Carmakers are not immune to colossal misreads of the room. Every decade has a few vehicles that defied logic by racking up big sales despite glaring flaws, mechanical nightmares, or flat-out bad fit for the U.S. market. Some cars launched with blinding hype and fizzled under reality. Others quietly built huge followings even as owners traded war stories in service bays. In a few cases, the automakers themselves seemed to lose faith in what they’d built.

Yet these models didn’t flop, at least not at first. They sold in the tens or even hundreds of thousands, riding waves of brand loyalty, marketing flash, or cultural moment. These are cars and trucks Americans bought in droves even though, on paper, they probably shouldn’t have.

Pontiac Grand Prix: Strong sales, fiery problems

Pontiac’s Grand Prix was a dependable seller throughout the late 1990s and early 2000s, with annual U.S. sales peaking above 120,000 units. The supercharged GTP trims added performance credibility and boosted showroom traffic.

But many 1997 to 2003 Grand Prix models equipped with GM’s 3800 Series II engine had a dangerous flaw.

Oil leaks could drip onto hot exhaust components and cause engine fires, leading to recalls covering over 200,000 vehicles.

If you might imagine, even after repairs, the stigma stuck. Owners of these cars reported repeat issues, and resale values suffered as buyers became wary of the risks.

The Grand Prix continued to sell well through its final years, but the damage to its reputation lingered, illustrating how a mechanical flaw can overshadow an otherwise strong-selling model.

Tesla Cybertruck: The stainless-steel hype hog with a resale hangover

Tesla’s Cybertruck is the poster child for hype that overpowered practicality.

The company claimed more than a million reservations before the first truck even rolled off the line, and early deliveries surged past 30,000 units by mid-2024.

It’s one of the most attention-grabbing vehicles on the road…and one of the most divisive.

The truck’s sharp-edged design and stainless-steel exoskeleton make body repairs expensive and difficult, while several recalls (including one for a failing accelerator pedal) have dinged confidence.

There’s also the multiple sobering news stories of occupants getting trapped inside the cars, leading to death in an emergency situation.

Some owners have also run into steep depreciation: a “Foundation Series” AWD Cybertruck that cost about $100,000 new was quoted around $63,000 on trade with fewer than 20,000 miles.

Tesla itself reportedly refused to accept Cybertrucks on trade for a time, an unusual move that hinted at the company’s concern about used values.

Along with those red flags, demand steadily weakened. It proves that a bold vision and a rabid fan base can sell the first production wave, but it won’t convince the masses to adopt them.

Jeep Models with the early Pentastar V6: A runaway hit with lingering mechanical flaws

Jeep built much of its modern success around the 3.6L Pentastar V6, which has powered everything from Wranglers and Grand Cherokees to Cherokees and Gladiators since 2011.

It’s been the workhorse engine across multiple platforms, and the sales numbers prove how crucial it’s been. Jeep sold 202,266 Wranglers in 2018, 240,642 Grand Cherokees in 2021, and more than 58,800 Gladiators in 2023, the vast majority equipped with the Pentastar.

But beneath those blockbuster figures is a long paper trail of owner frustration.

The earliest versions, particularly 2011 to 2013 Wranglers (JK) and 2011 to 2014 Grand Cherokees (WK2), were notorious for premature cylinder head failures on the left bank.

Jeep even extended the warranty coverage on those heads to 10 years or 150,000 miles because of the sheer number of failures. Misfires, ticking noises, and rough idle were common symptoms, often appearing before 60,000 miles.

Later updates didn’t completely solve things. 2014 to 2016 cars saw widespread reports of rocker arm and lifter wear, causing persistent ticking and, in some cases, catastrophic top-end damage if ignored.

More recent versions, including 2018 to 2020 Wranglers (JL) and 2017 to 2020 Grand Cherokees, have drawn complaints about excessive oil consumption (sometimes a quart every 1,000 miles) along with valve train noise that can lead to costly repairs.

Despite all that, Pentastar-equipped Jeeps sold in massive numbers because they delivered capability and character that buyers wanted: off-road chops, brand heritage, and everyday usability.

The mechanical flaws didn’t show up in the showroom, and many owners didn’t hit problems until well after purchase. But in the used market, the story is different. High-mileage Wranglers and Grand Cherokees with early-build Pentastars are frequently discounted, and buyers often factor in the cost of a top-end rebuild or replacement engine.

The Pentastar saga is a reminder that even Jeep’s most commercially successful models can carry a costly asterisk. Millions sold, yes…but they also taught owners a hard lesson about how sales momentum can mask long-term reliability concerns.

GM trucks and SUVs with the L87 V8: Big power, bigger headaches

Chevrolet and GMC’s flagship trucks and SUVs, including the Silverado 1500, Sierra 1500, Tahoe, Suburban, Yukon, and Escalade, have racked up hundreds of thousands of sales with their 6.2L L87 V8.

The 2023 Silverado alone sold 555,148 units in the U.S., much of that volume tied to trims featuring the big engine. But popularity doesn’t mean perfection.

That same L87 has been at the center of major reliability issues. GM recalled nearly 600,000 vehicles from 2021 to 2024 due to potential bearing failures that can lead to catastrophic engine damage. Owners have reported sudden power loss, knocking, and complete engine seizures. Problems that often require full replacement.

Those risks are now baked into used prices, where shoppers discount L87-equipped trucks or avoid them entirely. It’s a rare case where a powerhouse engine helped trucks fly off lots but now haunts GM’s reputation and customers’ wallets.

Jaguar X-Type: A luxury badge on a mainstream car

Jaguar’s X-Type, sold from 2001 to 2008, was supposed to be the brand’s entry-level savior. It delivered that…at least at first. Jaguar sold more than 50,000 X-Types annually in its early years, and it became the brand’s best-seller in the U.S.

The problem was under the surface.

Built on a platform shared with the Ford Mondeo, the X-Type lacked the refinement buyers expected from a British luxury sedan.

Reliability issues piled up, from transmission failures to electrical problems, and expensive repairs made ownership costs balloon. The car’s image suffered too; many enthusiasts saw it as a rebadged Ford in a tweed suit.

Resale values tanked, and by the time Jaguar killed the model in 2008, its U.S. sales had plummeted to just over 12,000 units.

It’s a textbook case of a premium badge failing to overcome mechanical and brand perception flaws, even after a strong start.

Chrysler PT Cruiser: retro charm masking rough realities

The Chrysler PT Cruiser was an early-2000s sensation. In 2001 alone, 144,717 PT Cruisers found homes in the U.S., and total production surpassed 1 million units by 2010.

Buyers loved its quirky retro styling and flexible interior, and dealers couldn’t keep them in stock at launch. But that charm wore off quickly.

The PT was built on the aging Dodge Neon platform and plagued by mechanical woes.

Automatic transmissions failed early, head gaskets blew, and electrical gremlins were common. Interior materials felt cheap, ride quality was crude, and long-term reliability tanked owner satisfaction scores.

Today, these cars often sell for just a few thousand dollars at best, a reflection of their steep depreciation and reputation for trouble. It’s a classic example of “style” (if that’s your thing) over substance. Buyers fell hard for the look, even if the engineering underneath didn’t live up to the promise.

Hummer H2: King of excess, prisoner of reality

The Hummer H2 was the early-2000s status symbol for anyone who wanted to look unstoppable in a mall parking lot.

GM sold 34,529 units in 2003 alone and more than 150,000 total during its 2002 to 2009 run. Its aggressive styling and military-inspired image created a devoted following. But the ownership experience was another story.

The H2’s 9- to 11-mpg (if we’re being generous) fuel economy made it a financial anchor when gas prices soared.

Maintenance and repair costs were steep, and the interior was far less luxurious than the six-figure sticker suggested. As emissions standards tightened and consumer tastes shifted, demand collapsed.

By 2008, annual U.S. sales had fallen below 6,100 units.

Used prices cratered as fuel costs rose, and many H2s ended up parked long before their mechanical limits were reached. No lie: if you want to see a great example of a car’s market value tanking, check out the H2’s Bring a Trailer chart.

Its early success says more about the era’s appetite for excess than the vehicle’s real-world appeal.

Popularity isn’t the same as quality

These cars prove that sales charts don’t always align with long-term value or engineering success. Some, like the PT Cruiser and H2, tapped into cultural moments that carried them further than their merits. Others, like GM’s L87-equipped trucks and the Cybertruck, show that strong brands and bold ideas can sell even when reliability and resale are shaky.

All of them teach the same lesson: popularity is often a lagging indicator. Cars that sell like hotcakes can still leave their owners holding the bill when reality sets in. And in some cases, even the automakers seem to regret how well they did.