When was the last time you saw one of those cars on the street?
There are still many cars from the 90s and 80s on the streets today, which gives the impression that almost the 4 doors of the last 25 or 35 years are still in stock. But when was the last time you saw a Peugeot 505 or a Daewoo Leganza on the street? Several car brands packed their bags and left, leaving their cars in the hands of independent mechanics. But it takes a very committed owner to run an Eagle Summit sedan in the fashion era.
Here are 10 new sedans that are almost extinct right now or will soon become an endangered species.
The 405 arrived in the United States at a time when Peugeot faced the prospect of leaving, having relied on the oldest and largest 505 sedan and the family car circle for maximum sales in the 1980s. But the old 505 did not get a direct successor and Peugeot decided not to bring the larger 605, which disintegrated in 1989, to the United States, where it would have been too expensive. The automaker also didn’t bring other models like 205 to the U.S. The sedan and the 405 family car were meant to carry the full logo on cars in the early 1990s, but faced a naturally complicated era thanks to Japanese competitors. Peugeot sold a few thousand copies of the 405 sedan in the United States and only about 1,405 cars. To this day, we do not believe that not even two hundred sedans remain in the country, and only a few dozen cars at most.
This short-lived sedan was designed towards the end of the AMC-Renault alliance, before AMC’s remains were purchased through Chrysler. Scheduled to be announced as a Renault in the United States, the Premier combined Pininfarina’s sleek external design with a 2.5-liter four-cylinder, four-cylinder or A-PRV engine, and a large interior indeed. The sale of AMC to Chrysler meant that Chrysler temporarily placed an Eagle badge in the style, which it was forced to produce. Production took place in Brampton, Ontario. But the style was doomed to failure from the start because Chrysler didn’t need to sell the Premier at all, as it had planned its own series of giant sedans. To bring sales to life, Chrysler also sold the sedan under the name Dodge Monaco. Production of the Eagle Premier lasted from 1988 to 1992, and today it is not easy to find one on the street.
Produced in Kenosha, Wisconsin, the Alliance was the ultimate apparent product of Renault and AMC component ownership. With a sublime design and modest dimensions, the Alliance was presented in four- and two-door sedans, as well as a convertible. Offered from 1983 to 1987, the Alliance was completed for the small Japanese and German cars of the time, and for a time appeared to have a giant component of the segment. The smaller engine, a 1.4-litre four-liter engine, produced only 64 horsepower, but the 2.0-liter GTA style produced nearly a hundred horsepower. The end of the Alliance came here with the end of the AMC-Renault alliance itself in 1987, and Chrysler bought the rest. The Alliance sedan is rarely seen today, all in the hands of Renault’s creditors, however, the optional two-door convertible with the 2.0-litre engine makes up the majority of the remaining variants of the Alliance.
There are two Daewoos on this list, and for a very clever reason: after Daewoo suddenly packed and left in 2002, the maintenance of existing cars has become a little difficult. The Nubira was located just below the Leganza, and was presented in the form of a sedan and a family car. Powered by a 2.0-liter in-line four-cylinder engine, the Nubira set itself from 2000 to 2002, giving it a shorter stroke than other Daewoo models that landed earlier. He also struggled to differentiate himself from the Leganza, but the device presented by courage was generous. The apparent challenge for their sales customers was that it was a risky bet for buyers accustomed to Japanese cars. Today there are not many in order and cars are rarer than sedans.
Despite being Peugeot’s bestseller in the 1980s, the end production of the 505 sedan in 1991 condemned Peugeot’s chances in the United States. Fixed The spacious sedan is also expensive, competing with the Volvo and Saab models of the time. The departure of the U.S. logo means it has become difficult to keep a 505 up and running in the past 1990s, even in Peugeot’s high-density enclaves on both coasts. A few hundred remain in order in the United States today, yet you must be lucky enough to see one.
Daewoo’s time in the U.S. It was incredibly short, but that time he controlled to flood the United States with his cars to a degree that gave the impression that the logo had been there for decades. The greatest sedan of diversity was the Leganza, a reuse of an external design written through Giorgetto Giugiaro de Italdesign in the early 1990s and originally presented at Jaguar. In Daewoo’s hands, he lost a little when translating into a small Korean sedan, but he looked quite presentable. Driven through a four-cylinder, 2.2-litre line, the Leganza produced 133 horsepower. Sold between 1997 and 2002, when Daewoo retired from the US market, it is possible that the Leganza is still in service in the last 2000, but without a network of runners, its number decreased considerably.
Alfa Romeo faced a complicated war in the late 1980s, when the Spider was aging. To help increase sales, the logo brought the 7five sedan under the name Milano and also brought the giant sedan 164 to the country. Luxurious and sporty in a Pininfarina suit, the 164 had a V6 lower hood driving the front wheels. Offered in 3 levels of equipment, the 164 is a curious option for German saloons of the time, such as an E-Class or a Series Five, and also a bet on reliability. For five years, the 164 presented here, however, sales were never on par with any of its nominal competitors: the 164 is a niche item. Today, the examples still underway are almost all in the hands of enthusiasts.
Mitsubishi has established itself in the United States through its partnership with Chrysler. And although he had been providing the Mirage in the United States for some time under the name Dodge Colt, the creation of the Eagle logo from the ashes of the Renault-AMC alliance gave Chrysler another badge for the small sedan. The Eagle Summit was changed in 1989 with a 1.5-liter four-cylinder under the hood of the fundamental version, but you can also get a 1.6 litre for a little more (though not too much) of power. The Summit was sublime for the time and was renewed by a momentary generation in 1993. The style of the momentary generation can still be seen in traffic from time to time, however, the style of the first generation is very rare.
Launched in the final months of the AMC-Renault partnership, the Medallion was a new intermediate that was found heavily on the European Renault 21 market. Designed to upgrade the Renault 18i, another car that is almost located on American roads, the Medallion features a spacious interior, an economical 2.2-liter in-line four-cylinder and a sleek exterior. The Medallion was sold as Renault only for the 1988 style year. By 1989, the new parent company Chrysler implemented the Eagle badge on the Medallion, which was sold until the end of the year, making it one of the most productive mass-selling cars of the decade. Neither the Renault or Eagle versions can be discovered seamlessly today, and the Renault club’s most productive estimates cite only a few dozen examples of each of the styles in the U.S. Today, so you probably haven’t noticed any.
Not everyone forgets the release of the Lexus LS in 1989, but few don’t forget that that same year, another Lexus style disappeared. The Lexus ES 250 relied heavily on the Camry and Toyota Vista from the Japanese market and, as its badge suggests, was propelled through a 2.5-liter V6. Offered from late 1989 to 1991, the ES was plus a reserved area until Toyota developed a more differentiated ES sedan for 1991. The ES 250 therefore had a very short period, but enjoyed a forged advertising success. The differences between the Lexus and Toyota styles, however, were because of the cosmetic settings and the device (the Toyota style below was very slightly disguised), but this prevented Lexus from being a one-style logo in its early years in the United States.