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Please register to participate in our discussions with 1.5 million other members - it's free and quick! The '95s still had the Nikasil engine liners, which had problems with the sulfur in the fuel the US had at the time.
The '95 had the 4 liter M60 engine, vs the 4.4 liter of the '96-up versions, so they have a little bit less power. Suspension bushings tend to need attenton, specifically the upper control arms (known as thrust arms). It was RATED about the same peak power, but in actuality, the 4.4 made over 300 hp (closing in on the V12 power, which is why BMW left the rated power lower), especially after they added VANOS in '99.
But really, there won't be much differnce in driving them, as the gearing in the '95 compensated for the slightly lower power.
One of the EPA-acknowledged cars is actually a hybrid, the 53-mpg original 2000 Honda Insight, which was developed at the end of the last millennium, and the other is the non-hybrid 48-mpg 1986 Chevrolet Sprint ER (pictured).
The Sprint ER – as true also of early 1990s 47-mpg non-hybrid, non-turbo Geo Metros which would have ranked 11th officially – was derived from the humble Suzuki Cultus developed in the 1980s.
However, the EPA also lets drivers volunteer their own mileage based on their real-world usage. These are known to be efficient cars rated to 40-plus mpg by the EPA, so even if plus-or-minus inaccuracies exist, they are noteworthy. And in any case, factoring subjective and official results, this is what we have for the most fuel efficient vehicles – including plug-in hybrids, but excluding all-electric vehicles. Of course at the end of the 1980s through the ‘90s new car prices were far cheaper, as was gasoline, but the basic-set-of-wheels Geos and Chevrolets were priced in the same neighborhood, more or less, though granted, a dollar was worth more back then. Common to the original Honda Insight, Chevy Sprint, and GEO Metros is a 1.0-liter three-cylinder engine. The EPA has changed the formula for how it derives city, highway, and combined mileage, and originally the Sprint ER was rated at 55 city, 60 highway, 57 combined.
Aside from suffering under the weight of inflation, in defense of newer cars, they are much nicer. Structural enhancements, safety engineering, infotainment, other technological innovations, and creature comforts have added curb weight, which partially explains why some new whiz-bang hybrids’ mpg is only so much better. But what we have today are more highly engineered examples of mature technologies, and new twists – hybridization – on the internal combustion engine vehicle.
Today’s absolute most efficient cars are actually all-electric, and there weren’t any of these offered by mainstream makers in the 1990s except the limited-market GM EV1 which famously came and went. Today’s plug-in hybrids also offer part-time electric usage, which improves mpg averages, albeit electricity costs ought to also be factored. Undoubtedly more qualifiers could have been stated about past and present car choices in this brief consciousness-raising session of an article. But considering that at least two and arguably several of the 10 most fuel-efficient cars are models harkening back to technologies from the early ‘90s if not also ‘80s, perhaps it’s an indicator that more progress is yet needed? Toyota scored well in the new IIHS safety tests, including its Prius and Prius v hybrid models. Auto auctions bring in major money, with just the Barrett-Jackson auction in Scottsdale finishing up with a $130 million haul after 1,611 vehicles were sold. Third-generation Chevrolet Camaros from model years 1982 to 1992 have been surprisingly popular at this year's auctions, following in the footsteps of first-generation models from 1967-'69 and second-generation Camaros built between 1974 and 1981. The two biggest auctions were for a 1966 Shelby Cobra 427 Super Snake that went for a cool $5.1 million and a 1950 GM Futurliner Parade of Progress Tour Bus that brought in $4 million. While they didn't sell for quite that much, here are five models from Scottsdale 2015 that date to the 1980s and 1990s--and later. Yet another Camaro featured recently in Scottsdale, this two-door coupe went for $13,750, according to Barrett-Jackson. This custom Mustang that went for $9,900 is a touching tribute to 500 military service people who died in Iran and Afghanistan in the line of duty.

One of just 648 Corvette models produced in Gold Metallic for the 1982 model year, this coupe runs on a 5.7-liter V-8 engine paired with an automatic transmission. Just to mix things up--and show that auction cars are getting older--here's a custom Beetle from 2001 that recently sold for $7,150. He's been happy with his, although I think he has a later model that wasn't prone to the Nikasil-related problems the earlier engines had. I believe it debuted in 95 so it will have a lot of issues later year models will have worked out. Many of the engines got replaced, however if the engine wasn't replaced, and is running fine, then there will be no nikasil related problems with it, as we no longer have high sulfur content fuel.
Radiator side tanks are plastic and can crack (usually a stock radiator will last about 70-80k miles before needing a replacement. Parts are cheap if you buy from places like oembimmerparts or FCP Groton, and if you join the BMW Club of America, you can get discounts on parts and service at the local BMW dealers, which can often bring dealer prices down to internet prices. For what it’s worth, that list includes the 2004-2006 Honda Insight, 1990-1991 Honda CRX HF, 1990-1994 Geo Metro XFI, and 1999 Chevy Metro. The special model marked the Camaro's 30th year with a package including Arctic White paint with stripe accents in Hugger Orange as well as a white and houndstooth checked interior. The gray two-door coupe has an eight-cylinder engine and four-speed automatic transmission. The coupe's "wild" custom paint depicts the floral pattern typically seen on a Hawaiian shirt, something that cost $15,000 to execute.
That is to say, any nikasil engines still in use will not have the problems they had when new.
The is a healthy online community of owners for these cars, and help with DIY is often just a phone call away. I've got abuot $1800 in repairs in it over the last 4 years, which I feel is quite reasonable to own a comfortable, reasonably fast luxury car that handles liek a much smaller sporty car. Like all '90s and newer BMWs and VWs, there's a possibility of window regulators going bad. I've only done one on my car in the 4 years I've had it, and that was right newr the beginning of ownership. It was in 1998 that I got my license, and it was in 1999 that I first drove a car that I could call mine.But the ’90s were also a formative decade for the auto industry.
The boys from Nissan brought us not one but three generations of the phenomenal Nissan Skyline GT-R, solidifying it in the minds of street racers around the world. Gone were the old ways of the ’80s – slow, heavy, dubiously-styled cars encumbered by emissions controls that no one really understood.
Nissan also gave us the slickly styled 300ZX, probably the best Z car since the original 240Z. Yet to come were the huge technological leaps that would make cars more than just transportation, but mobile computers nearly capable of driving themselves.It was, to my mind, a sort of golden age for cars. A time when most carmakers reached a perfect balance between technology and performance, and I was coming of age right in the middle of it. Honda, for instance, produced a number of great cars during that period, including the Civic and the Accord.
GM introduced the C5 Corvette, and Ford revamped the muscle car war with its updated Mustang and helped to create the SUV craze with the Explorer.The list of great enthusiast cars is also long and comprehensive. Some cars from this era, though, have not stuck with us quite as strongly as I would have liked. They lived in the shadow of the bigger names and, for whatever reason, they died out and have faded from memory.
They also brought us the Lotus Carlton, the result of taking a boring, poor selling sedan and handing it over to those mechanical mavens at Lotus. The result was a car that was quick on the straight, slick around the bends and totally badass to look at.

The Prelude, though a showcase for Honda’s technical and performance capabilities, never caught on quite the same way. At the time the H-series was considered Honda’s “big-block” 4-cylinder and it provided reliable torque and power throughout the rev range. The base model was available in either a 5-speed manual or a 4-speed tiptronic automatic transmission. The SH model featured Honda’s Active Torque Transfer System (ATTS), which transfers torque to the outside wheel during hard cornering to improve high speed handling.
Both are powerful, confident cars, but the addition of the ATTS system makes the SH an ideal candidate for motorsport use – that is, until you come up against its limitations. Some enthusiasts have found that increasing the engine’s horsepower past 220 or so effectively nullifies the system’s ability to operate. Potential owners, then, should note: if you want to build a high-horsepower drag or track machine, look for the base model. By this time, though, the factory suspension bits should be quite warn, and the aftermarket for the Prelude is relatively strong (although not to the level of its siblings). Making a great-handling example should prove neither too difficult nor expensive.The Prelude is also a great looking car, in my opinion. This fifth generation marked a return to the more square, conservative styling of earlier examples while still looking sleek and modern.The Prelude, then, checks all the boxes for a great enthusiast car. It was quick, handled well, looked good and lead the way for Honda technological innovation for the next decade. To wit: the ATTS system can now be found, in variant form, in all of Acura’s superhandling (SH) AWD systems. Though it was phased out in favor of the RSX and S2000, I don’t think those ever really captured the Prelude’s essence. It remains missed.Nissan 200SX SE-R, 1995 – 1998 In the mid-’90s, Nissan marketed the 200SX SE-R as a sports coupe for the masses – quick and fun, but easy on the wallet and with room for friends. Though the marketing message was true, the buying public never responded the way Nissan hoped.
While not a particularly notable number, the SR20 is well-known for its eagerness to accept upgrades and its friendliness to forced induction.
Enthusiasts saw that number not as a representation of the car’s capabilities, but as a starting point.The SE-R also came with a stiffened suspension, 4-wheel disc brakes, alloy wheels and, for 1995 and 1996, a limited slip differential. In an apparent cost-cutting measure, the limited slip diff was left off the ’97 and ’98 models.
In any case, the SE-R package made the 200SX a lot of fun to drive and a great starting point for upgrades.
Though it was introduced at a low point for Nissan and it is frequently overshadowed by the earlier, more virile Sentra SE-R, the 200SX is still a great, fun to drive small car.Volkswagen Corrado, 1988 – 1995 Though it came out of the ’80s, the Corrado is a pretty decent case study of Volkswagen in the ’90s.
It represented the company’s early steps in its attempt to retain its sporting German image while also offering cars that were less minimalist and more for the masses.The Corrado did an excellent job of this, offering competent handling, plenty of power (especially with the optional VR6 engine) and plenty of options. Although it was a great enthusiast car, the Corrrado never appealed to VW customers the way the Golf and the Jetta of the same era did, and that is a shame since the Corrado’s essence is part of what made those cars so appealing. To make it, VW combined parts from several different models, but it was more than just the sum of those. I have only driven a handful of miles in one example, but even in that short time, I could see why enthusiasts still take to it.
It had a personality all its own and it was a unique experience to drive.In the end, the Corrado was a hodge-podge of parts from different VWs and it never really found a defined niche in the market.

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