Any automotive enthusiast will be familiar with the news from several weeks ago that Nissan and Honda will be integrating their businesses, assuming the memo of understanding goes as planned. Perhaps the biggest automotive news since the many shakeups around the 2009 global recession (sorry, Stellantis, you were a yawner), the two Japanese automakers hope to share resources to counter the likes of Chinese and Tesla, both of which lead the industry in EVs and software.
The merger will make the new entity the third largest global automotive group (by sales) after Toyota and Volkswagen (GM, my have you so fallen!). And—get this—by the end of the month, we shall learn whether Mitsubishi Motors will join.
It’s not all touchy-feely over here, however, as all three companies have a history of squandering opportunities when the going got good. We can’t have companies with a history of screwing up a good thing joining forces and compounding the same behavior, right? Down with these companies and their curious missteps, some of which can be seen below.
Honda CRX
When this car came out for 1984, it was a curious Civic that offered either high-mileage utility, a zippy, practical Si (1985), or something in between—clearly the dark horse among Hondas. After a nice update in 1988, Honda discontinued the beloved CRX for 1992, evolving it into the targa-topped Civic del Sol. Even that was dropped after a run of five years in North America and six years elsewhere. Then, Honda revived the concept for the 2011 CR-Z hybrid, but CRX enthusiasts did not see it as a zippy heir apparent, and the CR-Z was dropped for 2017. Even today, Honda has the hardware, but it simply chooses not to follow the path that some enthusiasts demand.
Nissan Sentra SE-R
When the Sentra debuted in America in the middle of 1982, Datsun had already been playing with front-wheel drive with the F10 and 310. It was still a novelty among drivers in the 50 states, yet the Sentra’s timing hit a sweet spot in America’s acceptance of the configuration. Nothing too exciting within the lineup until the third-generation Sentra debuted for 1991. In an era when hot hatches were called “pocket rockets,” the new Sentra SE-R bucked the trend thanks to its two-door sedan configuration, and its 140-horsepower 2.0-liter four was eager to show itself a mini Bimmer of sorts. And then, a dumpy redesign for 1995 made the trim-looking Sentra lose its luster, though a more interesting 200SX (basically a Sentra coupe) absorbed the SE-R model. Alas, the luster was lost, and even the introduction of the new-gen 2002 Sentra SE-R was not in the same spirit.
Mitsubishi Eclipse
Hot compact coupes were a great way to show you really wanted an IROC but weren’t from New Jersey. The 1990 Eclipse GS Turbo and GSX with AWD were the cars that demonstrated 1980s turbo tech could keep up with classic V8 power. Though the Honda Prelude, Nissan 200SX, Toyota Celica, Subaru XT, and Ford Probe all tried, they couldn’t match the combination of speed and virtues of the Eclipse. A 1995 redesign offered 210 horses, but the third-generation Eclipse that showed up for 2000 was soft, and the available SOHC 3.0-liter V6 lacked the hornet-nest urgency and performance of the original despite having 205 horsepower on tap. A fourth-generation Eclipse hardly gave a nod to the past despite an increase to 263 horses.
Honda S2000
A modern sports car in the finest British tradition that can spin to 9000 rpm and has a shifter that’ll make Linda Vaughn envious? Sign me up! So, what if the 2000 Honda S2000 sucks in Los Angeles traffic! Maybe the sweet, 237-horsepower DOHC VTEC 2.0-liter four was down in low-end torque, but up in just about everything else, bringing joy to enthusiasts around the world. A mild upgrade to 2.2 liters for 2004 helped with the low-end torque while maintaining the same horsepower rating . . . and then Honda discontinued this convertible sports car for 2010, with no successor on the radar since. A pox upon you, Honda!
Source: www.classiccars.com