24 Luxury Cars That Lost All of Their Coolness as They Aged

Ferrari Mondial 8

Back in the day, the Ferrari Mondial 8 was Ferrari’s shot at a 2+2 supercar, hitting the market between 1980 and 1993. It did rack up sales, becoming the brand’s top seller with 6,800 units flying off the lot. But let’s be real, it was trying to fill the shoes of the beloved 308GT and, well, it didn’t exactly sprint across the finish line. With a 3.0-liter V8 pushing a meager 214hp, it was more sluggish than swift, tipping the scales at a hefty 3,459lbs.

Beyond its lackluster performance, the Mondial was infamous for loving the mechanic’s garage more than the open road, thanks to a finicky Bosch fuel injection system and a temperamental automated clutch. Missing the mark on Ferrari’s usual flair and reliability, it’s now a bargain bin luxury car.

Maybach 62 (2002-2012)

The Maybach 62 was Mercedes-Benz’s swing for the fences, aiming to carve out a luxury niche against the likes of Rolls-Royce and Bentley. Despite being kitted out with all the bells and whistles of luxury and comfort, it ended up being a swing and a miss. The high-flying price tag and a brand image that started to sag meant this ambitious project quickly lost its luster. It’s a classic tale of high hopes leading to steep depreciation, making the Maybach 62 a purchase many wish they could forget.

Delorean DMC-12

The Delorean DMC-12 promised the moon: a sleek, fiber-glass bodied sports car with a rotary engine pushing 200hp, all at a price that wouldn’t break the bank. Reality, however, handed us a 130hp 2.8-liter V6 lump, priced at an eye-watering $25,000 back in ’81 (that’s like 80 grand today).

It wasn’t just underpowered and overpriced; it was a mechanical nightmare. Dealerships were dodging warranty work like it was their job because the company still owed them money. Tack on electrical gremlins, leaky gull-wing doors, and a few recalls for good measure, and it’s no wonder only 9,200 units sold.

Aston Martin Lagonda

In the 70s, Aston Martin threw a Hail Mary with designer William Towns and ended up with the Lagonda – a car as visually appealing as a block of cheese. Despite undergoing four facelifts, it made its way into Bloomberg Business Week’s 50 ugliest cars of all time.

It wasn’t just hard on the eyes; it was hard on the wallet too, asking $25,000 back then (that’s over 120k today) for a ride that was notorious for its electrical issues and a digital instrument panel that was about as reliable as a chocolate teapot.

Mercedes-Benz SLC

Mercedes-Benz had a good run with the sporty roadster initially dubbed the ‘SLK’ before renaming it to ‘SLC’ in 2016. They slapped a price tag ranging from $38,000 to $57,000 on it, but as the pages of the calendar turned, so did the car’s fortunes. Competitors like Porsche’s 718 Boxster and Jaguar’s F-Type lapped it in terms of appeal and performance, leading to dwindling sales.

By 2019, Mercedes had to pull the plug on the SLC, turning their focus to the GT range instead. And while the SL moniker is making a comeback with a hefty $140,000 price tag, it’s a reminder of how quickly the auto world moves on.

Cadillac Cimarron

When Cadillac decided to throw its hat into the compact car ring in 1982, they did it by dressing up a Chevrolet Cavalier and calling it the Cimarron. Charging $12,000 for what was essentially a Cavalier in a tuxedo, Cadillac aimed to square off against the likes of the Audi 5000 and Mercedes 190E.

But let’s be honest, doubling the price of its economy sibling for some leather and a Cadillac badge didn’t fool anyone. The Cimarron became a classic example of how not to do luxury, struggling to sell 132,000 units over six years. It’s a story of a luxury brand missing the mark, big time.

1984 Maserati Biturbo

Maserati’s big idea to take on the BMW 3-series was the Biturbo, a car that literally had “turbo” twice in its name to make sure you didn’t forget it. Priced at $25,000, it was the world’s first twin-turbocharged production car. However, it quickly became infamous for an engine that couldn’t handle the twin-turbo’s pressure and a build quality that might as well have been made of crackers.

Corrosion, interior falling apart, and a penchant for spontaneously combusting due to exhaust issues led to a recall.

Cadillac Allante

Cadillac’s attempt to dive into the luxury roadster market with the Allante was a leap too far. Despite a partnership with Pininfarina for its European-designed body, this luxury heavyweight ended up being a financial sinkhole for Cadillac, with each of the 21,000 units sold being a loss.

The Allante’s eye-watering original price tag of $54,000 couldn’t save it from being overshadowed by the 1989 Mercedes SL, which not only was cheaper but also packed more power with 326hp compared to Allante’s 170hp.

Jaguar XK-E V12 Series III

The Jaguar XK-E V12 Series III was a far cry from its 60s predecessor, known for its sweet looks and performance. The introduction of a 5.3-liter V12 to meet North American emissions standards turned this once sleek and swift sports car into what many felt was a misstep. The need for heavy bumpers and other modifications for the U.S. market didn’t help, stripping the XK-E of its identity and turning it into a heavy, less appealing version of its former self.

1981 Cadillac V8 6-4

Cadillac’s experiment with the V8 6-4 engine in 1981 was ambitious but ultimately flawed. The idea was revolutionary: a V8 that could shut off cylinders to become a V6 or V4, saving fuel and reducing emissions. But reality didn’t quite match the ambition.

The engine’s fuel injection couldn’t keep pace with the cylinder deactivation, leading to a ride that was anything but smooth. Many owners ended up disabling the feature, and Cadillac scrapped the idea after just a year.

BMW i3

When BMW rolled out the i3 in 2013, it was their bold leap into the EV market. This compact electric ride kicked off with 170hp and an 80-mile range, which got a boost up to 230hp and 113 miles by 2021. But even with these upgrades, the i3 lagged behind in the range race, making it a tough sell against the competition.

For $44,000, buyers started eyeing alternatives like the Polestar 2, which offered more car and more range for the buck. By 2021, BMW decided to shift gears to the larger IX and i4 models, acknowledging the American appetite for bigger EVs.

2004 Dodge Viper

The 2004 Dodge Viper, a beast known for its raw power and challenge to control, also had its fair share of issues keeping everything inside. Reports of leaks through manifolds and gaskets, alongside water making its way into the cabin, were just the start. Transmission issues, including noisy operations and stubborn clutches, especially in manual models, added to the frustration.

The Viper’s reputation for speed was matched by its potential for maintenance headaches, making it a less desirable pick for those not ready for its wild ride and the leaks that might come with it.

2008 Audi R8 V8 Coupe

The Audi R8, introduced as a marvel of German engineering, faced its own set of challenges, particularly the 2008 V8 Coupe. Issues ranged from wishbone failures affecting the suspension to more common problems like faulty ignition coils.

While the latter could be fixed easily enough, they posed a risk of engine damage if ignored. Despite Audi’s reputation for producing top-notch vehicles, the 2008 R8 stumbled, facing reliability issues that destroyed its image as a dream car.

2007 BMW Z4

The 2007 BMW Z4, aiming to carve out its niche among luxury sports cars, found itself up against stiff competition and some serious internal issues. One of the scariest problems was airbags deploying unexpectedly, with no clear way to predict which cars would be affected.

This unpredictability made the Z4 a hard sell, especially when compared to rivals like the Mazda Miata, known for reliability and fun. The airbag issue, in particular, could steer potential buyers towards other options in the luxury sports car segment.

2003 Porsche Boxster

The 2003 Porsche Boxster, despite its allure as a luxury sports car, came with a baggage of over 42 reported problems. Engine failure, internal leaks, and coolant loss only scratched the surface. The model also faced multiple recalls, casting a shadow over its desirability. Finding a 2003 Boxster at a tempting price might initially seem like a steal, but the potential for ongoing issues and repair costs could make it a choice better avoided.

Ford Elite

Introduced in the mid-’70s, the Ford Elite was like the odd cousin in Ford’s luxury lineup. Born from a mix of Gran Torino, Mercury Cougar, and a dash of Thunderbird inspiration, it was a Frankenstein’s monster of car design. It aimed to offer a slice of luxury on a budget but ended up being a mishmash that failed to impress. Its proportions were off, and despite borrowing from some decent cars, the Elite just couldn’t pull it off.

Lincoln MK VIII

The Lincoln MK VIII was where American personal luxury cars took a dive into the deep end of the ugly pool. After a long run of boxy but forgettable MK VII designs, the MK VIII emerged in ’92 with a Ford Modular V8 and a whole lot of curves that nobody asked for.

It tried to modernize the luxury coupe with its 280hp engine and sleek lines, but the ’97 facelift just made it look like it was melting. Despite being a decent ride under the aesthetics, its looks just couldn’t match up to its performance.

Pontiac Grand Prix (1971-72)

The early ’70s Pontiac Grand Prix took a weird turn in the looks department. Pontiac decided to amp up its distinctive “beak,” turning the car’s front end into something that even a mother might think twice about.

Ditching the cool double headlights for a wide, awkward grille, the Grand Prix’s decent body lines were overshadowed by its bizarre front end. But if you could look past the exterior, the car had a luxe interior and a beefy 455 cu-in V8 that meant business.

Oldsmobile Toronado (3rd Generation)

The third-gen Oldsmobile Toronado was a far cry from its beginnings. By 1979, the Toronado had succumbed to the era’s push for downsizing, losing much of its flair and ending up with a design that was awkward at best. The attempt to retain old design cues in a smaller package just didn’t work, resulting in a car that looked like it was trying too hard. The grille and slanted rear didn’t do it any favors, either.

AMC Matador Coupe

The AMC Matador Coupe, taking a leaf out of the Pontiac Grand Prix’s playbook, tried to blend luxury with muscle car vibes. However, what it ended up offering was a look that could only be described as, well, different. Starting its life as the more mundane Rebel in the mid-’60s, the Matador entered the scene in 1971 as a sedan, wagon, and hardtop, but nothing too exciting.

In 1974, AMC decided to give the Matador Coupe a go, injecting some sportiness and luxury into the mix. Despite packing V8 muscle and aiming for plushness, its styling — with a peculiarly curved rear and a frog-like front — was anything but conventional.

Rambler Marlin

The Rambler Marlin was AMC’s attempt at capturing the luxurious, powerful fastback market, but it’s mostly remembered for its, let’s say, “unique” rear end. Introduced as the Tarpon concept in 1964 and morphing into the Marlin in 1965, it was built on the Rambler American platform. Despite its aspirations and a move to the larger AMC Ambassador platform in ’67, the Marlin couldn’t shake off its weird looks. Its large fastback and awkward front did it no favors, making it a slow seller.

Chrysler Cordoba (1st Generation)

The Chrysler Cordoba, a name synonymous with ’70s luxury and “rich Corinthian leather,” struggled to find its footing in the looks department. Initially part of the Chrysler Newport lineup in 1970, it branched out on its own in 1975. Aimed at embodying luxury, it faltered under emissions regulations and ended up carrying a design that felt disjointed. Its facelift in ’78 did little to help, introducing rectangular headlights that didn’t quite gel with its overall look.

Citroën CX

The Citroën CX was a car ahead of its time… Maybe too far. Known for its hydropneumatic suspension and a dashboard straight out of a sci-fi movie, the CX ditched traditional design for a futuristic approach, including a speedometer that resembled a rotating drum. But its refusal to include self-canceling indicators, believing drivers should decide when to turn them off, was a brave move.

Renault Vel Satis

The Renault Vel Satis, a car as quirky as its name suggests, was Renault’s attempt to break away from the typical sedan mold. Blending the practicality of a hatchback with the stance of a sedan, the Vel Satis was trying to make a statement. Launched as Renault’s flagship, it even got the nod to chauffeur French presidents until 2009. Critics were split: some called it ugly, others liked how different it was. Either way, today, no one likes it.