Automakers have always looked for ways to stand out, and sometimes that meant introducing features that were ambitious, futuristic, or designed purely to impress. Some of these ideas truly were ahead of their time, paving the way for modern conveniences we now take for granted. Others were overly complex, fragile, or simply confusing to the average driver. In many cases, what looked brilliant on a brochure turned into a headache in the real world. Here is a deeper look at ten of the most complicated options ever fitted to production vehicles, the years they appeared, and the challenges they created for owners.
Citroën Hydropneumatic Suspension
When the Citroën DS debuted in 1955, it stunned the automotive world not only with its futuristic design but also with its hydropneumatic suspension system. Instead of traditional springs and shocks, it used pressurized hydraulic fluid and nitrogen-filled spheres to create a ride that could be adjusted on the fly. Drivers could raise or lower the car at will, and the system automatically leveled the car regardless of load. The comfort was unmatched, often described as riding on air. However, it was immensely complex. The system relied on a web of high-pressure lines, pumps, and seals that were prone to leaks. Specialist knowledge was required to service it, and in regions without trained mechanics, the cars developed a reputation for unreliability. Today, enthusiasts who restore Citroëns still marvel at the engineering brilliance while acknowledging the maintenance nightmares.
Mazda Rotary Engines
Mazda’s long-running use of the Wankel rotary engine in cars like the RX-7 and RX-8 represented one of the boldest engineering commitments in the industry. The rotary was small, compact, and free-revving, capable of producing impressive power from very little displacement. The early RX-7s of the late 1970s and 1980s gained a cult following thanks to the engine’s smooth power delivery and unique character. But the technology was inherently more complicated than piston engines. It consumed more fuel and oil, sealing the triangular rotor tips was a constant challenge, and emissions compliance was difficult. The RX-8 in particular developed a reputation for premature engine failures tied to its apex seals. Enthusiasts adored the rotary’s performance, but for everyday drivers, it demanded far more attention and upkeep than most were willing to give.
BMW iDrive Infotainment (Early Versions)
In 2001, BMW launched its first-generation iDrive system on the flagship 7 Series, promising to simplify the dashboard by consolidating dozens of buttons into one central knob and screen. In theory, it was a brilliant way to declutter interiors. In practice, it overwhelmed drivers. Simple functions like adjusting the radio or climate control required navigating through endless menus. Reviewers and owners at the time called it confusing and distracting, especially since the technology was far less intuitive than the touchscreens we use today. Over time, BMW refined iDrive into one of the better infotainment systems, but its early versions stand as an example of how overly ambitious complexity can alienate drivers when the user interface is not ready.
Lincoln Continental Retractable Headlights
The late 1960s Lincoln Continental introduced vacuum-operated retractable headlight covers that gave the front end a sleek look when the lights were off. On paper, it was a stylish feature that made the car look futuristic and elegant. In reality, the vacuum systems that controlled the covers were fragile, with hoses that cracked and diaphragms that wore out. Owners often found their cars driving around with one headlight cover stuck open and the other stuck closed, making the feature more embarrassing than impressive. Repairing the system was expensive, and many owners eventually converted the covers to simpler mechanical setups. What was intended as a high-end luxury touch became a reminder of the drawbacks of relying on complicated technology for cosmetic purposes.
Cadillac V8-6-4 Cylinder Deactivation
In 1981, Cadillac attempted to introduce cylinder deactivation technology with its V8-6-4 engine. The idea was ahead of its time: under light load, the engine could shut down two or four cylinders to save fuel. Modern cars use this technology reliably, but early 1980s computing power was not up to the task. The primitive engine control systems struggled to transition smoothly, causing rough running, stalling, and poor drivability. Cadillac quickly faced backlash from frustrated owners, and many dealers disabled the system entirely. While the concept was innovative, the execution was too complicated for the electronics of the era, making it one of the most infamous options in Cadillac’s history.
Chrysler Turbine Car Engine
Perhaps the most radical option ever offered, the Chrysler Turbine Car of 1963 featured a jet-inspired turbine engine instead of a piston engine. Chrysler built only fifty-five cars for a public user program, allowing everyday drivers to test the concept. The turbine engine could run on almost any combustible fuel, from gasoline to kerosene, and produced smooth, vibration-free power. It was also remarkably durable, with far fewer moving parts than a piston engine. But in practice, it was extremely complex, expensive to produce, and very thirsty. Servicing it required specialized knowledge, and emissions standards of the time made it difficult to certify for mass production. Most of the cars were later recalled and destroyed, leaving only a handful in museums today. The Chrysler Turbine Car remains one of the most fascinating but impractical experiments in automotive history.
Mercedes-Benz Active Body Control
Mercedes-Benz introduced Active Body Control in 1999 on its S-Class and later on the CL-Class. Using hydraulics and computer-controlled sensors, the system counteracted body roll in corners, effectively keeping the car level no matter how aggressively it was driven. For a heavy luxury coupe, it delivered handling that rivaled much smaller sports cars. The engineering was extraordinary, but the complexity came at a price. The system required high-pressure hydraulic pumps, sensors, and computer control modules, any of which could fail. Repairs were staggeringly expensive, and when neglected, failures could make the car nearly undrivable. Owners who experienced the system working loved it, but maintaining it was more complicated than many were willing to endure.
Oldsmobile Jetfire Turbocharged V8
In 1962, Oldsmobile introduced the Jetfire, the first mass-produced turbocharged passenger car in America. Its 215 cubic-inch aluminum V8 was fitted with a turbocharger to boost performance, but the system required a special fluid called Turbo-Rocket Fluid, a mix of distilled water and alcohol, to prevent engine knock. Drivers had to keep the reservoir topped up or the car would lose performance. Many owners neglected this step, leading to reliability issues and unhappy customers. The complexity of managing both the turbo system and the fluid meant the Jetfire was too advanced for its time. General Motors quickly abandoned the experiment, though turbocharging would return decades later in a far more reliable form.
Lexus LS 400 Power Seatbelt Presenter
When Lexus launched the LS 400 in 1989, it wanted to prove that Japanese luxury could compete with Mercedes and BMW. One of its unique options was a power-operated seatbelt presenter, a small motorized arm that extended the seatbelt forward when the driver sat down. It was a clever way to reduce effort, but it was overly complicated and prone to failure. The mechanism often jammed or broke, leading many owners to disable it. While it demonstrated Lexus’s attention to detail, it was also unnecessary, since a simple manual adjustment achieved the same goal without complexity.
Chevrolet Corvette C4 Digital Dashboard
The 1984 Corvette C4 introduced one of the earliest fully digital dashboards. Instead of analog dials, the driver faced glowing graphics showing speed, RPM, and fuel. It looked futuristic, and for a while it was a major selling point. Unfortunately, the technology of the time was fragile. Screens often flickered, pixels died, and entire displays failed. Replacement costs were high, and many owners resorted to aftermarket solutions or analog swaps. What seemed like a leap into the future became a lesson in the risks of adopting cutting-edge electronics before they were fully reliable.
Technologia
From hydraulic suspensions to turbine engines and early digital dashboards, automakers have never stopped pushing the limits of technology. Some of these complicated options paved the way for modern systems we now use every day, while others were so far ahead or poorly executed that they became cautionary tales. They highlight both the brilliance and the pitfalls of innovation. In many cases, what separated success from failure was not the idea itself but the timing. When the technology was too advanced for its era, it became more burden than benefit, leaving owners with stories of frustration instead of convenience.
25 Facts About Car Loans That Most Drivers Don’t Realize
Car loans are one of the most common ways people fund car purchases. Like any other kind of loan, car loans can have certain features that can be regarded as an advantage or a disadvantage to the borrower. Understanding all essential facts about car loans and how they work to ensure that you get the best deal for your financial situation is essential. Here are 25 shocking facts about car loans that most drivers don’t realize:
25 Facts About Car Loans That Most Drivers Don’t Realize
