it’s been that way since the first touring car meets in the 1950s.

The 1990s was when the British Touring Car Championship led the way. Very early in the decade they pioneered new ‘2-litre Touring Car Formula’ rules designed to make the racing closer, more competitive, and far less confusing than with all the different classes allowed previously. By 1993 these would be adopted worldwide as the legendary ‘Super Touring Car’ regulations – the standard for most national championships. This not only meant that you could run your car competitively in the BTCC, but over in Japan, Australia and just about anywhere else you fancied.

Due to the closeness of the racing, the Super Touring era was also when the cars got crazier than ever. The popularity with the public gave manufacturer-backed teams the confidence to plough more and more marketing cash into development, just to try and obtain the racing edge. Mere family saloons soon became cutting-edge race monsters.

Far from the initial idea of keeping the sport accessible for independents and manufacturers alike, by the end of the decade development of the cars started to run into the millions. But, while this eventually became unsustainable (prompting a rule change for more cost-effective BTC rules in 2001), it inevitably left a legacy of some of the best touring cars of all time. Here’s our choice of the most memorable…

Volvo 850 Estate

The infamous, ‘Securicor Wagon’ is arguably the most famous Volvo to ever hit the circuit. In fact, when most BTCC aficionados close their eyes and think of the best ‘90s racing cars, the iconic Volvo 850 Estate is the one that usually springs to mind. It’s ironic then that these only ran for a single season, and that was over 30-years ago.

1994 brought with it what many saw as a joke. But it was serious business for Volvo, a rather clever PR stunt, admittedly, but never a joke. Shrouded in secrecy right up to the debut at Thruxton, and prepared by British firm Tom Walkinshaw Racing, the TWR 850 was an attempt to distance their car from images of geography teachers and police cars. It also injected a little practicality into racing, offered plenty of real-estate for those all-important sponsor logos and, most of all, was a bona fide spectacle.

In other words, the 850 was exactly what the Volvo had intended. They even ran a heat or two with a large stuffed dog in the boot, so they certainly saw the importance of connecting with the public. And it worked because the 850 Estate has since become one of the most iconic touring cars of all-time.

They may not have been quite so popular with the other drivers of course. Simply because a big estate car tends to block your vision somewhat, but the 850 wagon was certainly a hit with spectators.

Although the elongated roof offered superior aerodynamics. A change in regulations for 1995 meant that boot spoilers could be fitted providing they didn’t protrude higher than the roof line. This wasn’t viable on the big 850, so they were unceremoniously replaced with more competitive saloon versions, much to the displeasure of the fans. But, while these saloons were far more successful in the years to come, the only estate cars to ever compete in the BTCC will always be the most loved.

Renault Laguna Super Touring

The 1995 season didn’t just see big changes for Volvo, the BTCC saw the Williams-Renault team branching out of Formula 1 to inject some of their pedigree – and a whole load of their success – into touring car racing. Due to the huge popularity of the sport with TV viewers at the time, both Williams and the French manufacturer decided the BTCC was the place to be. The car they had already homologated for the job was the Renault Laguna… and their Super Touring version ended up taking home the championship on their very first attempt.

The Laguna has always been one of the most revered touring cars of the ‘90s. With the might of Williams behind it, it’s also seen of one of the most advanced in terms of racing technology. If it wasn’t for Audi entering their 4WD Quattro (however unfairly), many believe that the front-wheel-drive Renault would have dominated in 1996, too. It’s also one of the cars that started to see manufacturer budgets go stratospheric.

After the playing field was finally levelled in 1997 (with each Quattro being given 30kg of ballast) the Laguna had its most successful season winning both the Team Championship and the Drivers Championship with Alain Menu. Notably their second driver that season was a young Jason Plato making his BTCC debut. He came in with a respectable 3rd place.

Even though Williams only competed for a mere 5-years, their Lagunas racked up 33 wins, 2 Team Championships and that all-important Drivers Championship. Not bad for what started out as a relatively sedate and uninteresting family four-door that was never intended to be a touring car.

E30 BMW M3

There’s no doubt that the original BMW M3 is a motoring icon. It’s also seen as a little exotic here in the UK at because they were never available in right-hand drive. Strictly speaking we didn’t get an M3 until the E36 came along in 1992. But, that’s okay with us because, without the E30 M3 being built as a homologation special for the Deutsche Tourenwagen Masisterschaft (DTM), the iconic M3 badge wouldn’t exist today. And for performance car fans that would be a travesty.

When it comes to motorsport, the 2-door E30 M3 Coupe is the most successful BMW of all-time. It may have been a product of the 1980s which – on the face of it at least – makes it a dubious choice for our list. But this car took BMW to two championships in the BTCC, first in 1987 and then in 1991 for the inaugural year of what would become the Super Touring era.

Even the introduction of the E36 M3 in 1992 didn’t kill off the E30 race car. And not just because the 3.2-litre engine was too big for the BTCC. It was a rule change in 1993 to only allow cars with a minimum of four-doors in that spelled the end for the E30 M3. The BMW team actually had to take to the track in the E36 318is!

But, as for the E30 M3 Touring Cars (including the limited-edition EVO (1987), EVO II (1988) and Sport Evolution (1990) homologation models that kept it competitive along the way), they also won the Japanese Touring Cars every year from 1987-1993, two DTM titles, the 24 Hours Nürburgring five times and many other championships in Australia, Italy and the USA. Oh yes, and it was a successful World Rally Car, too.

So, it’s easy to see why the E30 M3 is not just one of the most iconic touring cars of all-time but, for many, the most iconic BMW, too.

Post from Influx Magazine

The 1980s is regarded as the golden era of rallying. It was a time when the craziest cars ever conceived ruled the roost. The topflight of the sport was the Group B competition which allowed manufacturers to push the boundaries to the absolute limit… and often beyond. As they only had to produce 200 road-going homologation cars, they could afford to develop and compete in the maddest creations that ever existed. Legendary Group B specials including the Ford RS200, Audi Sport Quattro S1, Peugeot 205 Turbo 16 and Rover Metro 6R4. 

The issue with Group B was that the cars were (arguably) too mad. After a number of fatal crashes, the whole series was banned at the end of 1986 and Group A suddenly became the top tier of competition in the World Rally Championship. 

Group A focused more on driver skill and car reliability than bonkers power outputs. But it doesn’t mean that the cars were any less legendary. They were simply a little less lethal to the drivers and spectators. In truth, by the start of the 1990s, Group A cars outperformed their Group B predecessors on just about every stage.   

The best thing was, unlike with the more modern WRC rules where you can modify any production car pretty much however you wish, Group A cars had to be based on a run of 5000 (later 2500) homologation specials that shared the same characteristics. This meant that they were basically modified road cars and they’re the reason why performance icons such as the Renault 5 Turbo, Audi Quattro, Lancer Evolution IV and many more actually exist.  

Of course, we’re talking about motorsport at the highest-level here. But rallying is, at heart, a community affair. Entry level competition was only bolstered by Group A rules. It’s unlikely that you’d be able to afford a Nissan 240RS or a Porsche 911 SCRS to kick off your driving career, but an Impreza WRX or even an Escort Cosworth? That’s a different story.

If you grew up with access to the more rural areas of the UK (especially near the now defunct North and South Wales Rally Stages) it’s likely that rallying is as much in your blood as if you’d been born in Norway or Finland. It was a sport that brought all manner of car fans together. It still does. 

This is why the ‘90s saw many of the most popular rally cars of all time. The Sony PlayStation didn’t hurt their legendary status, either. Especially with games such as Colin McRae Rally (1998). But what cars were the best of the bunch? 

Well, with honourable mentions for the Gran Tourismo generation – such as The Subaru Impreza 555, Tommi Makinen Evo and the rather silly (but equally amazing) Suzuki V6 ESCUDO Pikes Peak Special – here’s a few of the most important rally cars to compete during the 1990s… 

Lancia Delta HF  

The name Lancia has always been synonymous with rallying. They are, in fact, the most successful marque ever to hit a rally stage and still hold the record for their six consecutive constructors’ championships between 1987 and 1992. 

The Italian manufacturer is always seen as a little exotic here in the UK. Not just because of their iconic Martini livery but because they pulled out of the market and stopped making right-hand-drive cars back in 1994. That’s a story for another day though, one that involves a dubious reputation, Esther Rantzan and rusty cars dating right back to the ‘70s. 

What’s most important here is the car that was never meant for rallying but became the most successful rally car in history – the Lancia Delta HF.

Now, although the HF continued to race in Group A until 1993, the competition-spec Deltas were a product of the late ‘80s and the successor to one of the cars that killed Group B – the infamous Lancia Delta S4. 

Back in 1986 the S4 ruled supreme. With a mid-mounted twin-charged (turbocharged and supercharged) engine, carbon fibre body, a tubular spaceframe chassis and nearly 500 horsepower it shared only a vague resemblance the standard production Delta. When Finish driver Henri Toivonen and American co-driver Sergio Cresto were involved in a fatal crash at the Tour de Corse in Corsica, it was one of the reasons that directly resulted in the cancelation of the whole Group B competition. 

The sudden end of Group B was bad news for most manufacturers. Many didn’t have a suitably homologated production car that would be competitive for 1987. Lancia though, had the Delta HF 4WD – a car with the engine in the front, a turbocharger and, most importantly, four-wheel-drive. It may not have been perfect initially, but it took them to the drivers’ championship for the next three years and the constructors’ championship for six.     

So, in essence, the Lancia Delta was never developed specifically for motorsport duties, it was more of a make-do rally car. The irony is that, over four evolutions (the Delta HF 4WD, Delta HF Integrale 8V, Delta HF Integrale 16V and Delta HF Integrale Evo) the Delta won 46 World Championship Rallies and became a motorsport icon.  

Toyota Celica GT-Four (ST165, ST185 and ST205)

The Celica GT-Four was the first turbocharged, all-wheel-drive Japanese car entered into the WRC, and it was certainly the first to start bringing home the trophies. But, most famously, the ‘90s ST205 model is the car that got Toyota banned for cheating. 

Illegal turbo restrictors aside, the Celica eventually went on to out-class even the legendary Delta HF, helping Toyota take the constructors’ championship away from Lancia in 1993, and then grab another in 1994. 

The AWD Celica was another product of the late 1980s with the ST165 and ST185 models coming along in 1986 and 1989 respectively. The Group A competition versions won most of the silverware, too. But perhaps the most iconic model, and possibly the most popular with the public, was the 1994 ST205 which was based on the 6th Generation ‘round headlight’ Celica. The same car that was stripped of its wins in 1997 and saw Toyota banned for a year.  

But that doesn’t diminish the legendary status, quite the contrary. With 252bhp (JDM version), the road-going ST205 ‘GT-Four WRC’ remains the most powerful Celica ever produced for public consumption. Each of the 2500 homologation cars even came with all the necessary plumbing to activate the same anti-lag system as the competition cars, along with other motorsport parts such as water injection and an almost ridiculous rear spoiler. 

In many ways, the Celica being such a monster on the streets is what created the legend of the competition cars. And that’s what helped make the Celica GT-Four one of the most iconic rally cars of all time.   

Ford Escort RS Cosworth WRC

Can you call yourself a true British petrolhead if you don’t love the Escort RS Cosworth? We think not. What with the road-going versions going for well over £100K nowadays, the whale tail-sporting, 4WD ‘Cossie’ WRC was another one of those ‘90s rally cars that thrived off the popularity of the road car it was based on. 

For much of the 1990s the mighty Cosworth was the most stolen car in Britain; that’s how much they were sought-after. With wild looks and even wilder performance for the time, it’s easy to see why. And, even though it didn’t win as many WRC trophies as cars from Lancia, Toyota and Subaru, the WRC version could be the most iconic, and most coveted, Group A rally car of all time. 

But then again, there’s always been a deep-rooted love of the Ford Escort in the UK. And, from the day Ford of Europe introduced the very first Escort in 1968, they have always been closely associated with rallying. There’s the Mk1 Mexico, the Mk2 RS2000 and the legendary RS 1700T, to name but a few. But the Escort Cosworth was something entirely different, it was built from the ground up as a rally car and then homologated. It was also an Escort in name alone.

The truth is that the RS Cosworth merely resembles the standard MK5 Escort. In terms of body panels, it only actually used the same roof and doors. This 4WD, turbocharged monster was based on the floor plan and mechanicals of the outgoing Sierra RS Cosworth. And it came with much the same YB engine setup and the all-important 4WD system. 

The Escort Cosworth WRC was the ultimate case of ‘win on Sunday sell on Monday’ for Ford. An absolute triumph in terms of road car sales. They initially produced the 2500 cars they needed to go racing but, as these proved so popular with the public, they simply carried on rolling them off the production line. And, even then, they only stopped because of the introduction of new EU drive-by noise regulations. 

By 1996 over 7100 were built. So, for more than half of the cars produced, the Escort Cosworth was a homologation special that wasn’t actually needed for homologation. Not just one of the most iconic rally cars of all-time, but one of the most iconic cars, period.

Post from Influx Magazine

Loud and rowdy cars may have been seen as something of a niche concept in the approach to the millennium, but it didn’t take long to become thoroughly mainstream. Soon having the craziest car would be central to the whole modifying ethos. Wild aftermarket styling and extreme performance tuning was coming of age, much being inspired (and fuelled) directly by what tuners were doing in Japan. It makes sense then, that nothing became more synonymous with loud and rowdy motoring than the JDM imports that landed on our shores at this time. And then, The Fast and The Furious hit the big screen 2001, and everything got louder and rowdier still.

The truth is that the F&F franchise – back when the films were more about the cars than submarines and spaceships – was merely a reflection of the times. It may have encouraged British modifiers to dream up even crazier builds, but grey JDM imports had already been popular all here and in the US. After all, without the tuned Japanese cars to make appearance on screen, we wouldn’t have had the movies in the first place. This popularity was directly linked to the desire for the most technologically-advanced performance cars, and nowhere was the concept of performance JDM cars showcased so prominently than in the most popular video games of the time – Need For Speed (1994) and Gran Turismo (1997). If you grew up with the games, you wanted the cars. It really is that simple.  

So, while the 2000s may have seen the Japanese import become the loud and rowdy king of the road, the ‘90s was when the idea of buying a high spec car from Japan, often for less than a European car (or even a European-spec Japanese car), really started to take off. JDM imports often came with more equipment and ultimately more power, so there’s no surprises that they proved popular. Of course, it doesn’t hurt that the steering wheel is on the correct side of the car in Japan, too. 

JDM, or Japanese Domestic Market, refers to cars that were exclusively made for sale in Japan. Some were simply flagship variants of models officially available here, such as the EK9 Honda Civic Type-R and Toyota MR2 Turbo. Others were entire model lines solely available in Japan, the Nissan Skyline being perhaps the most famous. 

In other words, it’s not easy to narrow down such a distinguished list of ‘90s icons to just a few key examples. Much deliberation was needed but, with honourable mentions for JDM versions of the Subaru Impreza and Mitsubishi Evo, and even the Mk1 Mazda MX-5 (or the Eunos Roadster), here’s our top four loud and rowdy Japanese cars from the nineties and beyond…

Toyota Supra MkIV Twin Turbo (1993-2002)

For many the 2JZ-GTE equipped, twin-turbocharged Supra is THE iconic JDM performance car. After all, the big Toyota is the original F&F hero – the Paul Walker 10-second special – they don’t get louder or rowdier. Except, of course, the JDM myth doesn’t strictly tally with the reality.  

You see, even though Japanese manufacturers have a long and illustrious history of keeping the best models for the home market, the JDM (or J Spec) Supra had significantly less power than its US and European counterparts. Around 50bhp less, in fact. Exports also had better brakes, bigger wheels, leather seats and glass headlights as standard. To this day standard UK A80s tend to command the top prices, although they are significantly rarer than their JDM counterparts.

However, when it comes to the world of modifying, the JDM Supra is still surrounded with an almost mythical aura. There’s no doubt that their popularity with Japanese tuners meant that – in the early days at least – they were the ones with the best upgrades. The likes of Blitz, HKS and GReddy were manufacturing the finest performance parts from the very beginning, and these weren’t exactly easy – or cheap – to get hold of outside of Japan. So, while we may have had the fastest cars off-the-forecourt, heavily modified Japanese versions – many of which found their way across the ocean – soon became the easiest and most cost-effective route to the most extreme performance. 

With no social media the modified car magazines also played a big part in giving the Supra legendary status, simply by featuring world-famous, big-power JDM builds from the likes of Top Secret and members of the Mid Night Club. And let’s not forget that the desire for crazy styling was right up there with extreme performance, too. Who can forget the iconic Veilside Fortune Supra, arguably the real star of The Fast and The Furious: Tokyo Drift?

Nissan Skyline R32 GTS-T (1989-1993)

And of course, we just can’t have the Toyota Supra on our list without the Nissan Skyline R32. Godzilla itself – the original video game icon. Featured in every Gran Turismo game up to 2013, just the name Skyline is synonymous with the concept of loud and rowdy. It always will be.

The R32 Skyline, just like its seven predecessors (and all the Skyline models that came up to 2002), is a true JDM car. Here in the UK an import was your only option if you wanted a Skyline, and obviously we all wanted a Skyline. We still do. 

But, while there’s no doubt that the flagship, twin-turbocharged, RB26-powered R32 GT-R is the most iconic model – not to mention the one most coveted by JDM aficionados in 2024 – in the in the ‘90s and ‘00s, the single turbo 2-litre GTS-T was easily the most popular on the streets. First, and clearly the most important reason, was that the GTS-T was around five times cheaper than the GT-R. They could be picked up for as little as £1,000 as late as 2010. How do we know? Simply because the author had two… sadly ‘had’ is the operative word. 

Second, these models were rear-wheel-drive instead of incorporating the all-wheel-drive system of the GT-R. This made them sought-after, initially at least, with the rise in popularity of drifting. That was of course until the prices started to skyrocket . Nowadays you’re looking at the thick end of 30-grand for a half decent GTS-T, and double that for a GT-R.

Mazda RX-7 FD (1991-2002)

The third generation Mazda RX-7 is another JDM icon that’s not as true-blue JDM as it may seem. Up until the mid ‘90s these were sold through the Mazda dealership network on three other continents – Australia, North America and Europe. And that includes the left-hand-drive RX-7 driven by Vin Diesel in The Fast and The Furious.

The problem (in the UK at least) came with the price. Initially the RX-7 was offered at £32,000, which due to poor sales was eventually reduced to £25,000. Early customers were even refunded the difference. The irony of course, is that the RX-7 only became infinitely popular after Mazda stopped exporting. Only 210 models were ever officially sold in the UK, but many, many more found their way here as grey imports. By the last four years of production the RX-7 was exclusively a JDM car, but one that was extremely popular everywhere else. 

It’s true to say that there’s a mind-boggling array of trim specs available, but what’s most important is incorporation of the iconic Mazda rotary engine, which had been busy winning high-profile races at Le Mans, Spa, Daytona and Bathurst since the early ‘80s. It wasn’t the first car to have a Wankel engine of course, not even the first RX-7 model, but the 13B-powered FD is arguably the most famous. And while it may have taken a few years for specialist tuners here to work out exactly what to do with a piston-less engine, they’ve gained a huge cult following. 

Oh, and if you’ve ever heard the unique sound of a tuned rotary engine (affectionally referred to as the ‘Brap-Brap-Brap’), you’ll know exactly why it’s made the list of our loud and rowdy nineties icons. There’s nothing quite like it. 

Honda NSX (1990-2005)

The first generation New Sportscar eXperimental, or NSX, was Honda taking a stab at the supercar market. It’s a controversial addition to our list because it’s the very idea of a ‘90s Japanese supercar that’s loud and rowdy, even if the result was arguably restrained, clinical… and all-round magnificent! 

Sold with a Honda badge in Japan and as an Acura in the US and Hong Kong, what made the revolutionary NSX different isn’t just that Ayrton Senna himself helped drive the development, but that this ‘everyday supercar’ was a 168mph monster that was as reliable, and no harder to pilot, than a Honda Civic. This concept may now be commonplace with the modern Audi R8 or the selection of Maclaren offerings whizzing around the UK. But in the nineties a Ferrari-beater that didn’t end up on the side of the road in a cloud of smoke was almost unheard of. 

Famously inspired by the F-16 fighter jet, the NSX was the first production car to feature a lightweight aluminium monocoque and all-aluminium body. It also featured a mid-mounted 270bhp, 3-litre V6 VTEC engine (later a 3.2 with 290bhp). Starting at around £60,000 it was an expensive car, but still around half of that of a Ferrari 358. Unfortunately, less than 500 were sold in the UK because it took until far more recently for people to get over the Honda badge on the bonnet. Ironically the kudos and cool factor nowadays is simply off the scale!

Aside from the NSX-GT R, of which only five were built, the stripped-out, race-inspired NSX Type R (or JDM NSX-R) is perhaps the most sought-after model with only 483 built solely for the Japanese market. See what we mean about them keeping all the good stuff?

Post from Influx Magazine

The nineties was truly the era of the hot hatch. While the concept itself was born in the mid ‘70s with the Golf GTI, and the actual words made famous (or should that be infamous?) in the ‘80s with the introduction of many ‘originals’ like the Escort RS Turbo, Renault 5 GTT, Astra GTE and Peugeot 205 GTI. What with these cars becoming more affordable, and with second and third generation models hitting the streets, the ‘90s is where the hot hatch went mainstream. 

There’s plenty of iconic cars to choose from of course, but we’ve narrowed it down to three of our favourite – and perhaps most important – hot hatches from the 1990s. Let’s take a look… 

Golf GTI 16v (1987)

The Mk2 Golf GTI 16V is the archetypal ‘90s hot hatch, purely because the Golf GTI is the all-time archetypal hot hatch. In fact, the VW Golf was (and remains to be) the benchmark by which all hatchbacks are judged… if not all other vehicles. Many experts have argued that a Range Rover is simply a large Golf, a Lamborghini is a fast Golf and so on. But, then again, what do journalists know? Expert opinions rarely stand the test of time. 

Even so, we can’t have a rundown of the greatest ‘90s hot hatches without the most ubiquitous of three-letter motifs. Forget the pumped-up VR6 and R models that have topped the VW line-up more recently, the Grand Touring Injection badge continues to follow the definitive formula for the hot hatch. Supreme ‘chuckability’ in the corners, a potent 4-pot engine up front and room for a dishwasher in the back when you flip the rear seats down. It’s been that way since the original Mk1 GTI in 1976 and it proves that ‘hot’ doesn’t always mean the flagship model. It’s more an attitude. An automotive ethos. 

In a way the Golf GTI has followed a distinctly German mentality, one that’s comparable to the Porsche 911. Dedicated engineers making improvements over a long linage and many decades of upgrades. The 1987 Mk2 GTI 16V came with one of the most significant improvements of them all – the upgrade to a 16-valve engine. This ‘4-valves-per-cylinder’ setup offered 137bhp, a 25% power hike over the outgoing 8V model. 

And yes, strictly speaking the early Mk2 GTI 16V Golfs aren’t true nineties cars. That distinction belongs to the Mk3 models launched in 1991, and perhaps the world-beating MkIV GTI 1.8T in 1998. But such was their popularity on the second-hand market (don’t forget that brand-new German cars are expensive), they became one of the most popular hot hatches to own in the ‘90s. With superior build quality compared to other cars of the era – meaning that they still tend to work – they continue to be extremely sought-after. Just take a look at the prices now in 2024! 

Ford Fiesta RS Turbo (1990)

It’s no small irony that the – now undeniably iconic – Mk3 Fiesta RS Turbo was nothing more than a reaction to other European hot hatches of the day. The fact is that, even though the top-spec Fiesta XR2i had fuel injection, its asthmatic 1980s 1.6-litre CVH engine just couldn’t compete with what was on offer elsewhere. Enter Ford’s Special Vehicle Engineering (SVE) Department. 

The RS Turbo was arguably a marketing stunt that paid off. Ford added a quick-spooling Garrett T2 turbocharger for a cheeky 133bhp and a 133mph top speed (which is plenty in a Mk3 Fiesta). There was also a whole host of distinctive extras including unique 3-spoke alloys, the trademark RS bonnet vents and a rather plush Recaro interior.  

It’s true that the Fiesta RST wasn’t all that well received at the time, mostly due to the handling being a little clunky compared to many Euro hatches. But Fords will always be popular in Britain and, with almost unlimited tuning options coming into play over the rest of the ‘90s (and well beyond), it’s since become one of the most coveted classic hot hatches. Let’s not forget that that the RST was only actually produced for 2-years at the beginning of the decade – and we’d still do terrible, terrible things to get our hands on one nearly 35-years later!  

Sadly, the decision to upgrade the 8V CVH engines to more modern 16V twin-cam Zetec units swept across the entire Fiesta range in 1992. For most models a Zetec and a catalytic converter wasn’t a bad thing, but it did mean that the RS Turbo would be replaced with the 1.8-litre Fiesta RS1800. Gone was the turbocharger, and those iconic bonnet vents. Eventually they dropped the Recaro seats, too. 

The RS1800 was more sophisticated for sure, but it never had quite the same charm as its turbo’d predecessor. For many the big Zetec never quite lived up to the legendary RS badge. We wouldn’t see another performance Fiesta with a turbocharged petrol engine for another 20-years until the launch of the Mk7 Fiesta ST in 2012. 

Renault Clio Williams 1 (1993)

The French do hot hatches rather well, they always have. It’s a matter of national pride. When it comes to the Mk1 Renault Clio though, as good as the range was in terms of sporty handling, they were arguably more about driving something a little different to the array of other hatchbacks out there, most of which were little more than new versions of models knocking around since the mid ‘80s. 

The Clio was brand-new for 1990, it looked distinctively modern and, to us here in Britain, it was even seen as a little exotic. If you have significant years under your belt to remember Nicole sneaking away from a dozing Papa in the TV ads, you’ll probably agree with the sentiment. The Clio was exciting, European and avant-garde, even if it wasn’t that rare here in the UK. 

The limited edition 1993 Williams, however, was a completely different animal to the rest of the Clio range. This rally homologation special took the humble French hatch to a whole new level by offering extreme performance for the time… along with more than a little marketing genius. 

A 2-litre, 145bhp engine in a lightweight, race-tuned chassis, the iconic gold Speedline alloys and Sports Blue paintwork gave this distinctive car serious credentials. But, most important of all, it had a Williams sticker on the side, a bona fide link to Renault-powered Williams F1 team. 

Of course, the truth is that Williams F1 had no part in the engineering or the design, but that doesn’t diminish its reputation as one of Renault’s all-time finest hot hatches. Renault Sport – their specialist motorsport division – were tasked with producing the Williams for rallying, or more specifically 2500 road-going versions to comply with the homologation regulations of the day. Just to make sure there was no shortage of spares they built 3800. And, when these sold out almost instantly, they rolled out another 1600. Popularity simply wasn’t an issue for the Williams, and these figures don’t include the Williams 2 and Williams 3 models that came later… or the many, many ‘blue and gold’ replicas that have hit the streets ever since. 

Post from Influx Magazine

The 90s defined a new era of sports and performance cars, with a vast array of models taking the culture by storm. The iconic boxes of the 80s evolved into elegant curves and tapered into aerodynamic masterpieces, improving their efficiency and tapping into the undeniable charm of the past. Emphasis was placed on the innovation of new technologies, and an effort was made to create comfort where it was possible – vanity where it was essential. And, with all of this granted, the motors were made affordable for commuters and enthusiasts alike.

“I bought it when it was cheap,” David Fuller laughs, reminiscing about his 160,000 mile Porsche 964, “Back in the day when I bought it, it was the cheapest 911 you could buy. To me, the shape of it is the iconic 911 shape, where the back goes down, the headlights are at the right angle.”

However, with the cycle of nostalgia continuing its ever-present rhythm, these cars have only become more lucrative and expensive, despite their performance struggling to compete against today’s standards. So what is it, exactly, that makes these machines so special?

The short answer? They take what was done best, and iterate upon that, instead of changing it. Evolution takes time. Steve Flatt, owner of a Lotus Elise 111S, says: “The guy that designed it had a Ferrari Dino, so the scoops are from a Dino and so are the rear lights. And it was also a totally new concept; because believe it or not, it’s stuck together with glue. It’s not welded together. It was that different.”

Individuality, a clear theme in Cars That Made The 90s: Part 1 – Daily Drivers, clearly applied to the world of sports engines. The Lotus Elise, often described as a ‘go-kart’ often catches the eye of regulars and enthusiasts alike, just as it did back in the 90s. Driving around in the vehicle and filming, the crew couldn’t help but notice the attention it gathered. Even if the Lotus garnered a glance from passersby, it still did so without trying. The car is effortlessly eye-catching.

The same can be said for the VW Corrado G60 seen in the piece. During filming, the crew were approached by an enthusiast who couldn’t help but talk about how striking the car was, especially in its superb red finish against the lush green backdrop of Norfolk. It really goes to show that it’s what catches the eye that matters, and what resonates with the heart.

“There was no other car that was like it,” Steve drew his conclusion, sitting fondly in his Elise, “With the bare aluminium, with no power steering, with no ABS, certainly no air con and no electric windows. But that was the love of it. That was why people wanted one.

It’s just like that leather jacket or that pair of jeans, and that was the joy of it.”

Post from Influx Magazine

It almost goes without saying that we’re spoilt for choice here. The nineties was, after all, the decade that gave British motorists more options than ever before. Not only were European models – such as the E36 BMW, Audi A4 and the Volvo 850 – offering viable alternatives to cars from homegrown brands like Vauxhall, MG and Rover, but the idea of owning a Japanese import became popular around this time, too. 

With much less social pressure to buy British than in the ‘70s and ‘80s, iconic cars came from all over. But – with honourable mentions for models such as the Vauxhall Cavalier, Mk3 VW Golf and Honda Civic EK – we’ve tried our best to narrow them down to a mere trio of top iconic daily drivers. 

Let’s take a look at a few of the best daily drivers from the 1990s… 

Ford Escort Mk5 (1990-1997)

While the Blue Oval badge is a true American icon, we’d argue that not many cars could purport to be as quintessentially British as the mighty Ford Escort. After all, by the time the nineties came around, it was highly likely that your parents had owned at least a couple of the long line of Escorts launched since the late 1960s. 

The spiritual grandaddy of the world-beating Ford Focus (itself launched in 1998), the Mk5 Escort may not have been quite as special as its predecessor in the eyes of performance enthusiasts, but there’s no doubt that it was a popular car. In fact, even though many saw the Mk5 as a downgrade and scoffed at the return of the ‘Dagenham Dustbin’, they were still a common sight right up to the mid 2000s. 

It’s also true that the Mk4 XR3i and S2 RS Turbo models were still the most desirable Escorts in the early ‘90s, even when the Mk5 Escort RS2000 came along in 1992. But all that changed when the most iconic Escort of all time was introduced – the Escort RS Cosworth. With its 2-litre turbocharged engine and huge ‘whale tail’ wing, the Escort ‘Cossie’ remains one of the most desirable Fords ever made, commanding mortgage-scale money now in 2024. 

But the real story is that this four-wheel-drive rally homologation special only looked like a Mk5 Escort. Based on the floorplan and mechanicals of the 4WD Ford Sierra this car was merely fitted with body panels that resembled a beefed up Mk5. But, then again, does the fact that this Mk5 Escort isn’t really a Mk5 Escort detract from its iconic status? We think not. 

Citroen Saxo (1996-2003)

You may be surprised to find a small French hatchback here but – love it or hate it – there’s no denying that the humble Citroen Saxo was one of THE hot hatches of the nineties. 

Of course, there were a couple of entry-level options available – chiefly designed to complete various shopping duties around town. But the sporty VTR and VTS models have often been credited with being the first to put performance motoring in the hands of teenagers. The Saxo was so affordable that many young drivers were also able to buy brand-new for the first time. 

What with the combination of a lightweight chassis, potent (for the sector anyway) 90bhp and 120bhp engines, all-round disc brakes and the dealer picking up the cost of the insurance for the first 12-months, the Saxo VTR and VTS models quite literally flew off the forecourts. In fact, a surprised Citroen couldn’t make the righthand-drive versions quick enough to meet the demand.   

After being replaced with the Citroen C3 in 2003, the Saxo may be something of a non-existent sight on the streets nowadays, perhaps a dubious testament to their all but disposable nature. But this iconic car also has one other distinction – this little French hatchback will forever be remembered as one of the most popular cars on the UK modifying scene, ruling the roost for the best part of a decade.   

Subaru Impreza WRX GC8 (1992-2000)

The noughties may have been the decade that saw the Japanese tuner car became king, no doubt helped by The Fast and The Furious movie blasting onto the big screen in 2001. But when it comes to grey imports, it was the early ‘90s where the concept of getting your hands a high-spec car for ‘cheaps’ really started to take off. 

This rise in popularity is often attributed to the unique features of the cars themselves. Imports of the era tended to be a little more outlandish than their restrained European counterparts. Along with a jaw-dropping amount of standard equipment, the performance figures were right up there, too. The nineties saw many iconic Japanese cars; the Nissan Skyline R32, MkIV Toyota Supra and Mazda RX-7 to name but a few. 

But, aside from bona fide sportscars, the nineties also saw the introduction of the AWD Japanese super saloon, offering performance and practicality in one tarmac-destroying package. 

The Subaru Impreza World Rally eXperimental is the car that arguably changed the game for daily drivers. It was even officially on sale on here in the UK, albeit as the slightly detuned 2000 Turbo AWD model. The manufacturer may have been a name synonymous with farmers and the odd country estate up until then but, with their 208bhp road going rally car (240bhp for the JDM WRX), Subaru suddenly became cool. 

Obviously, there were many notable Gen1 Impreza models that followed. Most featuring four doors and various incarnations of the turbocharged, 2-litre flat four engine that put Subaru on the map. But perhaps the Impreza 22B STI from 1998 is the most iconic Impreza of all time. For many it remains the best car Subaru have ever built.

This widebody 2-door coupe was created to commemorate the 40th anniversary of the brand, came equipped with a 2.2-litre, 276bhp engine and sported a unique shade of blue. With only 16 cars being officially imported, the issue nowadays isn’t just the £200’000+ price tag, it’s finding someone willing to sell. 

Post from Influx Magazine

What message do we leave for the future? A handbook for survival, stories from the past. Who would believe such mythical beasts existed, without evidence?

When petrol pumps become museum pieces, the scent of fuel remains as a distant memory, and tales of combustion engines are discreetly shared with trusted friends and over shoulder glances. Language may change, meanings may be lost as time passes and disc-drives dissolve; codes evolve, leaving only a few with the knowledge of the ancient mechanical crafts.

Imagine seeing a legend for the first time. Eyes finally focusing on the iconic form – the colour, the carbon fibre, the Kevlar. Then, key turn and heart-in-mouth as the engine roars into life.

The F40 definitely goes down in history as the ultimate in Ferrari folklore. From faded posters on bedroom walls to Turbo Outlaw in the Sega-centric arcade, it’s embedded in our collective psyches. 

This is not a myth though, it’s a reality. The F40 is truly one of the greatest cars of our time. Built in 1987 to celebrate the company’s 40th anniversary, an amalgamation of technical distinction, striking appearance, and staggering performance, the F40 borrowed from the raw simplicity and power of a race car, and put it straight onto the road.

Built with innovative and futuristic materials that not only provided strength and stability but enabled the weight to be kept down to just 1100kg. Bonded Kevlar reinforced the F40’s tubular steel spaceframe chassis, while carbon fibre panels and polycarbonate windows kept the vehicle light elsewhere. 

No door panels, no carpets, no glove box, no stereo; everything stripped to the minimum. 

What the F40 lacked in interior trim, it gained in performance (and exhaust pipes – three, to be precise!)

The 2.9 litre twin-turbo’d true V8 engine not only puts out significant power in the form of 478bhp, taking you from 0-60mph in 4.1 seconds, and topping out at just over 200mph (the first road car to do so) but more importantly it gets you there with a thrilling 426lbs.ft of torque. 

Ferrari set out to produce just 400 F40’s, but due to popular demand ended up building 1311. Production of the road car continued until 1992, while race car versions continued to be built up until 1996. The iconic shape and stance was formed from the eye of Pininfarina designers and the wind of the aerodynamic testing tunnel. The colour? Rosso Corsa, of course.

When the F40 was released there was nothing like it, and decades later it’s still unmatched – this isn’t nostalgia over a past icon, this is recognition of a true legend in our time.

Post from Influx Magazine

In life, there are challenges. In fact, many would agree that life itself is a challenge. On the day-to-day, whether it’s financial, familial, circumstantial or emotional – all of us face a degree of uncertainty when it comes to taking the next step.

Troy Stringer (32) from Newquay, Cornwall highlights this as he talks about surfing and using his Harley Davidson along the coast: “It’s like a kind of meditative feeling, riding a motorcycle and surfing. And I think they definitely translate perfectly, really. 

“Gliding on a wave to riding on a big open road with no cars around and just opening that thing up and having that raw power… You just feel like you’re in control and there’s nothing else. There’s no one else to ruin that for you.

“You can just shut your mind off and just relax for once,” Troy continues: “It could be just for that day. It could be that one time in the week when you can only just get your bike out, and it just, yeah, it kind of makes you feel like… if I can surf and ride my bike in one day, that’s… you can’t beat that. And a nice cold beer after that makes you feel good.”

We all need an outlet, and in our ever-evolving society; we need nature. It’s important to spend time in the places where we evolved. Whether we spend that quality time alone or not, is up to us.

Troy often shares his time with his motorcycle.

“It’s a Harley Davidson 2002 Sportster, and it’s just a ratty chopper kind of thing going on,“ he describes fondly, “It’s a Softail. It’s been stripped down to the bare minimum and I’ve made it super skinny, lightweight, and it just goes like stink. It’s got a racing cam on the bottom, and for an 883 it’s pretty pokey at high ends.”

Time with others, too, is important. Troy reflects on his childhood, especially the times that he’d visit Cornwall on his father’s motorbike.

“I grew up around motorcycles with my mum and dad taking me to motorcycle weekends from as young as I remember, like six, seven, just strapped onto the back of my dad’s bike for a weekend at a campsite. It’s just this big culture and everyone comes together. It’s brotherhood, sisterhood, whatever you want to call it. Everyone’s just chill and happy. Everyone wants to help each other out as well. If you got a problem with your bike on a weekend, everyone’s like: ‘Sweet man, I’ve got the tools, I’ve got this, I’ve got that.’”

More importantly, the Harley Davidson is an iconic motorcycle – and it has its reasons, Troy claims.

“There’s nothing like it. If I’m on the motorcycle, going like 75, 80 miles an hour, especially a Harley – that thing’s vibrating,” he describes, “It feels like an angry mule trying to kick you off at some point. Especially if you hit a pothole, that thing is going to send you flying out your saddle and it just feels good. The wind hitting your face, taking a bug to the face… it’s just so fragile and makes you feel like you can definitely break.”

Pushing ourselves out of the comfort zone is crucial for our own growth, and the growth of the world that surrounds us. As much as comfort is what we desire as a culture, it’s the opposite that actually gives us a real sense of fulfilment; it gives us a real sense of what it is to feel truly alive.

“You’re not invincible, but at the same time, it makes you feel invincible.”

Post from Influx Magazine

Cars change. It’s a simple statement, and an observable one. At the same time, it could be argued they don’t. The steering, the exhaust note, the grip of the tyres to the road – though these may technically vary from vehicle to vehicle – the experience of driving is typically a shared one.

Porsche 550 owner Daniel Graham kicks this off, claiming: “You have to have a connection with the car that you’re driving. You look at today’s car, you drive a Taycan; it’s electric, it’s quiet, the speed is sensational. But it loses something in the feel of it. Driving something as authentic as this [Porsche 550] is just a really raw experience.

“It’s low, it’s exciting, it looks brilliant from every angle and every corner,” he continues, summarising the driving journey: “People want experiences out of life. They want to enjoy experiences. And this is certainly an experience. From the exhaust note, the gear change, the turning… it’s a really, really fun thing to be in.”

Jump forward some 30 years, and you’ve got the Porsche 930 Slantnose. The Slantnose embodies the 80s, with its pop-up headlights, vents and oversized spoiler; the machine is unmistakable.

Dave Watson, owner of this Porsche, says: “I like cars that are not the same as the next one. If you like something that’s different, and understand the heritage behind it, then that’s what makes this car special.”

What makes a car special is not always the specs it comes with. Sometimes it’s the rarity of it, sometimes it’s the opposite. But as Dave asks himself: “How often do you see one of these on the road?

“It’s the usable supercar from the day,” he adds, resting his arm across its roof knowingly. “I did a road test report for a magazine many years ago, I can remember the headline they used in the magazine. The article was titled: ‘The 80s were cool after all’.”

And, whether you think the 80s were cool or not, it goes to show there’s a car for everyone.

Harry Potia radiates the same fondness as Daniel and Dave when talking about his recently purchased 2014 911 Carrera 4S: “I really love the way it looks and the way it drives, the way it sounds. It [911] was a bit of a poster car for me when I was younger, having it on my bedroom wall. Now I’m fortunate enough to own one. It’s an amazing machine.”

Besides the looks, there’s the heart. That’s a thing both us and our motors have in common.

“It starts when I pick up the keys,” Harry says, telling us what it is he feels in his heart exactly, “From that, walking to the car, getting into the car and starting the car. When you hear the engine and hear the exhaust, it sounds amazing. It’s hard to describe. It’s definitely a feeling you have inside you. Seeing the badge on the steering wheel, you have this warm and exciting glow.”

For many of us, that same feeling comes from motors other than a Porsche, and it’s the feeling that should truly matter.

“Buy what you enjoy,” Daniel Graham reiterates, “buy what captures your heart, what captures your emotion and captures your imagination. Pick one that you like, and buy it.”

Post from Influx Magazine

Growing up, there’s always been a vehicle that never left our minds. Regardless of the shape, colour or make – chances are we’re yet to forget it. Not a single car has been mentioned, but you’ve thought of one, haven’t you?

For Matt and Brandon, that car in your mind is the Renault 5 GT in theirs.

“I fell in love with it as a kid, really,” Matt says, “The shape, my friends had one before I was driving. I’ve always wanted one. I managed to get hold of one, and then have used it for track days, blats on the weekend, and just kept modding it and modding it and modding it. Hopefully, fingers crossed, I can keep it forever.”

Brandon doubles down on this, saying: “Yeah, I’m planning on keeping that [Renault 5] forever. Well, for as long as I can, anyway. It’s one of those cars; I’ve always wanted one.”

A number of passersby at the cricket club were intrigued by the sharp-shaped motors and their imposing colour. “Boys and their toys!” One remarked to the film team as they wandered by, whilst Matt and Brandon were occupied discussing the Renault 5’s with another gentleman and his dog.

It was clear, in our ever-evolving society, that the older sayings still make their way to the surface. And that’s partially because it’s true. You can’t keep boys from their toys, as Matt and Brandon’s discussion with one another highlights.

Matt mentions: “I’ve colour coded everything… lines, just lines everywhere… I don’t know, I just mod it every time. Every year, I try to change something on it. It’s a bit like a kid with his toy, isn’t it?” He confers with Brandon, who chuckles, “Like an action man. You can change his hat, his clothes, his shoes. It’s just great fun. I couldn’t go back to putting it back to standard.”

Brandon, on the other hand, takes the purist approach, keeping his build as genuine as possible. “I want to keep it as it is, just tidy it up a little bit.”

As with any passion, there also comes a sense of achievement. “I’ve been to Goodwood a couple of times,” says Brandon, “I won a trophy at Players Show last year, that was quite good. I went to go to Players Classic last year, but I broke down on the way there so I didn’t make it. There was a little hairline crack in the distributor cap, so I broke down.”

“It’s the little things that can make you stop, isn’t it?” Matt adds, and Brandon agrees.

Yet, in spite of this, the pair continue to work on their unique motors, and with around only 300 Renault 5 GT’s licensed in the UK (at the time of this article being written), it’s no surprise there’s a great deal of pride surrounding the maintenance of these cars.

Post from Influx Magazine