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Rayton Fissore Magnum, introduced in 1985, was one of the early luxury SUVs and later reached the U.S. as the Laforza. It used a shortened and lowered frame from an Iveco military vehicle, retaining a solid rear axle and independent front suspension. Patented UNIVIS construction increased body rigidity, while rubber mounts helped reduce noise and vibrations. Four-wheel drive with low range was paired with engines ranging from Sofim and VM Motori turbodiesels through the Busso V6 and BMW inline-six to a Ford V8.

The luxurious interior combined leather, wood, comfortable seats, generous rear space, and a large luggage compartment. On the road, however, the high weight caused significant body roll, understeer and troublesome rear-axle behavior, while the brakes were inadequate for the vehicle’s weight. Straight-line driving was the opposite, with high stability and comfort aided by good insulation and body mounting. Tom Tjaarda gave the body rounded forms and smooth panels that moved the traditional off-roader toward a more refined road-going appearance.

The American Laforza received a modified grille, reinforcements, improved insulation, and a Ford V8, later joined by a supercharged engine. High prices, quality and electrical problems, and poor driving characteristics still limited its success. Around 6,000 Rayton Fissore examples were built by the first half of the 1990s, followed by approximately 1,200 Laforzas. The Magnum therefore remained a rare early luxury SUV combining military-derived hardware with a luxurious interior.

Could the Magnum have succeeded with the backing and know-how of a major automaker, or did it arrive at a time when wealthy buyers were still interested in a different type of body style?

Renault Latitude entered the market in 2010 as a low-cost replacement for the unsuccessful Vel Satis. Renault used its ties to South Korean Samsung and adopted the SM5, based on the alliance’s D platform. The result was a conservative upper-middle-class sedan that lacked French flair but offered a strong combination of price, interior space and equipment. Its understated character made it a practical alternative to more distinctive European rivals.

European versions used refined diesel four-cylinders and a dCi V6, while Asian markets relied mainly on Nissan engines. The chassis combined the Laguna’s front suspension with Nissan’s independent rear setup for a very comfortable ride. Heavy cornering behavior, noticeable body roll and over-assisted steering made it better suited to relaxed driving. The spacious cabin added acoustic glass, massaging seats and an air ionizer with fragrance for additional comfort.

Should the Latitude have received more specific modifications for the European market, or is Renault unable to succeed in the premium segment in the long term?

Toyota WiLL Vi debuted in 2000 as an unconventional Yaris-based sedan aimed at young millennials. Its carriage-inspired design and conventional four-cylinder prioritized style, reliability and comfort over performance. Cramped rear seats limited its appeal, and production ended after two years with 16,000 units built. WiLL continued with the VS and Cypha.

What if Fiat had introduced a new generation of the six-seat Multipla MPV that would bring unique practicality to today's market?

Toyota WiLL Vi debuted in 2000 as an unconventional sedan built on the platform of the first-generation Yaris. It was created as part of the interdisciplinary WiLL project, aimed at attracting young millennials. The design deliberately rejected the brand's traditional corporate identity and combined modern edges with elements inspired by historic carriages.

Front-wheel drive came from a conventional gasoline four-cylinder paired with an automatic transmission, prioritizing reliability over performance. The softly tuned suspension filtered urban bumps well but caused significant body roll in corners. A standout exterior feature was the reverse-rake rear window, along with three longitudinal creases.

The interior offered a relaxed atmosphere with brown tones and bench-style seats, but rear-seat space was severely cramped. The extravagant concept appealed to only a narrow group of buyers, so production ended after just two years with just 16,000 units built, while the WiLL project went on to create the additional experimental VS and Cypha models.

Was the Toyota WiLL Vi’s biggest problem its extravagant design, or did designers need to test a radical approach to see if it would yield success?

Volkswagen Caddy Pickup was created by rebadging the Škoda Felicia Pickup for selected export markets. Its rigid rear axle, adapted for commercial use, ensured a high payload capacity, though ride comfort was somewhat limited. Production in Kvasiny confirmed the quality of Czech manufacturing, and with around 19,000 units built, the model helped strengthen Škoda’s position within the Volkswagen Group.

Second generation of Volkswagen Caddy Pickup entered the market in 1996 as the result of pragmatic badge engineering by the Volkswagen Group. By utilizing proven production lines in Kvasiny, the German brand gained an affordable work truck by rebadging the Škoda Felicia Pickup. The German badge on the front end significantly boosted sales in Western markets, where the Czech automaker was only beginning to build its reputation.

Power came exclusively from a pair of corporate four-cylinder engines, which prioritized reliability and low operating costs over outright performance. The rigid rear axle, reinforced for a higher payload capacity, caused the unloaded bed to hop over bumps, but with a full load, the vehicle offered stable handling. A simple interior with hard plastics clearly emphasized the vehicle's purely utilitarian purpose.

The model's commercial success proved the ability of Czech plants to meet the group's quality standards. Although production reached just under 19,000 units and most eventually succumbed to rust or hard labor, the project laid the groundwork for deeper integration of Škoda into the Volkswagen Group. Today, this light-duty truck is a genuine automotive rarity.

Should Volkswagen have upgraded the Caddy Pickup to better match the quality of other Volkswagen models, or was that unnecessary given its intended purpose?

Reva G-Wiz utilized heavy quadricycle regulations to enter the European market as a low-cost, zero-emission city car. Its tubular steel frame, unpainted plastic panels, and lead-acid batteries prioritized manufacturing costs over crash protection. Despite its harsh ride and poor safety ratings, it found success in London thanks to congestion charge exemptions before later adopting lithium-ion batteries.

What if the current-generation Nissan Z were also introduced in an open-top variant that would become a more grown-up alternative to the Mazda MX-5?

Reva G-Wiz emerged as an affordable electric quadricycle designed to reduce urban emissions. Developed in India by Chetan Maini, the model targeted cost-conscious city commuters seeking scooter-like running costs. To avoid expensive crash testing, the manufacturer homologated the vehicle as a heavy quadricycle for European distribution.

The mechanical layout featured a tubular steel frame and flexible ABS body panels with molded color to resist minor impacts. Early lead-acid battery packs mounted beneath the seats powered a rear-mounted electric motor, delivering modest performance and minimal range. The tall profile, high center of gravity, and leaf-sprung rear axle compromised high-speed stability.

London's exemptions from congestion charges and parking fees fueled strong local sales despite severe thermal insulation flaws and poor crash safety. Production ceased as modern competitors entered the market, before the company was acquired by Mahindra, which introduced safer, lithium-ion-powered successors.

Did the Reva G-Wiz succeed solely due to London’s specific conditions at the turn of the millennium, or was it actually not such a bad vehicle after all?

FPV F6X 270 repurposed the Ford Territory's platform into a high-performance family SUV powered by a turbocharged Barra inline-six with rear-biased all-wheel drive. Its firm suspension delivered sports-sedan pace despite the heavy mass, while the understated styling concealed its performance. The global financial crisis quickly ended demand, limiting production to just 229 examples.

What if Lancia introduced its own premium sedan after years and gave the Thesis nameplate a second chance to shine?

FPV F6X 270 entered the Australian market as a performance alternative to premium SUVs, utilizing the Ford Territory's platform to minimize costs. Ford Performance Vehicles engineered this model to appeal to buyers moving away from muscle sedans. A strict budget forced the sports division to repurpose existing mechanical parts directly from the corporate bin.

Power came from a turbocharged Barra inline-six engine, delivering sharp throttle response and linear torque. A rear-biased all-wheel-drive system paired with a stiffened suspension to manage the substantial weight. While this configuration effectively reduced cornering roll, it severely compromised passenger ride comfort across broken urban pavement.

Conservative exterior styling masked its formidable dynamic capabilities, featuring only subtle visual upgrades like a functional hood scoop. Unfortunately, the launch coincided with a global financial crisis, destroying demand for thirsty performance vehicles. Assembly ceased after just 229 units, cementing its status as a rare domestic sleeper SUV.

Did the F6X model arrive on the market merely at the wrong time, or did it sacrifice too much everyday usability for performance and a sporty ride?

Vector W8 replaced a conventional welded steel structure with a bonded aluminum honeycomb chassis and carbon-kevlar body panels. Designed to evoke a fighter jet, it paired a twin-turbocharged V-8 derived from a drag racing engine with a military-grade CRT instrument display. Chronic overheating, reliability issues, and brutally demanding handling limited production to just 17 customer cars.

What if the current Škoda Fabia were also available in a rugged version designed for light off-roading, offering a more sensible and practical alternative to today's crossovers?

Vector W8 pushed the wedge-shaped supercar formula to its absolute limit, replacing Italian elegance with styling inspired by modern fighter aircraft. Conceived by Jerry Wiegert to demonstrate American engineering capabilities, the car emerged as a radical alternative to Europe's established supercar hierarchy. Its design abandoned conventional styling in favor of an unmistakable aviation influence.

Its structure combined bonded aluminum honeycomb construction with a chrome-moly tubular safety cage, while carbon-kevlar body panels and multi-layer shatter-resistant glass reinforced the aerospace-inspired theme. Power came from a twin-turbocharged V-8 derived from a drag racing engine, delivering explosive acceleration once the turbochargers came on boost.

The cockpit completed the fighter jet theme with a military-grade CRT display and aircraft-style toggle switches. Despite claimed top speeds exceeding 220 mph, persistent reliability problems, extreme cabin heat, and a series of high-profile mechanical failures—including the fire that destroyed Andre Agassi's car—ultimately undermined the project. Production ended after just 17 customer cars before the company changed hands.

Would dialing back the ambitious goals slightly have been enough for the Vector, or was outperforming all competitors the only way to stand even a minimal chance of success?

Image courtesy of Vector