1964 Chevrolet Corvette Sting Ray Convertible

The 1964 model year was the second one for the second generation of Chevrolet's Corvette sports car, now dubbed the "Sting Ray".

As was the practice for Detroit of the time, there were numerous cosmetic differences to make sure the neighbors knew that you had this year's model and not an old '63. The most notable change was the removal of the vertical divider in the rear window on the fastback coupes, so if you see a "split-window" 'Vette you know it's a 1963 model.

On the convertible, you’re deprived of that cue, but there are a couple others. For one, the chrome simulated vent grilles were removed from the hood, leaving a couple non-functional indentations in their place. Also, the chrome strips along the rocker panels had fewer ribs than the previous year and the indentations between them were painted black.

There were four choices of power plant for 1964. The base Corvette motor was the 327 small block V-8, with a four-barrel carburetor and a 10.5:1 compression ratio, rated at 250 SAE gross horsepower. Next up the ladder was the same motor with a bigger carb and different heads with larger valves, which gave you 300 horsepower.

The two enthusiast choices had all the performance goodies: solid lifters, Duntov cams, 11.0:1 compression, and could be had in 365 horsepower carbureted or 375 horse fuel-injected forms.

All motors could be backed with a three- or four-speed manual transmission, and the two wimpier offerings could also be had with a two-speed Powerglide automatic gearbox.

With such a wide range of powertrain choices came a wide range of performance. Road & Track tested a coupe with the 300bhp motor and the Powerglide transmission and recorded an 8.0 second zero-to-sixty and a 15.2 second quarter mile at 85mph. The 3.56:1 rear end gave a top speed of 130.

Meanwhile, Motor Trend tested a fuelie coupe with the close-ratio four-speed and optional 4.11 Positraction rear end, and it put the zero-to-sixty sprint away in 5.6 seconds and dispatched the quarter in 14.2 at 100mph. Top speed was measured at 134.

Base price was $4,394, and the as-tested price for R&T's coupe was $5,016 while the gnarly M/T test car was $6.367. (That's $44,463 for the base, $50,757 for the 300hp Powerglide car, and $64,428 for the wild-eyed fuelie ride, calculated for inflation.)

This Silver Blue '64 ragtop was photographed with a Canon EOS 7D and EF-S 17-55mm f/2.8 IS zoom lens in September of 2021.

1965 Ford Galaxie 500 Convertible

Just as the full-size Chevy of the era had three tiers of plushness, from Biscayne to Bel Air to Impala, its 1965 competitor at Ford had the Galaxie 500, the Galaxie 500 XL, and the Galaxie 500 LTD. (Ford also had the spartan, fleet-oriented Custom and Custom 500, which were only available as pillared two- and four-door sedans.)

We've seen a '65 Galaxie 500 XL convertible on this blog before. Even though the badges have been removed from this Silver Blue, the placement of the mounting holes reveals this one to have been a base Galaxie 500.

The badges low on the front fenders, though, indicate it didn't have the base 240 cubic inch inline-six or the 289 Challenger V-8. Those badges came with the Thunderbird big block V-8s, in either the 352, 390, or 427 size. These gave a wide range of power outputs, from the two-barrel 250 hp 352 through the 300 horsepower 390 four-barrel to the dual-quad 427 horse big block thumping out 425 SAE gross horses.

This one was photographed in October of 2020 using a Nikon D700 and a 24-85mm f/2.8-4D zoom lens.

1984 Cadillac Seville

The original Seville, Cadillac's first attempt at a more compact and Euro-styled car, sold well but failed at its primary mission. Rather than attracting younger buyers away from BMW and Mercedes dealerships, it anecdotally wound up being popular with older woman buyers who wanted Caddy plushness and comfort in a smaller and more maneuverable car.

For its second generation, the Seville was moved to the new front wheel drive K-body with a 114" wheelbase, a sedan derivative of the Eldorado/Riviera/Toronado's longitudinally-engined FWD E-body. Bucking the trend in mid-Malaise Era Detroit, the wheelbase and overall length remained the same. A new feature for the K-body Seville was a semi trailing arm independent rear suspension.

The daring styling, with its bustle-back trunk, emphasized the long hood/short deck proportions and was the last Cadillac design helmed by GM styling honcho Bill Mitchell. An odd casualty of the styling was rear window functionality, since the rear wheel arch intruded so far into the door space that the rear windows would only roll about a third of the way down.

The original 1980 model came with the dismal 105bhp Oldsmobile 350 diesel V-8 as the standard engine with a gasoline Cadillac L61 V-8, which was the older Cadillac 425 Series V-8 with its bore reduced to 3.8" while leaving the stroke unchanged at 4.08", giving undersquare dimensions and a displacement of 368 cubic inches and an output of 145 SAE net horsepower.

Car and Driver tested a 1980 diesel Seville and it ran zero-to-sixty in a hilariously sluggish 19.7 seconds and a quarter mile elapsed time of 21.5 seconds at 63 miles per hour. Top speed was a lethargic 83 and it took 202 feet to stop from seventy.

Shuffling through old Caddy brochures and reading the tea leaves of the badges and their placement on the fenders, this looks Cotillion White example looks like an '84 model, which would make the base motor the LT8, Cadillac's 4.1L OHV HT4100 V-8 rated at 135 horsepower.

It was photographed with a Nikon D700 and 24-120mm f/4 VR zoom lens in May of 2021. 

1990 Honda Accord

In our neighborhood there's a relatively straight-looking pre-facelift 4th Generation Honda Accord, a 1990 model, going by its Laurel Blue paint job. It even has the little motorized seatbelt gerbils, and is still doing yeoman service as a daily driver.

The current Civic sedan rides on the same length of wheelbase, is three inches wider, an inch taller, about three hundred pounds heavier, and has 38% more power. Broadly speaking, the automotive downsizing trend probably slowed and reversed sometime in the early Nineties.

A 1990 Accord LX sedan started at about fifteen grand, roughly half the MSRP of a base '25 Civic LX four-door. (Of course, adjusted for inflation that 15k in GHWB dollars is about thirty-six thousand Trump Bucks.)

This one was photographed in November of 2021 using an Olympus E-510 and a Zuiko Digital 14-54mm f/2.8-3.5 II zoom lens.

1969 Ford XL Convertible

The originally a trim level on the Ford Galaxie, the XL became its own model for the 1967 model year. Sold as either a coupe or convertible, it was a sporty model that slotted into the lineup between the regular Ford 500 and the plush Ford LTD. 

When the full-size Fords were redesigned for 1969, they got a sleeker, more fuselage-like body and the XL hardtop coupe had slick flying buttress sail panels on either side of the rear window. Riding on a 121" wheelbase and weigh in between 4200 and 4500 pounds depending on which powertrain you selected, these were large cars. 

Under the hood, the base motor was Ford's 240 cubic inch OHV inline six, rated at 150 SAE gross horsepower. Optional V-8s included 2-barrel versions of the 302 and 351 Windsor, which made 220 and 250hp, or the 265 horsepower 2-barrel 390 FE big block.

The badge low on the front fender of this Raven Black 1969 Ford XL convertible indicates it has the Thunder Jet 429 cubic inch big block which could be had in 320 horsepower 2-barrel form, or with dual exhausts and a 4-barrel Autolite carb for 360 SAE gross horsepower.

Car Life magazine tested an LTD sedan with the 4-barrel 429 and saw a zero-to-sixty time of 9.1 seconds and a 16.7 second quarter mile at 86mph. The convertible's only about 75 pounds lighter, so acceleration times should be similar.

This one was photographed in May of 2021 using a Fujifilm X-T2 and an XF 16-80mm f/4 R OIS WR zoom lens.

1971 Oldsmobile Cutlass Supreme Holiday Coupe

With its more formal notchback roofline and standard bucket seats, the Cutlass Supreme Holiday Coupe could be looked at as the top-of-the-line midsize two-door Cutlass...or else as a budget entry in the burgeoning personal luxury coupe market.

The dual-scoop W25 forced air induction fiberglass hood was not on the option list for the Supreme in '71, being a 442-only option, but judging from the stance, I don't think this guy's going for maximum points at the Concours d'Elegance.

Standard motor in the Holiday Coupe was the four-barrel Olds Rocket 350 V-8 making 260 SAE gross horsepower. As a sign of the times, GM advertising for 1971 also included the new SAE net measurement, which was 200 for the Rocket 350. Optional was the L32 Olds Rocket 455 V-8, which made 320 gross horsepower (250 net) and was only available with the 3-speed Turbo Hydra-matic 400 slushbox.

The 1971 and 1972 models are hard to tell apart in these views. The chrome side trim is a '71 thing, for '72 it was gone, replaced with chrome rocker panel trim. Also the headlight surrounds on the '72 were painted black, while these are still chrome.

This one was photographed in June of 2022 using a Nikon D7100 and 16-80mm f/2.8-4E zoom lens.

1964 Pontiac Bonneville Convertible

The Bonneville was Pontiac's flagship full-size car through the Sixties and a perennial strong seller. The 1964 model was the final year of the third generation Bonneville, and carried on the stacked quad headlamp snout that had first adorned the '63 model

It was available as a convertible, like this Yorktown Blue example, as well as two- and four-door hardtops, a pillared sedan and, as the Bonneville Safari, Pontiac's glitziest station wagon.

As the model atop Pontiac's three tiers of full-size cars, above the Star Chief and Catalina, the Bonneville came with the best power plants in the lineup. The base motor was the premium fuel only, high compression version of the 389cid Trophy V-8, featuring a four-barrel carburetor and 306 SAE gross horsepower. (303hp if you ordered the Hydra-Matic.) If you wanted to run on regular, the 230-horse two-barrel 389 was a credit delete option.

The full array of H.O. and Tri-Power 389 and 421 mills were available in the catalog, giving a total of sixteen different powertrain combinations.

Riding on a 123" wheelbase, these were large automobiles, and yet the next year's models would be even longer, wider, and heavier.

The top photo here was taken in July of 2020, using a Canon EOS 5D Mark II and EF 24-105mm f/4L IS zoom lens, while the other three were taken in October of 2016 using an iPhone 6S.

1964 Pontiac Catalina Safari Wagon

The Safari badge was hung on all early Sixties Pontiac station wagons, whether based on the full-size Catalina and Bonneville, or the midsize Tempest.

The Catalina Safari was the less expensive of the two full-size wagons, and the advertising touted that the '64 Safaris "look like Pontiacs, handle like Pontiacs, ride like Pontiacs...and tote like troop transports!"

The basic motor, if you ordered a car with the three-speed manual, was the 235 horsepower 389 cubic inch Trophy V-8, with a 2-barrel carb and an 8.5:1 compression ratio allowing it to run on regular fuel. If the buyer opted for the Hydra-Matic transmission, the baseline motor was also a 2-barrel 389, but with a 10.5:1 compression ratio requiring premium fuel and putting out 267 SAE gross horsepower.

Also available were higher performance 4-barrel and 3x2-barrel versions of the 389, making 306 and 330 horsepower, respectively. If you needed maximum towing grunt (or wanted to surprise unsuspecting normies at a traffic light) there were  four-barrel and tri-power 421 Trophy V-8s on the menu that put out 320 and 350 ponies.

This faded Marimba Red 1964 Catalina Safari wagon was photographed in June of 2022 using a Nikon D800 and a 24-120mm f/4 VR zoom lens.

1958 Chevrolet Impala Sport Coupe

We've looked at the original 1958 Impala before, in the form of a sweet Honey Beige convertible, but I've also spotted this Onyx Black Sports Coupe in the neighborhood. Doesn't it look the business?

The 1958 Impalas were built on the new full-size Chevy's X-shaped frame, but with the wheelbase extended 2.5" over that of the plush Bel Air, regular Biscayne and plebeian Delray. The Delray went away after '58, shifting the Biscayne to the bottom rung of the ladder, and the three-level system of Impala, Bel Air, and Biscayne replaced the earlier hierarchy of Bel Air, 210, and 150, and would persist all the way into the early 1970s.

Chevy hyped the 1958 models as being "lower, wider, longer", which became a trope for the styling trends for all the Detroit Big Three in the coming decade. They also touted the new "Sculpturamic" styling with its gull-wing rear fenders.

This particular one was photographed with a Nikon D800 and 24-120mm f/4 VR zoom lens in September of 2021.

1977 Oldsmobile Cutlass Supreme Brougham

1977 was the final model year for the pre-downsized Oldsmobile Cutlass Supreme. It was also the final year for the fourth generation of the Cutlass nameplate and the third generation of the Supreme trim level.

This generation of GM midsize cars was still rolling on a 112" wheelbase, like their '68-'72 predecessors, but had replaced the graceful pillarless hardtop roofline with what the manufacturer termed a "Colonnade" roof which, depending on how you looked at it, featured either a B-pillar with a small side window abaft it, or else a thick C-pillar with a small opera window-type porthole cut in it. This was due to the same worries about rollover standards that saw the disappearance of convertibles from Detroit.

The Brougham trim level was added to the Cutlass Supreme coupe line for the '76 model year and featured a 60-40 split bench front seat like that found in the larger and more luxurious Olds models, complete with pillowy soft "loose cushion" velour upholstering. It also featured a half-vinyl roof and the debut of rectangular headlamps on a car in the Cutlass line.

The '77 model year saw the 455 Rocket V-8 disappear from the catalog, replaced with a new 403 Rocket V-8, which had a four-barrel carburetor and made 185 SAE net horsepower, only a 5-horse reduction from the 455. The base motor in the Cutlass Supreme Brougham coupe was the 260 cubic inch Olds V-8. This was an economy-oriented motor originally developed for the 1975 Olds Starfire compact, had a two-barrel carb and was rated at 110hp. The final of the trifecta of engines available was the classic four-barrel 350 Rocket V-8, putting out 170 horses. The only transmission was the 3-speed Turbo Hydra-matic.

The White 1977 Cutlass Supreme Brougham coupe with optional styled steel wheels in the photo was snapped in June of 2020 using a Nikon D700 and a 24-85mm f/2.8-4D zoom lens.

1961 Chevrolet Impala Super Sport Convertible

The Impala nameplate, which had begun as a special anniversary spinoff of the Bel Air in 1958, became its own model in the gloriously tail-finned 1959-1960 models. The 1961 model year saw the launch of the third generation of the Impala on GM's new B-body platform. The bodywork was more slab-sided and the tailfins were gone, leaving only vestigial creases atop the rear fenders. The Impala retained the sextet of round tail lamps and featured a stylized “V” in the center of the rear of the decklid.

As with the second generation, the Impala was the top tier of the full-size Chevy model hierarchy, above the spartan, fleet-oriented Biscayne and the mid-line Bel Air. It was available in a full array of coupe, convertible, and sedan body styles. (There wasn't an Impala wagon, per se; the most luxurious trim level of the full size Chevy wagon lineup was called the Nomad, even though it was essentially a five-door Impala.)

New for 1961 was the Super Sport package for the Impala. Available on any model of Impala, the SS package is most closely identified with the Sport Coupes and convertibles.

Unlike regular Impalas, which could be had with the entire range of Chevy power plants of the day, the '61 Impala Super Sport package came with one of three versions of the Turbo-Thrust Special 348 cubic inch OHV big block V-8. The base 4-barrel version had a 9.5:1 compression ratio and was rated at 305 SAE gross horsepower. Next up from that was a 340 horsepower version, still a single 4-barrel, but sporting solid lifters, a hotter cam, and an 11.25:1 compression ratio. The top of the heap was the Super Turbo-Thrust which added triple 2-barrel carbs to the mix for an output of 350 gross horsepower.

The Super Sport package came with a floor-shifted all-synchromesh four-speed manual, although the 305hp motor could be ordered with an optional 2-speed Powerglide.

Midway through the model year, the 348 big blocks were joined by a legendary motor. Chevy bored and stroked the big block to cylinder dimensions of 4.31"x3.5" for a total displacement of 409 cubic inches. The new motor was available with a single Carter 4-bbl carb, making 360 horses.

Back in the mid Nineties, Car and Driver tested a vintage '61 Impala SS Sport Coupe with the 409 and recorded a zero-to-sixty time of 6.7 seconds and a 15.2 second E.T. in the quarter with a trap speed of 94 miles per hour. That 409 coupe cost $3,986 new back in 1961, or about $42k in today's money, so this Jewel Blue droptop would have been a little spendier.

It was photographed in July of 2017, in Enfield, New Hampshire. The top photo was taken with an iPhone 6S, while the lower two were snapped with a Hasselblad Lunar and an 18-55mm f/3.5-5.6 OSS zoom lens.

1992 Volkswagen Cabriolet Wolfsburg Edition

Volkswagen stopped selling the Mk.I Golf, known as the Rabbit, on our shores after the 1984 model year, replacing it with the Mk.II which was badged as the Golf here the same as everyplace else.

There was one exception, however, in that the convertible version soldiered on. It lost its "Rabbit" name, but didn't pick up the "Golf" moniker to replace it, being sold alongside the newer Golf models as simply the Volkswagen Cabriolet.

Interestingly, the Cabriolet bodies were not conversions, but build from the ground up at Karmann's Osnabrück factory and fitted out with drivetrains, suspension components, and interiors provided by VW.

Starting with the 1983 model year and continuing through the end of production of the type after 1992, there was an annual run of special "Wolfsburg Edition" Cabriolets, like the Flash Red one seen here, only skipping the '88, '90, and '91 model years. Despite the name, these weren't built at Volkswagen's Wolfsburg plant, but in the Osnabrück factory alongside the other droptop Karmanns.

This one was snapped with a Nikon D700 and 80-200mm f/2.8 zoom lens in March of 2020.

1963½ Ford Galaxie 500 Sports Hardtop

Halfway through the 1963 model year, Ford altered the roofline on the Galaxie hardtop coupe, then in its third model year of the second generation.

The original roofline, which had sported chunky C-pillars and a nearly upright rear window, was replaced with one that featured thin, sleek C-pillars and a fastback roofline. Dubbed the "Sports Hardtop", not only did the new roofline look sleeker and more modern, it also helped the Galaxies by giving them better high speed aerodynamics on the banked ovals of NASCAR tracks.

Like many cars of the period, the Galaxie 500 Sports Hardtop was available with a bewildering variety of powertrain choices, from the 138 horsepower Mileage-Maker 223 cubic inch inline six and a simple "three-on-the-tree" manual, through 260 and 289 cubic inch small block V-8s, to big block V-8s in 352, 390, 406, and 427 cubic inch displacements. There was even a limited production lightweight car with the 427, intended for drag racing.

This Rangoon Red example was photographed with a Nikon D700 and 24-85mm f/2.8-4D zoom lens in November of 2020.

1976 Cadillac Coupe DeVille

1976 was the final year of the monster fourth generation Cadillac DeVilles, riding on a 130" wheelbase and stretching a full 230.7" from stem to stern.

It was the second year for rectangular headlamps on the full-size Caddies, a feature that seemed terribly modern after decades of all cars in the US having mandatory round sealed beams.

The 500 cubic inch version of the Cadillac 472 Series OHV V-8, originally exclusive to the Eldorado personal luxury coupe, became standard in the DeVille in 1975. New for '76, however, it could be had with either a four-barrel carburetor or a new Bendix electronically-controlled fuel injection setup. 

The fuelie version of the 500 slowed the Malaise Era power slump of the big block Caddy motor, which by 1976 was down to a dismal 190 SAE net horsepower. With the Bendix option, output was 215 horsepower, which was still feeble compared to the 400 gross horsepower boasted by the 500 back when it debuted, largely due to the compression ratio having been reduced from 10.0:1 to 8.5:1 in order to run on unleaded gasoline.

Power brakes were standard, of course, with discs up front and finned drums in the rear. Track Master skid control was available for the rear drums and another ahead-of-its-time optional safety feature on the '76 DeVille was the Air Cushion Restraint System, an early airbag setup. The latter had been introduced in 1974 and was an expensive and rarely-ordered option, so it was discontinued after '76. 

This Georgian Silver Metallic 1976 Coupe DeVille is one of the last of the big Caddies. For '77, the DeVille would be heavily downsized. Almost a foot shorter and a full thousand pounds lighter, the monster 8.2 Litre motor would be replaced by a new 7.0 Litre 425 Series Cadillac V-8.

The one in the pictures was photographed in May of 2023 using an iPhone 13 Pro Max.

2019 Toyota Camry XSE V6

Imagine the feeling of looking at an old black and white photo of some hunky-looking dude at the beach and thinking he's kind of a hottie before having the disturbing realization that "Oh my god, that's grandpa!"

So now you know how I felt when I crossed the street to photograph this badass-looking murdered-out sports sedan before the needle scratched across the record as I realized "Oh my god, that's a Toyota Camry!"

The Camry hit our shores in 1983 as Toyota's blandly sensible midsize family bus. Well, it was midsize by Japanese terms; its 102.4" wheelbase slotted it between the Chevy Cavalier and Citation, size-wise. 

The original Camry was available as a regular sedan or a five-door fastback, packed a 92 horsepower 2.0L SOHC inline four to push its 2,500 pounds down the road, and made its bones via a reputation for being a sensibly priced sedan that got decent fuel mileage (31 city / 43 highway, according to the EPA ratings) and boasted anvil-like reliability at a time when that wasn't any kind of a given for a new car from Detroit.

Camrys got bigger and plusher with each iteration... the second generation of Camry in the US, the V20, now made in Kentucky, added a 2.5L V-6 as an option ...but never had much rep for sportiness. They were the very definition of the Plain Brown Wrapper Sedan, reliable anonymity on wheels.

So when you fast forward all the way to the launch of the XV70 series of Camry for the 2018 model year, you can see why this gnarly Camry XSE V6 just didn't feel very Camry to me.

Its wheelbase is nine inches longer and it weighs a half ton more than that original Camry. Under the hood, the 92hp four cylinder has been supplanted by a DOHC 24V 3.5L V-6 belting out 301 SAE net horsepower.

Car and Driver tested the 2018 Camry XSE V6 and recorded a 5.8 second zero-to-sixty sprint and a 14.4 second quarter mile at 100mph through the traps. Top speed was governor-limited to 136 miles per hour. It's interesting to note that those numbers are next to thing to identical to those put up by the 1968 Chevelle SS396.

This Midnight Black Metallic one was photographed in February of 2021 using a Canon EOS-1Ds Mark II and an EF 28-70mm f/2.8L zoom lens.

1968 Chevrolet Chevelle SS396

The Chevrolet Chevelle was all new for 1968, available as a convertible, coupe, hardtop sedan, pillared sedan, or wagon. Further, it came in several levels of plushness, from the base 300, through the 300 Deluxe, to the Malibu. Much more rounded and aero-looking than the previous iteration of the Chevelle, the coupes were especially good looking. They rode on a shorter 112" wheelbase and had classic long hood and short deck proportions and a graceful fastback slope to the rear window, above the muscular haunches of the rear fenders.  

The top of the Chevelle heap for '68 was the SS396.

Technically the SS396 treatment was an option package that could be ordered on any trim level of Chevelle coupe or convertible, so the cheapest way to speed was to stack it on a basic 300 coupe. The Super Sport treatment added 7" wide sport wheels with polyester-belted F70-14 tires, power front disc brakes, and that all important Turbo-Jet big block V-8.

Under the hood of this Tuxedo Black beast would be one of two different flavors of Turbo-Jet 396. The one that came with the package was the L35, rated at 325 SAE gross horsepower. Optionally the buyer could spring for the 350hp L34 motor. Both motors had the same 10.25:1 compression ratio, Rochester Quadrajet carb, oval-port closed chamber heads, intake & exhaust manifolds, and hydraulic lifters. The difference was that the more potent L34 used the hotter camshaft borrowed from the L36 'Vette 427 motor.

When Car and Driver tested a 1969 SS396 with the L35 motor, 3.55:1 limited slip rear end, and Turbo-Hydramatic three-speed automatic, they recorded a zero-to-sixty time of 5.8 seconds and a 14.4 second quarter at 97 miles per hour.

The one in the pics was snapped with a Nikon D700 and a 24-85mm f/2.8-4D zoom lens in June of 2020.

1971 Cadillac Coupe DeVille

The redesigned fourth generation of the full-size C-body Cadillac DeVille debuted for the 1971 model year. Overall length grew almost an inch from the '70 model, to 225.8", while the wheelbase got a half-inch stretch to 130".

Motive power was provided by the same 472 cubic inch OHV V-8 that had been under Caddy hoods since 1968, but compression was reduced from 10.0:1 to 8.5:1 in order to comply with a GM corporate edict that all engines be able to run on unleaded gasoline. This dropped the rated horsepower from 375 SAE gross bhp to 345. (SAE net horsepower was listed parenthetically in the brochure as 220bhp.)

The Sausalito Green Firemist '71 Coupe DeVille in the photo would have come standard with variable-ratio power steering, power front disc brakes, and a Turbo Hydra-Matic 3-speed transmission with a 2.93:1 rear end.

Motor Trend magazine tested a '71 Sedan DeVille and the 472 cube motor had enough grunt to haul the 5,100+ pound barge to sixty in 10.1 seconds and through the quarter in 17.1 seconds at 82mph through the traps. The slightly lighter Coupe DeVille would have been a corresponding couple of ticks quicker.

The one in the photo was captured with a Nikon D200 and a 24-84mm f/2.8-4D zoom lens in August of 2021.

1960 Chevrolet Impala Sport Coupe

1960 was the second model year for the second generation of Chevrolet's Impala, now its own model line rather than a special edition Bel Air. It could be had as a pillared sedan, a hardtop sedan, a five-door wagon, a convertible, or hardtop Sport Coupe like the one in the picture.

This second generation Impala shared its basic body shell and X-shaped frame with other B-body General Motors offerings from Buick, Olds, and Pontiac, although its 119" wheelbase was shorter than its closest kin, like the Catalina and LeSabre.

The '60 Impala Sport Coupe came with an almost bewildering array of driveline options based around OHV inline-sixes, and small-block and big-block V-8s. The bottom of the motor hierarchy was the 235 cubic inch Hi-Thrift inline six, which made 135 horsepower and could be had with three- or four-speed manual transmissions or the two-speed Powerglide automatic. 

Next up was the Turbo-Fire 283 OHV V-8, in either low-compression, 2-barrel 180hp form or as the Super Turbo-Fire, with a 9.5:1 compression ratio, 4-barrel carb, and 230 ponies. Big block options were the 4-barrel Turbo-Thrust 348 cube big-block rated at 250 horsepower, or the Super Turbo-Thrust, which sported triple deuces on a free-flowing intake manifold and was rated at 280 horsepower. The two performance V-8 options came with close-ratio synchromesh 4-speeds rather than the overdrive 4-speed manuals of the lesser power plants, or else a 3-speed manual or 2-speed Powerglide. 

This Roman Red and Ermine White two-tone '60 Sport Coupe would have been the swoopiest thing in the Chevy catalog that year that wasn't a Corvette.

The car in the photos was snapped with a Nikon Coolpix P7000 in Alliance, Ohio back in July of 2015.

1969 Pontiac GTO Convertible

The second year of the second generation of Pontiac's GTO, the 1969 Goat featured the 400 V-8 as the standard motor. With a 10.75:1 compression ratio, four-barrel carb, and dual exhausts, it was rated at 350 SAE gross horsepower.

For buyers who wanted to run on cheaper regular gas, a two-barrel 400 with a 9.2:1 compression ratio was available, although output dropped to 265 horsepower in that configuration.

The real go-fast options were the two Ram Air engine packages. The basic Ram Air 400, which mated the scoops on the hood to a functional cold-air intake setup and came with a hotter cam, gave the buyer 366 ponies to play with.

The Ram Air IV had different cylinder heads, high-flow exhaust manifolds, a high-rise aluminum intake manifold, bigger carb, and even lumpier cam, yet was hilariously underrated at a claimed 370 SAE gross horsepower. The Ram Air IV package came with 3.90:1 final drive standard and could be had with an optional 4.30:1 rear end, and air conditioning was not available.

Car Life tested a '69 GTO with the Ram Air IV package and recorded a 6.2 second zero-to-sixty time and a 14.4 second quarter mile at 98mph with a top speed of 124 miles per hour.

The Palladium Silver 1969 GTO convertible in the photos has the regular Ram Air option and was photographed with a Nikon Coolpix S6500 in December of 2014.

1974 Oldsmobile Delta 88 Royale Convertible

The General Motors full size B-bodies were stretched even larger for the 1971 model year, although they still rode on a 124" wheelbase. Trunks were enormous, big enough to hold several dead mobsters if packed carefully.

This, the seventh generation of Oldsmobile's 88 nameplate, saw the onset of the Malaise Era. In 1971, the only engine offered in the Delta 88 convertible was the 455 Rocket V-8, in two states of tune: There was the basic 280hp version and the more potent 320hp with dual exhausts. Ominous foreshadowing was that alongside those SAE gross horsepower measurements, the brochure also listed the new SAE net horsepower ratings, which more accurately reflected the output as installed in the car. Using the new measuring system the outputs were 185hp and 250hp.

For 1972, only the net horsepower ratings were given. Further, a more thrifty 350 Rocket V-8 was now the base motor for the convertible. Also, compression ratios were reduced to prepare the cars for an unleaded, low-octane future. The 350 Rocket came in 160 and 180 horsepower flavors, while the 455 Rocket came in single-exhaust 225hp or dual-exhaust 250hp tunes.

1973 added the newly-mandatory bumper up front that was capable of withstanding a 5mph impact, and the 1974 model, like the Colonial Cream convertible in the photo, added the 5mph rear bumper as well.

For 1974 only two powertrains were available in the Delta 88 Royale convertible: The base motor was the 350 Rocket V-8 making 180 SAE net horsepower, or the buyer could opt for the 455 Rocket V-8, which was now rated at a mere 210 horsepower, about the same as the fuel-injected small blocks that would power Mustangs and Camaros in the middle of the next decade.

To add insult to injury, these neutered 455 V-8 models hit dealer lots about the same time as OPEC turned off the nation's imported fuel supply, and they sold terribly. 1975 was the final year for the Delta 88 convertible and 1976 saw the last 455 Rocket V-8s, by which time output had been strangled to a mere 190 SAE net horses. The 1977 model year would see an all new downsized Delta 88 riding on a wheelbase a full eight inches shorter.

The car in the photo was snapped with a Nikon D5000 and an 18-200mm f/3.5-5.6 VR II zoom lens.

1969 Chevrolet Impala Convertible

The fourth generation of Chevrolet's Impala launched for the 1965 model year and received a heavy styling refresh for 1969.

More sharply creased, the '69 Impala saw the disappearance of vent windows and a front bumper that was a flush chrome loop surrounding the egg crate grille and its horizontally-arranged quad headlamps.

The base version of the 1969 Impala convertible started at $3,261 ($27, 830 in today's dollars) and came with the Turbo-Fire 327 cubic inch small block V-8 with a two-barrel carburetor. With a 9.00:1 compression ratio to allow running on regular gas, it was rated at 235 SAE gross horsepower. 

The badge over the front side marker light on this Glacier Blue example says it came with one of two optional 350 cube Turbo-Fire small blocks: The 9.00:1 compression two-barrel LM1 rated at 255 horsepower, or the racier L48. The latter, originally developed for the Camaro SS, had a premium-fuel-only 10.25:1 compression ratio, dual exhausts, and a Rochester 4-barrel carburetor and made 300 ponies.

This example was snapped in September of 2020 using a Nikon D5000 and 18-200mm f/3.5-5.6 VR II zoom lens.

1993 Pontiac Grand Am GT

Pontiac originally used the Grand Am name in the 1970s on a line of midsize A-body coupes and sedans. It was a combination of "Grand" from the upscale Grand Prix personal luxury coupe and "Am" from the racy Trans Am pony car. Sporty imports with more upmarket features from the Celica to the BMW New Class sedans and coupes were making inroads into the US market and Pontiac wanted a sporty-yet-plush car that wasn't a Catalina-size land yacht to compete with them.

The nameplate went dormant in the early Eighties before being revived as Pontiac's version of the front wheel drive N-body coupes and sedans, shared with the Buick Somerset/Skylark and the Olds Cutlass Calais. That generation of the Grand Am was sold from the 1985 through 1991 model years before being replaced with the fourth generation Grand Am for 1992.

This new Grand Am rode on a revamped version of the N-body platform that had been widened so as to share more of its underpinnings with the Beretta/Corsica twins from Chevrolet.

For 1993, the Grand Am could be had as a two- or four-door and came in either the base SE trim, or the sportier GT, like the Bright Blue Metallic coupe in the photo. Its GT-ness is attested not only by the badge on the B-pillar, but also the GT-only 16" alloy wheels. By 1993, ABS was standard on all trim levels of the Grand Am.

The base driveline in the Grand Am GT was the High Output version of the Oldsmobile-sourced DOHC 2.3L Quad 4 rated at 175 SAE net horsepower, backed with a 5-speed manual transaxle. Ordering the three-speed automatic downgraded the Quad 4 to the standard 155hp version. The fender badges on this car show that the original buyer spend the coin for the GM 3300 corporate 3.3L OHV multiport fuel injected V-6, which put out less power than the H.O. Quad 4, being rated at 160hp, but outmuscled it in the torque department, at 185 lb-ft versus the four cylinder's 155.

This one was photographed with an Olympus OM-D E-M1X and M. Zuiko Digital 12-200mm f/3.5-6.3 zoom lens in October of 2024.

2022 Volvo C40 Recharge

This all-electric Volvo C40 was based on their XC40 Recharge Pure Electric BEV crossover SUV, (itself the all-electric variant of the regular XC40, which was originally available as a regular internal combustion vehicle, but now even the base version in the US is a mild hybrid.)

It shares a platform with not only the XC40 but also the Polestar 2 electric car. The difference between the C40  and its XC40 progenitor is that the latter is a typical boxy five-door compact SUV while the C40 sports a zoomy fastback roofline for its rear hatch.

The C40 is only available in an all-electric dual-motor format, with separate motors for the front and rear wheels. Tallying up the output of both motors, it has 402hp, and sprints to 60 in 4.2 seconds on its way to a 12.9 second quarter at 108 miles per hour. Top speed is governed to 115, and for a lardy little truckette that weighs in at 4,763 pounds, batteries included, it even manages to circle a skidpad at 0.82g, which was IROC-Z territory when I was a kid. Range is supposed to be 228 miles.

The only car I've ever owned that would come close to those acceleration numbers had a fire extinguisher strapped to the transmission tunnel, five-point harnesses, required ether to be squirted down the carb throats in order to crank on any morning cold enough to need a jacket, and idled like a paint mixer. (Probably had about the same range, too.) This thing, on the other hand, is invisible in the Fresh Market parking lot; just another grocery getter.

This Onyx Black example was photographed in July of 2022 using a Nikon D7100 and the excellent 16-80mm f/2.8-4E DX zoom lens.

1964 Chevrolet El Camino

Revamped along with the Chevelle from which it was derived, the '64 El Camino was essentially a 2-door Chevelle 300 2-door wagon with a pickup bed where the load area would be. It even came with the same 115" wheelbase and carried "Chevelle" badges on the front fenders to complement the "El Camino" ones on the rear quarters. It came with either the Hi-Thrift 194 cubic inch inline six as the base motor or the optional Turbo-Thrift 230cid inline six, producing 120 and 155 SAE gross horsepower, respectively.

Also available as options were two flavors of the 283 cube Turbo-Fire V-8, in either two-barrel 195 horsepower form, or with a four-barrel carb and dual exhausts for an output of 220 horsepower. The "V" badge on the fender and the left-side exhaust outlet visible at the rear would indicate that this one's got the hotter of the two small blocks.

Grumbles in the press of the time complained that the midsize Chevelle and its hybrid El Camino cousin lacked really powerful engine options so halfway through the model year Chevy added two flavors of the new 327 cubic inch small block: A 250hp two-barrel motor and a high-compression four-barrel with dual exhausts and a rating of 300 SAE gross horsepower.

This super-straight Ember Red example has the "V"-badges on the fender denoting a V-8 and dual exhausts, so it has one of the spicier powertrains. It was photographed with a Nikon D700 and a Nikkor 24-120mm f/3.5-5.6 AF-D "street sweeper" zoom lens in June of 2019.

1965 Volvo 122S Wagon

The five-door station wagon version of Volvo's 122S (sold elsewhere as the Amazon) debuted on our shores as a 1963 model.

It was powered by Volvo's 1.8L overhead valve inline four, with a pair of sidedraft SU carbs and an 8.5:1 compression ratio, producing 90 SAE gross horsepower. Transmission choices were initially either a 3-speed or 4-speed manual gearbox, although starting in 1967 the Borg-Warner BW35 three-speed auto, previously only available in the sedans, was offered in the wagon, too.

The front-engine, rear-wheel-drive Volvo 122S was no bolt of lightning. Road & Track tested a 1966 122S sedan with the Borg-Warner slushbox and recorded a zero-to-sixty time of 15.8 seconds and a 20.6 second elapsed time in the quarter mile with a trap speed of 67 miles per hour, with the car eventually wheezing all the way to 90mph. But they were way ahead of their time in occupant safety, build quality, and features like standard front disc brakes at a time when those were still bordering on racing exotica.

The tailgate was a clever two-piece arrangement. The glass hatch folded upward while the tailgate itself folded down. If you were carrying an oversized load, the license plate holder was hinged along the top edge so that it could be folded down to where it was visible with the tailgate lowered.

Base price on a Volvo 122S wagon for '65 was $2,860, which is just shy of $28,000 in current dollars.

This one was photographed in July of 2024 using a Nikon D700 and 28-200mm f/3.5-5.6G zoom lens.

1968 Pontiac GTO Convertible

For 1968 the GTO, along with the rest of its General Motors midsize A-body stablemates, got a serious redesign. While still utilizing body-on-frame construction, the body was much sleeker, with a waisted, coke-bottle look and contemporary fastback styling for the roofline.

The vertically-stacked quad headlamps went away, replaced by horizontally paired ones. A popular option on the '68 Goat was a hidden headlamp setup, with vacuum-operated doors that blended with the grille covering the headlamps when they were off. The headlamp doors on this Solar Red 1968 GTO convertible seem to be stuck in the open configuration.

One distinguishing feature of the GTO, heavily hyped in the advertising of the time, was the body-colored synthetic Endura nosecone, which would shrug off low-speed impacts without permanent deformation.

The single hood scoop on the previous GTO was replaced with a pair of nostrils atop the hood, which were purely cosmetic affectations unless you ordered the Ram Air package, in which case they were plumbed to the air cleaner housing for a functional cold air intake.

The base motor for '68 was the 350hp small-journal 400 cubic inch Pontiac V-8. Since the base motor had a 10.75:1 compression ratio and therefore required premium fuel, a no-cost option was an 8.6:1 compression 400 with a 2-barrel carb and single exhaust, rated at 265 SAE gross horsepower, but it could only be had with the 3-speed Turbo Hydra-Matic.

The spicier options were the 400 H.O., which came with an unsilenced air cleaner and freer-flowing dual exhaust for an output of 360 horses, and the aforementioned Ram Air 400, which offered numerous small upgrades like the aforementioned functional cold air intake and a lumpy race cam. The Ram Air package mysteriously shaved time off the quarter mile but didn't budge the brochure horsepower from the 360 advertised for the H.O. version. Insurance agents must have been amazed.

Motor Trend tested a coupe with the base motor, 3-speed slushbox, and 3.23:1 rear end and recorded a quarter mile elapsed time of 15.93 at 88mph through the traps.

The car in the photos was snapped with a Nikon D700 and 28-200mm f/3.5-5.6G zoom lens in July of 2024.