9 May 2025

Looking at some of the car industry’s most unexpected models

We’ve all looked at a car and wondered how on earth it got made. Often, it’s a one-off or customised model, but occasionally, it’s a standard car, straight from the manufacturer. In which case, the thinking is even stranger, as not only did some one have the idea, but they also managed to get it past a committee and agreed upon!

Here are some of the strangest cars to make it to market, having rolled off the respective manufacturer’s production line.

 

Aston Martin Cygnet

It’s pretty safe to say that the Aston Martin Cygnet is the least-Aston Martin Aston Martin Aston Martin has ever produced. And that’s mainly because the British marque didn’t make it. Not completely anyway, as under the surface, the Cygnet was simply a rebadged Toyota iQ.

The iQ is one of the most cleverly engineered small cars of the past few decades, but exceptional packaging, a compact footprint, and frugal engine are not what Aston Martin is known for. Granted, Aston sprinkled its magic on the interior which is much more luxurious – in terms of materials at least, if not space – than the iQ, but the Cygnet cost around three times the amount of the Toyota when new, and as such, it sold fewer than a thousand units across Europe. Aimed at being a carbon emissions off-setting model, it barely made a dent, and was cancelled a little over a year after going on sale in 2011.

 

Renault Clio V6

There have been many a mad hot hatch produced over the years, and the most extreme ones have been made to meet racing homologation regulations. But taking a popular French small car, removing the rear seats, and squeezing a V6 into the back… and then putting it into production, is something else.

Renault actually has a number of models that could make this list, but the nature of the Clio V6 means it must be included. And unlike many projects here, Renault made the Clio V6 over two generations of supermini!

 

Renault Avantime

Some cars prove to be ahead of their time… unfortunately, the Renault Avantime (despite it’s name) was not one of them. The idea of a large, spacious Grand Tourer is a classic automotive concept, but basing one on an MPV is not. The idea came from Renault’s then design head Patrick le Quement, and featured a two-door coupe design, in name only. The coupe-MPV had extra long doors to facilitate access to the rear, which were double-hinged at the front to make them usable in tight confines

A lack of B-pillars, huge amounts of glass – including a full-length sunroof – and premium materials inside saw Renault look to complete a similar expansion as VW tried with its Phaeton. Unfortunately, premium car buyers are famous for not thinking adventurously when it comes to their vehicles, both in terms of badge cache and body-type. A fascinating niche that ultimately didn’t need filling, but it’s great that Renault thinks outside the box like this.

 

Ariel Nomad

Ariel’s fundamental purpose is to make lightweight cars, with its Atom one of the few extreme roadsters launched in the past few decades that has not only remained, but proven to be a success. So it was with some head scratching that Ariel’s next car to be launched was the Nomad. This barely-road legal buggy does use the same exoskeleton build concept as the Atom, with bodywork only added where absolutely necessary, but to shift from track weapon to Dakar challenger in one step was a undeniably an odd one.

However, the Nomad – unlike a number of the cars on this list – has survived, and carved out a niche for itself. Perhaps because no other manufacturer has seen a need to create a model in this sector. Which means that there are no real challengers for buyers of the Nomad. So buyers get the same 2.3-litre Honda-sourced engine as found in the standard Atom, but here with raised suspension, added roll protection, and chunky tyres. Another of the automotive world’s oddities, but definitely a better place for it.

 

Citroen C3 Pluriel

Inspired by the famous 2CV, Citroen decided to create an homage to its long-running classic, but ultimately failed. There was a great deal of clever engineering in its USP, in that the C3 Pluriel could be a standard hatchback shape, a hatch with full length folding roof, or even a complete convertible. But there’s a reason this hasn’t been done before or since. And that’s the practicality of the conversion to full convertible.

The curved shape of the C3 meant the rear pillar and roof could be included into one smooth pillar, and then unattached at the top of the window surround and the top of the bodywork at the back. This was great in that the car could be used as a normal supermini on typical days, but be transformed into a convertible on sunny. However, when the pillars were removed, these were large, bulky items, with no specific place to store them. And in Britain’s… temperamental climate, it often wasn’t worth the risk. Still, the French were up to their usual left-field thinking, and of course, the car has a small if loyal cult following.

 

Lamborghini LM002

Many know that Lamborghini started out making tractors, and then took the jump into exotic Grand Tourers and sports cars – which alone should justify the Italian marque a mention in this list. But with the LM002, Lamborghini went and did something that Ariel would try our decades later. It made an off-roader. And not just something to challenge a Land Rover, rather something to challenge a Hummer.

Intended originally for military use, the LM002 featured a Countach-derived V12, and like the Hummer, civilian versions were produced with less utilitarian focus and greater luxury. It’s understandable that, with a powerful and thirsty engine, it became popular with the uber-wealthy. Though perhaps Lamborghini was simply ahead of its time, as just about all luxury supercar manufacturers are now making SUVs; Lamborghini itself with the Urus.

Kia Elan

Yes, this is not a Lotus Elan, but a Kia. It’s practically identical, thanks to Kia buying the production rights to the M100 series Elan in 1995, with only a change in engine and differing rear lights – plus a smattering of Kia badges – differentiating the two cars. Remember that in the mid-Nineties, Kia was not making the interesting and generally excellent cars they are now. This was very much Kia in its bargain-basement era.

Few know the Kia Elan even exists, since it was built for its home Korean market, from 1996 until 1999, and used a 1.8-litre Mazda engine rather than Lotus’ then 1.6-litre Isuzu motor. This generation Elan was never thought of as one of the best cars Lotus has ever produced, but it remains a Lotus, so drove with significantly more… Elan, than any period Kia.

 

Volvo 480

Produced from 1986, when Volvo was in its most boxy era of design and already famed for its estates, the Swedish firm went and pulled off the 480. Not only was it not an estate, it had three doors, was the first front-wheel drive the company produced, and the only model to feature pop-up headlights. It was practically madness from the then sensible Swedes.

But the 480 was a popular car, albeit in its own niche. Offered with a variety of four-cylinder engines, its rakish (for the time) looks, and of course, traditional Volvo safety standards, the 480 may have proven an odd move for Volvo, but it wasn’t without follow up. The Volvo C30 from 2006-2013 is clearly its spiritual successor.

 

Audi A2

When it comes to cars ahead of their time, few trump the Audi A2. Audi was firmly establishing its premium car credentials at the time, and the idea of downsizing was an unusual step. Especially with a car so cleverly and specifically engineered. It may have shared a platform with other VW Group models, but that’s about as far as things went.

Produced largely from aluminium for low weight, the tall supermini was an efficiency champion at the time, managing almost 100mpg (by the official, and rather optimistic NEDC figures). But Audi had already proven that it wasn’t afraid to put an interesting concept into production, as evidenced by the TT from a similar time. And the engineering worked, considering a typical A2 weighed just over 800kg – refreshingly light considering the upward trend of bigger and heavier machines.