More-door madness: 20 of the world’s fastest family cars

The world’s best super saloons

Just because you have a family doesn’t mean you have to give up your dreams of owning a performance car. 

They may not get the attention of their two-seat counterparts, but history is littered with incredible super saloons – fire-breathing four-door sedans that could give Ferraris, Lamborghinis and Porsches a run for their money. 

Classic & Sports Car chronicles some of the best.

1. 1951 Hudson Hornet

Today’s NASCAR series is contested by little more than silhouette racers that bear only a passing resemblance to their roadgoing counterparts, but back in the early days of the sport stock cars were just that – stock cars. 

King among them was the first generation Hudson Hornet, a 1951 model based on the earlier Commodore and its ‘step-down’ perimeter-frame chassis that endowed the Hornet with a much lower centre of gravity than its body-on-frame rivals. 

1951 Hudson Hornet (cont.)

Having a low centre of gravity allowed the Hornet to handle particularly well, and though it was often outgunned by V8s of the period, the Hudson’s torquey and tractable 145bhp 308cu in straight-six – at one point the biggest ‘six’ in the world – made it a force to be reckoned with on the dirt circuits of the early 1950s. 

1951 Hudson Hornet (cont.)

Power increased to 170bhp with the optional ‘Twin H-Power’ pack that later became standard fitment, with as much as 210bhp achievable with Hudson’s race-tuned dealer-fit ‘7X’ modifications.

1951 Hudson Hornet (cont.)

Despite back-to-back NASCAR titles in 1952 and 1953, the Hornet’s construction made it difficult and costly to update, and sales suffered as a result. 

But those who did opt for the Fabulous Hudson Hornet could drive out of the showroom with a barnstorming four-door sedan with a pedigree its rivals could only dream of.

2. 1959 Jaguar Mk2 3.8

Jaguar earned its sporting saloon credentials in 1955 with the launch of the Mk1 saloon, a car that took the motorsport world by storm in 3.4-litre trim. 

But while the model had countless successes in the hands of Moss, Salvadori and Hawthorn, its performance was no match for the Mk2 that followed in 1959. 

1959 Jaguar Mk2 3.8 (cont.)

The new model bore a striking resemblance to the old and was available with the same 2.4 and 3.4-litre versions of the venerable XK straight-six – though punters looking to eke out even more performance could also specify the then top-of-the-range 3.8. 

Almost identical to that fitted to the E-type, the twin-carb Mk2 3.8 produced just 30bhp shy of the 150mph sports car’s 250bhp making it something of a wolf in sheep’s clothing. 

1959 Jaguar Mk2 3.8 (cont.)

In addition to the new powerplant, the rear track was widened and a limited-slip differential fitted, while all-round Dunlop disc brakes transformed its stopping power – so much so that a badge was fixed to the rear bumper to warn other motorists. 

Like its predecessor, the Mk2 proved its effectiveness on the circuit and racked up countless wins throughout the early ’60s. 

1959 Jaguar Mk2 3.8 (cont.)

But perhaps the biggest compliment paid to Jaguar’s designers came from the criminal fraternity and those who tried to catch them. 

With a 0-60mph sprint time of just 8.5 secs and a top speed of 125mph there weren’t many four-door saloons that could hang with the Mk2, making it the go-to getaway car for bank robbers, and the pursuit car of choice for the Metropolitan Police.

3. 1963 Maserati Quattroporte

The Quattroporte was a bit of a groundbreaker for Maserati, being its first four-door production car and also the first model to carry a V8 engine; lucky us that these two milestones were combined in the same vehicle. 

Inspiration for the new car came from a 5000GT that Pietro Frua had designed for renowned collector Aga Khan – most notably in its front-end treatment – but where that one-off was a two door, the Quattroporte gave rich playboys the ability to impress more than just their girlfriends with its turn of pace. 

1963 Maserati Quattroporte (cont.)

The first prototype broke cover at the 1963 Turin Motor Show, with power coming via the new quad-cam, all-aluminium 4136cc V8 with a power output of 260bhp – a jewel of an engine that would go on to serve the manufacturer for many years and was ideally suited to the expanding network of motorways and autostrade. 

1963 Maserati Quattroporte (cont.)

1966 brought with it some useful updates to the model including exterior tweaks such as a move to twin headlamps, and a much revised interior with a more modern feel. 

1963 Maserati Quattroporte (cont.)

Underneath, the De Dion tube was changed for a more conventional solid, leaf-sprung axle, while under the bonnet a 4.7-litre V8 was added to the options list. 

1963 Maserati Quattroporte (cont.)

Power increased to 286bhp and with it top speed: the Quattroporte was now capable of 158mph, making it the fastest four-door in the world. 

4. 1966 Dodge Hemi Coronet Deluxe

At the heart of every super saloon is a legendary engine, and that maxim has never been more true than in the case of Dodge’s Hemi Coronet Deluxe, which provided a home to Chrysler’s second generation 426cu in V8 in 1966. 

Nicknamed the ‘Elephant engine’ due to its sheer size and weight, the motor was the first of its type to bear the official moniker ‘Hemi’ and was in every respect a formidable piece of engineering. 

In order to meet homologation rules, a roadgoing version of the engine was produced, dubbed the Street Hemi. 

1966 Dodge Hemi Coronet Deluxe (cont.)

Differences between the two mills amounted to little more than a lower compression ratio (down to 10.25:1 from 10.5:1), a more restrained camshaft and different manifolds, but even in this trim the engine was a beast; power was rated at a conservative 425bhp with 490lb ft of torque – colossal figures for the period. 

Incredibly, the engine was offered as an option across the entire range of Dodge Coronets – including the four-door sedan – creating a monster super saloon that was capable of out-dragging a Lamborghini Miura to 60mph.

5. 1967 Iso Fidia

Prior to 1967, niche Italian manufacturer Iso had only ever produced two-door cars, so it caused something of a stir when the four-door Fidia broke cover at that year’s Frankfurt Motor Show. 

It would take a further two years before the press was allowed behind the wheel at its launch in Athens, where promotional material boldly hailed it ‘the fastest four seats in the world’.

1967 Iso Fidia (cont.)

They weren’t far off: thanks to the same 5354cc Chevrolet V8 that powered the firm’s other models, the Fidia was a quick performer, hitting 60mph in around 7 secs. 

Perennially in the shadow of the more successful Maserati Quattroporte, the Fidia never sold particularly well – despite endorsement from none other than John Lennon – and by the time the last car was sold in 1975 just 192 examples had been built. 

6. 1971 Monica 560

In many ways the spiritual successor to the Facel Vega FK500, Jean Tastevin’s Monica 560 was a grand tourer of the highest order. Getting to the finished product, however, was not an easy process. 

Hampered by slow development, the car started life destined to be powered by a tuned version of Triumph’s 2.4-litre TR4 ‘four’, which was later thrown out in favour of Ted Martin’s race-bred 3-litre V8. 

1971 Monica 560 (cont.)

Eventually designers settled on the plentiful and simple 5563cc Chrysler LA Series V8, though tuned by Racer Brown to include a hot camshaft with hydraulic lifters, and Edelbrock intake manifold and four-barrel Holley carb. 

By the time the production Monica 560 hit the road the sexy French four-seater produced 285bhp with a top speed of 148mph.

7. 1971 De Tomaso Deauville

De Tomaso made headlines in the early 1970s for its sleek and powerful replacement to the troubled Mangusta, the Pantera. 

But aside from being a bit of a rush job that suffered badly from overheating and poor build quality, the Pantera had one great drawback for those looking to impress: it only had two seats. 

Fortunately the firm had enthusiasts with families covered, unveiling the four-seat Deauville at the 1970 Turin Motor Show. 

1971 De Tomaso Deauville (cont.)

Like the Pantera, the Deauville was penned by Tom Tjaarda at Ghia and featured the same 351cu in Cleveland V8. 

A five-speed ZF manual gearbox was offered for more sporting drivers, while those of a more relaxed disposition could opt for a Ford-derived three-speed auto. 

With 330bhp under your right foot, the Deauville was good for a top speed of 143mph, making it one of the quickest saloons of its time. 

As well as enviable performance, buyers had rarity on their side: just 244 of these machines were built between 1971 and 1985, with two armoured versions going to the Belgian royal family.

8. 1982 Alpina B7S Turbo

When it comes to seriously quick saloons, few manufacturers have been in the game quite as long as German tuning house Alpina. 

In fact, it even beat BMW to the punch, breathing fire into the uptight E12 5 Series years ahead of the M Division, in so doing creating in 1978 the world’s fastest four-door saloon: the B7 Turbo.

1982 Alpina B7S Turbo (cont.)

As if the 3-litre, 295bhp super sedan wasn’t enough, the boffins at Buchloe tinkered with the formula in 1982, dropping in a turbocharged version of the M535i’s 3453cc straight-six and creating the B7S Turbo. 

1982 Alpina B7S Turbo (cont.)

With boost turned up to the max (via a super-cool dial mounted between the front seats) the B7S Turbo put out a whopping 325bhp, which made the swiftest saloon even quicker.

1982 Alpina B7S Turbo (cont.)

60mph flashes past in just 5.8 secs – just two tenths of a second slower than BMW’s own in-house supercar, the M1. 

9. 1985 AMG Hammer

It’s often the case that smaller tuning firms are able to exploit potential in new models quicker than the big manufacturers, and that was certainly true with AMG. 

A good five years before the 500E (see slide 52) saw the light of day, the workshop at Affalterbach was turning out what would become one of the world’s most fabled fast saloons: the ‘Hammer’.

1985 AMG Hammer (cont.)

Based on the W124 300E, engineers at AMG removed the production car’s 3-litre straight-six and put in its place the 5-litre 32-valve V8 from the early W126, a 340bhp mill that turned the mid-sized saloon into a proper weapon.

1985 AMG Hammer (cont.)

But work didn’t stop there: from 1986 it was possible to have the engine bored to 5.4-litres for an extra 15bhp, and from the following year the new 5.6-litre was installed, kicking out 360bhp. 

1985 AMG Hammer (cont.)

Not only was this a useful 60bhp above what Mercedes-Benz had extracted from the engine, it was enough to allow the Hammer to outrun a Lamborghini Countach from 60-120mph. 

If your pockets were deeper still, this could be modified to a 6-litre capacity, with a power output of 375bhp.

10. 1985 Bentley Turbo R

Bentley built an incredible reputation for sporting success after conquering Le Mans with its mighty blowers, but by the 1980s the firm’s offerings had become increasingly soft and its racing pedigree increasingly a distant memory. 

That began to change in 1980 with the arrival of the Mulsanne – a name that evoked the famous straight at La Sarthe. 

1985 Bentley Turbo R (cont.)

By 1982 the Mulsanne Turbo had arrived, endowing the firm’s venerable 6.75-litre V8 with a 50% power increase thanks to a hulking great Garrett AiResearch turbocharger. 

The sporting luxury saloon formula was perfected by the firm in 1985 with the Turbo R – the R standing for ‘roadholding’.

1985 Bentley Turbo R (cont.)

Like the Mulsanne it featured a turbocharged 6.75-litre V8, though now fuel injected, while extensive suspension upgrades offered improved handling to match the power. 

Bentley would never be so uncouth as to boast about power figures, but you won’t go far wrong assuming somewhere north of 300bhp.

1985 Bentley Turbo R (cont.)

Despite its size the Turbo R can really pick up its skirts, reaching 60mph in around 6.7 secs and topping out at around 137mph.

11. 1986 Lancia Thema 8.32

If ever there was a super saloon with supercar credentials, it was Lancia’s Thema 8.32. 

While entry-level models were powered by Fiat’s 1955cc ‘four’, the Thema 8.32’s name hinted at something very special beneath the bonnet – something with eight cylinders and 32 valves: Ferrari’s own 2927cc Tipo F105L V8.

1986 Lancia Thema 8.32 (cont.)

Based on that used in the 308 and Mondial Quattrovalvole, Lancia’s version sacrificed the flat-plane crank in favour of a cross-plane crank more suited to hauling a heavier saloon. 

1986 Lancia Thema 8.32 (cont.)

Power was rated at 212bhp, which was enough to propel the four-seater to 60mph in just 6.8 secs and on to a top speed of 149mph.

12. 1988 Audi V8

Audi may have been a pioneer when it came to four-wheel drive in competition, but it lagged behind its rivals BMW and Mercedes when it came to executive super saloons. At least until the arrival of the V8 in 1988. 

If the name was slightly unimaginative it was at least understandable: the Erwin Leo Himmel-penned car was the first Audi-badged vehicle to sport a V8.

Early cars featured Audi’s own 3562cc 32-valve, double-overhead camshaft V8 mated to a four-speed ZF automatic ‘box and the firm’s own quattro permanent four-wheel-drive system. 

Power was impressive at 247bhp, which was good for a 0-60mph dash of around 7.5 secs and a top speed of 151mph. 

1988 Audi V8 (cont.)

From 1991 things got better still, with the 4.2-litre V8 upping power to 276bhp and pushing the top speed to a limited 155mph. 

The V8 also proved itself in competition, with Hans-Joachim Stuck and Walter Röhrl campaigning monstrous 400bhp+ versions in Germany’s DTM series. 

13. 1990 Mercedes-Benz 190E 2.5-16 Evolution II

The Bruno Sacco-penned 190E was Mercedes’ first compact executive saloon, and it gave rise to one of the most exciting performance cars of the 1990s. 

While the 2.3-litre 136bhp ‘four’ was peppy enough for most, the firm had bigger plans for the 190, setting its sights on the world’s rally stages.

1990 Mercedes-Benz 190E 2.5-16 Evolution II (cont.)

Stuttgart commissioned British tuning specialist Cosworth to transform the production engine into a fire-breathing monster, developing a new cylinder head with dual overhead cams and four valves per cylinder – and while Audi’s quattro put paid to the rally plans, the car would find its niche in the Deutsche Touring Meisterschaft. 

1990 Mercedes-Benz 190E 2.5-16 Evolution II (cont.)

Detuned for the roadgoing homologation model, the 2.3-16 Cosworth still produced a healthy 185bhp, which by 1988 had been replaced by a slightly larger 2.5-litre version increasing power to 204bhp.

1990 Mercedes-Benz 190E 2.5-16 Evolution II (cont.)

Even with the extra capacity, the 190E was completely outgunned by the BMW M3 Sport Evolution – prompting Mercedes to give the Cossie a serious steroid injection in 1989. 

1990 Mercedes-Benz 190E 2.5-16 Evolution II (cont.)

Breaking cover at the Geneva Motor Show, the Evolution I was comparable to the outgoing car in terms of power – but huge improvements beneath the skin made the 190E a serious track contender.

1990 Mercedes-Benz 190E 2.5-16 Evolution II (cont.)

Braking was improved, while trick suspension was added that could be raised and lowered from the cockpit. 

1990 Mercedes-Benz 190E 2.5-16 Evolution II (cont.)

Best of all was a new rev-hungry, shorter-stroke, bigger-bore engine, which redlined at a howling 7200rpm. A year later the Evolution II was added to the line-up, which brought with it an outrageous bodykit with flared arches and a wild rear spoiler, creating an icon.

14. 1990 Lotus Carlton

Cosworth-powered fast Fords garnered all the attention in the early 1990s, but for the true super saloon cognoscenti nothing fired the imagination quite like the Imperial Green blur of a Lotus Carlton at full chat.

1990 Lotus Carlton (cont.)

The idea of a £48,000 Vauxhall Carlton seems strange now, and in truth it was strange back then, too; the firm only built 950 of a planned 1100-car run owing to low demand dampened by a weakening economy. 

But despite a dubious business model there’s an enduring allure to a repmobile with Ferrari-baiting acceleration and a top speed touching 180mph. 

1990 Lotus Carlton (cont.)

Lotus engineers can take most of the credit. They started with the basic Omega/Carlton platform and turned it into a missile, using the 2969cc straight-six from the GSi, stretching it to 3615cc and strapping on two Garret T25 turbochargers for a claimed power output of 377bhp. 

1990 Lotus Carlton (cont.)

Putting that power to the road was a six-speed ZF ‘box borrowed from the Corvette ZR1 and the limited-slip differential from a Holden Commodore, while the Carlton’s suspension was swapped for the self-levelling set-up taken from the Senator, along with its Servotronic variable power steering. 

1990 Lotus Carlton (cont.)

What resulted was one of the most exciting saloons of its generation – only pipped to the title of fastest four-door by the bonkers Alpina B10 Bi-Turbo.

15. 1990 Mercedes-Benz 500E

By the end of the ’80s, Mercedes-Benz executives had hatched a plan to marry the W124 E-Class saloon with the 5.0-litre naturally aspirated V8 from the R129 SL.

But with most of the firm’s manpower put behind development of the third generation S-Class, there simply wasn’t the capacity to bring the project in-house.

1990 Mercedes-Benz 500E (cont.)

Fortunately for Mercedes, its struggling Stuttgart neighbour Porsche had both the space and the time to bring the 500E to life. 

Porsche engineers were not only tasked with squeezing the big V8 into the saloon’s engine bay, but also making the 500E handle as it should. 

The parts bin was raided, with front suspension and disc brakes coming from the 500SL, while at the rear, self-levelling hydraulic shocks came from the 300TE. 

1990 Mercedes-Benz 500E (cont.)

The track was widened by 1.5in and the whole car lowered. The bodywork also received a few choice upgrades including a front splitter and side skirts, plus subtly flared arches that reputedly made the car too wide for Mercedes’ Sindelfingen plant. 

As a result the chassis was built – by hand – at Porsche’s facility in Reutter-Bau, shipped back to Mercedes for paint, then assembled in Zuffenhausen. 

1990 Mercedes-Benz 500E (cont.)

All that toing and froing meant that each car took 18 days to build, but it was well worth the effort: the 322bhp M119 V8 could propel the 500E to 60mph in less than six seconds and on to a top speed of 161mph, all while keeping four occupants in sumptuous leather-clad Recaro luxury. 

16. 1992 Subaru Impreza

Four-wheel-drive performance was pioneered by Ferguson and perfected by Audi with its all-conquering UR quattro, but it was Japanese firm Subaru that made it accessible to the masses when it decided to turbocharge its Impreza saloon in 1992. 

1992 Subaru Impreza (cont.)

Unlike the German car, which was priced alongside high-end executive saloons, Subaru’s rugged Impreza could be had for less than £20,000, bringing it within reach of an eager public hooked on the flat out and fearless exploits of Colin McRae. 

Though the tastiest WRX and STI models were reserved for Japanese buyers, the British offering was far from a slow coach. 

1992 Subaru Impreza (cont.)

The UK market Turbo 2000 featured the same 2-litre boxer engine tuned to 214bhp, which was good for a 0-60mph dash of just 6.1 secs and a top speed of 144mph; a touch quicker if you opt for the Prodrive Performance Pack, which eked out a further 26bhp via a different ECU and fruity exhaust. 

1992 Subaru Impreza (cont.)

But the Impreza isn’t just about performance and power figures – it has serious character, from the unique burble of its horizontally opposed ‘four’ to its mountain goat-like sure-footedness. 

17. 1992 Renault Safrane Biturbo

Conceived as a replacement to the ageing Renault 25, the 1992 Safrane was never likely to set your trousers on fire – until German tuning firms Hartge and Irmscher got their hands on it. 

Hartge worked its magic on the engine, strapping on a brace of KKK turbochargers that increased power output from 165bhp in standard form to a formidable 258bhp (rumour has it Hartge wrung 300bhp from the engine in testing, but had to detune it to preserve the drivetrain). 

1992 Renault Safrane Biturbo (cont.)

The heavy Quadra four-wheel-drive system did little for the car’s 1724kg kerbweight but, coupled with an impressive 269lb ft of torque, the saloon got off the mark quickly, sprinting to 60mph in just 7.2 secs and on to an electronically limited 155mph. 

Due to the combination of high power output and its transversely mounted engine, the Safrane Biturbo was never offered with an automatic transmission, rather a five-speed manual. 

Demand was weak as a result, even in its native France, and just 806 were built between 1994 and ’96. 

18. 1994 Jaguar XJR

Jaguar’s first foray into forced induction – outside the race track – came in 1992 with the launch of the XJ220, but its most successful came a couple of years later with the hottest-yet version of its X300 saloon. 

1994 Jaguar XJR (cont.)

Unlike the supercar, which utilised twin turbochargers, the XJR made use of an Eaton M90 supercharger, which increased the output of its production ‘six’ to 321bhp while providing a thumping 378lb ft of torque. 

Driven through the rear wheels – more often than not via an optional GM automatic ‘box – the XJR could dispatch a 0-60mph sprint in just 6.4 seconds, hitting 100mph in a little over 10 seconds on its way to an electronically limited 155mph. 

1994 Jaguar XJR (cont.)

Aside from its blistering turn of pace, one of the best things about the XJR are its Q car credentials. 

With no lairy bodykits or wild aero, only subtle cues such as its slightly larger 17in wheels and low-key badging give much clue to its capabilities. 

19. 1998 BMW E39 M5

By the time the 20th century began to draw to a close, BMW’s M Division boasted an incredible line of in-house world-beating saloons. None, however, had been powered by a V8.

1998 BMW E39 M5 (cont.)

That changed in 1998 when the outgoing E34 M5 was replaced by the sharp and modern E39 at the Geneva Motor Show. The new car was powered by a 4.9-litre S62 V8 with a power output just shy of 400bhp. 

1998 BMW E39 M5 (cont.)

The new M5 could reach 60mph in just 4.8 secs and storm on to a limited top speed of 155mph – faster still when it was let off its electronic leash. 

1998 BMW E39 M5 (cont.)

Among other firsts for an M5 was its use of multi-link rear suspension, which turned the big saloon into so much more than a bahnstormer. 

20. 2000 Saab 9-5 Aero

Think of fast Saabs and it’s probably the sleek 99 and 900 Turbos that spring to mind, but one of the most impressive products to roll off the Trollhättan assembly line only appeared once General Motors stepped in at the turn of the millennium. 

US involvement put a slight dampener on the firm’s typically quirky ways and, underneath, the new 1997 9-5 was actually based heavily on the Opel Vectra. 

But that didn’t stop the Swedish boffins from creating a true Q car in the 9-5 Aero that followed three years later.

2000 Saab 9-5 Aero (cont.)

On the outside there wasn’t much to distinguish the Aero from its cooking-model stablemates, but lift the bonnet and you’ll find a true slugger of an engine in the turbocharged dohc straight-four 2.3-litre B235R. Officially, it produced 227bhp, but the true figure was something closer to 250bhp. 

It felt even quicker on the road, with such reserves of torque that it was said to be capable of outpacing a contemporary Porsche 911 from 40-90mph. 

If that wasn’t enough, Swedish tuning house Hirsch could work its magic to bring the power figure up to a truly blistering 301bhp – impressive for a car that more often than not had a box of tissues and Panama hat on the parcel shelf.