They say all good things come to an end, and that’s especially true in the world of cars. Over the years, we’ve seen some incredible automakers take their final bow, leaving behind a legacy of automotive brilliance. We’re taking a look at 24 of the greatest cars that these now-vanished brands brought to life.
Jowett Javelin
The Javelin was way ahead of its time. Designed by an ex-MG guy, it had an aerodynamic body, a 1.5-liter flat-four engine, and sophisticated suspension. It made a splash in ’44 and even won its class at the Spa 24-hour in ’49. But Jowett’s luck ran out when a tax cut hit their sales hard, and they lost their body supplier to Ford. Money dried up, and so did Jowett.
Marcos TSO
Marcos, co-founded by the brilliant mind behind Cosworth, was famous for its innovative plywood chassis cars. The TSO, their grand final act, launched in 2004, boasting a powerful Chevy V8 and a robust, well-engineered chassis by Prodrive. Sadly, only a few of these machines were built before Marcos went under in 2007.
Holden Commodore SS-V Redline
Holden, an Aussie legend owned by GM, knew how to make cars with character. The VE Commodore in ’06 was a standout, and there was even talk of its platform going global. But the VF Commodore in ’13 was the end of the line. The last one, a V8-powered SS-V Redline, rolled out in 2017 and now sits in a museum. Holden kept its name on some rebadged GM cars until 2020, but the SS-V was the last true Aussie Holden.
Matra Rancho
The Matra Rancho was an early attempt at blending car comforts with off-road ruggedness. This French creation, a collaboration between Matra and Simca, was a sort of proto-SUV. It had a quirky look, like a safari-ready ice-cream van, with a 1.4-liter engine and front-wheel drive. Launched in ’77, it started as the Matra-Simca Rancho but became the Talbot Matra Rancho after PSA took over. Its successor, the Renault Espace, marked the end of Matra’s car-making days, though the company stuck around.
Morris Ital
The Morris Ital, a successor and close relative of the Marina, was British Leyland’s bridge between eras. Available from 1980, you could choose from a 1.3-liter engine up to a 2-liter, and it came in all sorts of shapes – sedans, wagons, even vans, and pickups. It was a rear-wheel-drive holdout in a front-wheel-drive world. Made until ’84, the Ital was the last car to sport the Morris badge, marking the end of a British automotive chapter.
Plymouth Prowler
The Plymouth Prowler was a nod to the hot rods of the ’30s, designed by a guy who owned one. Launched in ’97, it had a V6 engine, rear-wheel drive, and a unique aluminum chassis. It was a mix of old-school style and modern comforts, like air conditioning and power windows. When Plymouth folded in 2001, the Prowler briefly lived on as a Chrysler.
Oldsmobile Alero
The Oldsmobile Alero was the final curtain for America’s oldest car brand. Oldsmobile, started in 1897, had its share of innovations and hits, like the Rocket V8 and the best-selling Cutlass. The Alero, a basic sedan or coupe, was the last new Olds model in ’98. It was unremarkable, but it marked the end of an era when the last one left the line in 2004, signed by the workers who built it.
Pontiac G3
Pontiac, once a muscle car icon, ended with the G3 – a rebadged Daewoo, also sold by Chevy as the Aveo. It was everything Pontiac wasn’t – a front-wheel-drive hatchback with tiny engines. It was the last new model before Pontiac got the axe in 2009, a sad end for a brand that once represented American power and style.
Africar
This rough-and-ready ride was designed with Africa in mind. The Africar, a mix of a Citroën 2CV and a Land Rover, was a unique beast. It had a body made of wood, coated in epoxy – think yachts, but on wheels. They planned all sorts of versions, from station wagons to six-wheelers, and even took them from the Arctic to the equator. Only six were ever made, thanks to money troubles, but you can still catch a glimpse of one at the Lakeland Motor Museum.
AMC Eagle Sport Wagon
Way before “crossover” became a thing, AMC was already on it with the Eagle, launched in 1979. This ride was a mashup of a car and SUV, based on the AMC Concord. It had options like a 2.5-liter four-cylinder or a beefier 4.2-liter six-cylinder engine, paired with all-wheel drive – a bold move that made sense for the snowy states. The Eagle was AMC’s swan song, ending in ’87 and marking the last ride with the AMC badge.
De Lorean DMC-12
The De Lorean DMC-12 is a legend, thanks in part to a certain blockbuster movie. Styled by Giugiaro and tweaked by Lotus, this ride was De Lorean’s first and last. It sported a stainless-steel body and those iconic gullwing doors. Under the hood? A 2.85-liter V6, hitting 130mph. But it wasn’t all smooth sailing – financial troubles and a scandal put De Lorean and his company in a tight spot by ’82.
Austin Montego
The Austin Montego was the last to sport the Austin badge before the brand swapped to Rover in ’88. This ride rolled out in April ’84, picking up where the Ital sedan left off. The Montego had it all – front-wheel drive, engines ranging from 1.3 to 2 liters, and even a diesel option. Luxury seekers could go for the Vanden Plas trim.
Austin-Healey Sprite
The Austin-Healey collaboration kicked off with the Austin-Healey 100 in ’53, but the real star was the Sprite, which first showed up in ’58 as the ‘Bugeye.’ Several generations followed, each one a twin to the MG Midget. The Mk4 Sprite hit the scene in ’66 with a fixed convertible roof and a 1.3-liter engine. Its face-lift made it stand out from its MG cousin. The partnership with Healey ended in ’71, making the last 1022 units pure Austins.
Cord 812
Cord made a splash with the L-29 in ’29, but the Great Depression was tough on luxury cars. Cord’s 810 was a looker with a unique front and hidden headlamps. Despite its cool design and front-wheel drive, it hit some snags. The 812 was Cord’s last stand, using up leftover 810s. The final Cord, a Custom Cabriolet prototype, rolled out in ’38, marking the end of an era for these luxurious rides.
Edsel Villager
The Edsel brand was Ford’s attempt to shake up the market in ’57, named after Henry Ford’s son. But it was a flop. The public saw through the fancy Fords, and the lineup got slashed. The Villager wagon was the last Edsel to roll out, packing a 5.9-liter V8 and two- or three-row seating. It marked the end of the Edsel era in ’59, turning these cars into rare collector’s items today.
Gilbern Invader
Gilbern was a Welsh underdog in the car world, started by a butcher and an engineer. They moved from kit cars to fully built models, culminating in the Invader. Launched in ’69, it featured a 3-liter Ford V6 and solid engineering. You could get it as a coupe or a shooting brake. But tough times hit, and by ’73, Gilbern was history.
Hillman Avenger
The Avenger was Rootes’ answer to rivals like the Marina and Escort, coming out in ’70 with a classic Coke-bottle design. It had a reliable four-cylinder engine and a straightforward rear-wheel drive. The Avenger Tiger was the real deal, though, outpacing the Escort Mexico. The Avenger went through some identity changes, eventually ending its run in ’81 under the Talbot name.
Jensen S-V8
Jensen, a British classic, is best known for the Interceptor and FF from the ’60s and ’70s. They attempted a comeback with the S-V8 in 2001, introducing a sleek two-seat, rear-wheel-drive convertible powered by a robust Mustang V8. This model aimed to reignite the brand’s former glory. However, only 20 of these cars were made before Jensen, unfortunately, folded again in 2002.
Riley 1300
Riley’s story is a classic tale of a once-great brand fading under corporate consolidation. Founded in 1890, Riley was eventually absorbed by British Leyland and reduced to badge-engineered models. The Riley 1300, launched in ’68, was basically an Austin/Morris 1100/1300 in fancier clothes, complete with walnut veneer. It was a far cry from Riley’s heyday, and by ’69, the brand was history, though BMW still owns the rights.
Saab 9-4X
Saab’s final chapter was the 9-4X, a compact SUV that hit the market just as the brand was struggling. Sharing its bones with the Cadillac SRX, it had a Saab-style redesign and the familiar green-on-black dials. Despite its timely launch and solid design, the 9-4X couldn’t save Saab. Production ended in 2011, with only 814 units made, a sad end for a brand known for its unique approach to car design.
Rover 75
The Rover 75, developed under BMW, was a high point for the Rover brand. Launched in ’98, it offered a range of engines, from four-cylinders to V6s, and even got a Mustang V8 in later versions. The 75 combined classic style with modern engineering, but it couldn’t save Rover from financial troubles. The brand collapsed in 2005, though the 75 lived on in China as the Roewe 75.
Studebaker Wagonaire
The Studebaker Wagonaire was a trailblazer with its unique design. This wagon could seat a crowd and came with engines ranging from a 3.2-liter straight-six to a 4.6-liter V8. But its party trick was the removable roof section over the cargo area – a cool idea that unfortunately had its issues. The last Wagonaire rolled out in 1966 from Ontario, marking the end of Studebaker’s innovative run in the automotive world.
Triumph Acclaim
Triumph, known for their stylish cars, wrapped up with the Acclaim in 1984. It was a partnership product with Honda, essentially a Ballade built in the UK. This collaboration brought much-needed reliability and quality to the table. The Acclaim, with its 1.4-liter engine and front-wheel drive, was a hit in its time, paving the way for the next generation of successful Rovers.
Wolseley 18-22
The Wolseley 18-22 was the last car to bear the Wolseley name and had the shortest production run in the brand’s history. Launched in March 1975, it was based on the Austin/Morris 18-22 models. It featured a plush interior and was powered by a six-cylinder engine. However, just six months later, it was rebranded as the Princess, and the Wolseley name was retired, closing a chapter in British automotive history.
