Iconic Cars: Then and Now

Before the second-generation BMW 3-Series launched in 1983, the idea of an agile 4-door sedan that handled like a sports car was practically inconceivable. Arguably, that makes the 3-Series ground zero for true sport sedans. Compared with today's 3-Series, the 325i of 25 years ago was smaller and considerably lighter, with lots of glass for great outward visibility. By current standards, its 2.5-liter 6-cylinder engine was anemic, with 168 horsepower. But considering that the 1987 325i was more than 500 pounds lighter than today's 328i sedan, it wasn't lacking in performance. Interestingly, the 1987 325ix was the first 3-Series to get all-wheel drive, a feature that was exotic back then but commonplace today.

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The 2012 BMW 3-Series is all-new and has technology that would have been hard to imagine 25 years ago, such as an 8-speed automatic transmission. Back in the 1980s, 3- and 4-speeds were common; 5-speeds were special. The 2012 3-Series' extra gears help boost fuel economy, as does a new turbocharged 4-cylinder engine in the base 328i sedan. It has two fewer cylinders than the engine in the 1987 325i, but way more power, at 240 horses. The 335i, on the other hand, has a fire-breathing, twin-turbo straight-6 engine that makes 300 horsepower and truly puts the 3-Series into sports-car territory. Although the car's handsome styling, signature balance and superb steering remain, they are tainted by the fact that the current 3-Series has become bloated and overly complicated compared with what it was 25 years ago.

Compare: BMW 3-Series vs. Mercedes C-Class vs. Audi A4

The mid- to late-1970s were dark days for the Ford Mustang; emissions and safety regulations had turned it flaccid. But by the early '80s, things were starting to look up, and when 1987 rolled around, the Mustang hopeful could again be proud, even if the new 'Stang wasn't a return to the '60s glory days. The '87 Mustang used the same platform as its predecessor but was restyled inside and out. A 4-cylinder base model ensured it would sell in large numbers, while the 5.0 model with its V8 engine kept the enthusiasts happy. It put out 225 horsepower and 300 lb-ft of torque, which was pretty serious back in the day but paltry by today's standards. As well-liked as the Mustang was in the '80s and '90s, it wasn't a great driver, and it doesn't hold up like the '60s Mustang in terms of cool or overall appeal. Fortunately, the current Mustang shows more promise.

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Today's least-powerful Mustang could obliterate the 5.0 of the '80s. Its 3.7-liter V6 engine puts out an impressive 305 horsepower and 280 lb-ft of torque while delivering 23 mpg. Step up to the 402-horsepower V8-powered GT and you get tire-shredding performance. Then there's the Boss 302, with 444 horsepower and go-fast goodies for track driving, and, finally, the Shelby GT500, which is practically in supercar territory with its 5.8-liter supercharged V8 engine. The best part is that the current Mustang, first introduced in 2005 and mildly updated for the 2013 model year, has the moves to match the muscle. The chassis is well-balanced and makes the car as fun to toss around twisties as it is comfortable to cruise boulevards.

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The Honda Civic is to economy cars what the BMW 3-Series is to sport sedans. It has set the bar for decades. Perhaps more than any other car on this list, it illustrates just how large vehicles have grown over the years. The 1987 Civic is considerably more diminutive than the Fit, currently Honda's smallest offering. Yet, for its size, the '87 Civic was roomy. Huge windows kept it from feeling claustrophobic, unlike so many of today's cars. It came as a hatchback, sedan and wagon. Its styling was very 1980s — blocky and angular. The car exuded quality and was practically indestructible. It had nimble handling that made it fun to drive. The several highly efficient 4-cylinder engines available on the 1987 Civic weren't particularly powerful — each had less than 100 horsepower — but they revved freely and were bulletproof.

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The 1987 Civic was the last of Civic's third generation. Now in its ninth generation, the Civic has become positively gargantuan compared with 25 years ago. It is considered a compact car by today's standards, yet the 2012 Civic is wider and taller than the 1987 Honda Accord, which was considered a midsize car. As the Civic has gotten roomier, more powerful and more sophisticated over the years, somehow it has lost its personality. The current generation in particular, which debuted in 2011, is a step back in terms of quality and driving dynamics. It feels like an appliance, and that's out of character for the Civic. At least the high-performance Si trim is still a hoot to drive. The Civic will be around for decades to come, so there's hope that Honda can reinvigorate it.

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Range Rovers were way ahead of the SUV curve. They had a cult following decades before soccer moms latched onto the Chevrolet Suburban, and people actually drove them off road, which they were designed to handle extraordinarily well. Land Rover officially started selling the Range Rover in the United States in 1987, and by then it had evolved from its austere roots into something more luxurious. Cloth seats and carpets had replaced the vinyl and rubber of older Rovers, which could be hosed off after a day in the mud. But they remained underpowered, unreliable gas guzzlers. At least they still look cool 25 years later.

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The 2012 Range Rover can still off-road like a champ, and its design bears some resemblance to the Spartan 1970 original. Even so, today's model is a far cry from it. This Rolls-Royce of SUVs rides like a limousine and is appointed like one, yet it is capable of wading through 2 feet of water and climbing steep mud trails. To say that the Ranger Rover has gotten larger and heavier over the years is an understatement: It tips the scales at a portly 5,697 pounds. The price tag is hefty, too, starting at $79,425. Fortunately, it's no longer underpowered, thanks to a 375-horsepower V8 engine. The supercharged trim puts out 510 horsepower and charges for them dearly, with a starting price of $94,820. Considering that it started out as a vehicle for farmers and true outdoorsy types, the Range Rover is quite a social climber.

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If any vehicle truly embodies what it is to be an automotive icon, it's the Porsche 911. You don't have to be a car nut to know one when you see one; its look is unique. The car's signature teardrop shape derives from its rear-mounted engine, which is placed behind the rear wheels. The 911 evolved slowly. It looked virtually the same in 1987 as it did when it came out in 1963. The 911 3.2 Carrera, as the 1987 model was called, benefited from years of incremental improvements to its chassis and flat-6 engine. It was a true driver's car, with scintillating performance, but its rear weight bias meant that driving it fast took care. The 3.2 Carrera would help solidify the 911's reputation for being a sports car that is reliable, comfortable and practical enough to drive every day.

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The 911 is all-new for 2012. It represents only the third major platform change since the 911's inception 49 years ago. Porsche has remained true to its roots with the new 911's styling, and that's a good thing, and reducing the front and rear overhangs has made it even sexier. The new 911 is larger than its predecessor and lighter, thanks to substantial use of aluminum in its structure. The signature 6-cylinder boxer engine at the rear of the car now makes 350 horsepower in the base model and 400 horsepower in the 911 S. A 7-speed transmission helps boost fuel economy to family sedan levels. In short, Porsche has refined its longstanding recipe and made another 911 for the ages. Like all of the vehicles on this list, the new model is a quantum leap forward from where things were 25 years ago.

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For more information on any vehicle in this slideshow, click the links below:

-BMW 3-Series
-Ford Mustang
-Honda Civic
-Land Rover Range Rover
-Porsche 911

Compare: All 5 Vehicles

*Calculations made using EPA figures based on 45 percent highway and 55 percent city driving, 15,000 annual miles driven, and fuel prices at the time of publication.

Matthew de Paula wanted to be an automotive journalist ever since reading his first car magazine in grade school. After a brief stint writing about finance, he helped launch ForbesAutos.com and became the site's editor in 2006. Matthew now freelances for various outlets.

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