1994 Mitsubishi 3000GT VR4

After its launch as a 1991 model, the Mitsubishi 3000GT received a serious makeover for '94. Gone were the popup headlights and separate caps over the strut towers that distinguished the previous version, giving a smoother, more up-to-date appearance to the coupe's snout. Likewise gone were the quadruple strakes that sliced up the scoops on the original's flanks.

In the US market the car could be had in the base 3000GT form, the plusher 3000GT SL, and the twin-turbo AWD 3000GT VR-4, like the Caracas Red one in the photo.

While the lesser two models had a normally-aspirated 222hp 3.0L DOHC V-6 driving the front wheels, the VR4's motor sent 320hp to all four wheels through your choice of four-speed slushbox or a Getrag six-speed manual.

Car and Driver's test of a '94 model with a manual recorded a zero-to-sixty time of 5.1 seconds and a quarter mile E.T. of 13.9 at an even hundo through the traps. Top speed was measured at 153 miles per hour and cornering at 0.92g. Price as tested was $43,190 in 1994 dollars, or a bit over $97k in today's money.

This one was photographed using a Fujifilm X-E1 and a Zeiss 32mm f/1.8 Touit lens in September of 2018.

2016 Cadillac ATS-V Coupe

The Cimarron faceplanted and the Catera stumbled so this car could fly.

With the ATS, especially in its ATS-V coupe configuration, General Motors' most bougie division finally produced a genuinely desirable sporty car in a size comparable with the more compact offerings from the high-end Euro manufacturers.

Built on a shortened version of the GM Alpha platform, the ATS  had a wheelbase something like five inches shorter than its CTS sibling and even an inch shorter than the sixth generation Camaro.

Powered by a twin-turbo direct-injected 3.6L DOHC alloy V-6 cranking out 464 ponies, the ATS-V coupe came standard with a Tremec six-speed manual, although if your soul was dead inside you could get a six-speed automatic.

When Car and Driver tested a manual transmission car it managed a 4.2 second zero-to-sixty dash and put away the quarter in 12.6 at 115. It circled the skidpad at a hold-on-to-your-Big-Gulp 0.97g. Price as tested was $74,450 or about $103,600 in today's smaller dollars.

The Radiant Silver Metallic example in the picture was photographed with a Canon EOS R and an RF 24-105mm f/4-7.1 IS zoom lens in August of 2025.

2015 BMW M4

The M4 designation was new in the US for the 2015 model year at BMW. No longer would there be two- and four-door 3-series cars. Now the 4-series would be the name for the two-doors and their four-door siblings would retain the 3-series moniker... unless they had fastback hatches in which case they were "Gran Coupes" and badged as a 4-series. BMW's naming was getting a little incoherent if you ask me, but I don't have a degree in marketing so probably you shouldn't.

The F82 was the designation for the M coupe derived from the regular F32 4-series. Motorvated by BMW's S55 twin-turbo 3.0L DOHC inline six rated at 425 SAE net horsepower, the car could be had with the buyer's choice of a ZF six-speed manual or a seven-speed dual-clutch automatic.

When Car and Driver put a 2015 car with the dual-clutch gearbox through its testing procedure, the 3,615 pound coupe laid down a 3.7 second sprint to sixty and scorched the quarter in twelve flat at a buck nineteen. The governor shut off the fun at 163mph.

The base price for the M4 was $65,150 but options like the $8,150 carbon-ceramic brakes and $2,900 DCT box pushed the MSRP of the test car up to $86,225, which is about $121,500 in current coins.

The Yas Marina Blue example in the photos was snapped a couple times back in July of 2021 using a Sony RX100.

1972 Triumph TR6

Another Triumph TR6, predating the gnarly bumper overriders. That and the Saffron color would seem to indicate a 1971 or 1972 model.

This one was photographed with a Canon EOS R5 and a 24-240mm f/3.5-6.3 IS zoom lens in June of 2026. 

1965 Chevrolet Impala Super Sport

The 1965 model year debuted a whole new generation of full-size Chevrolets. Gone was the X-shaped frame, replaced with a conventional perimeter frame. Dubbed the "Girder Guard" frame by Chevy, this allowed a lower central transmission tunnel and floor.

The new Impala retained the iconic six round taillights of the outgoing fourth-generation cars, and gained almost three inches in length, although wheelbase remained largely unchanged (the new cars was actually a hairsbreadth shorter.)

Midway through the '65 model year the old W-series Turbo Thrust big block went away, replaced with the new 396 cubic inch Turbo-Jet V-8, which would provide the basic Chevy big block architecture through 1990.

While regular Impalas could be had in a variety of shapes, pillared and hardtop, coupe or sedan or convertible, the Impala Super Sport only came as a convertible or a hardtop Sport Coupe like the Mist Blue example in the photos. While boring people could order a Super Sport with any Impala powerplant, including the 140hp Turbo-Thrift 230cid inline six... we've seen '65 Impalas with 283 and 327 small blocks on these pages before ...the "396 Turbo-Jet" fender badges tell us this Impala is ready to party.

Most 396 Impalas had the hydraulic lifter 325hp version of the motor, but for maximum performance a solid-lifter 425 pony variant was available. Motor Trend tested a 325hp 396 backed by a three-speed Turbo-Hydramatic in a Caprice hardtop sedan. With a 3.08 rear end the big Chevy managed an 8.9 second time to sixty and a trip through the quarter in 16.7 at 85mph on the way to a top speed of 103.

The one in the pictures was photographed with a Canon EOS R5 and an RF 24-240mm f/3.5-6.3 IS zoom lens in June of 2026.

1965 Buick Electra 225 Convertible

Buick was the second-tier brand in the General Motors "Ladder of Success" hierarchy, just behind Cadillac, and the Electra 225 was at the top of the Buick heap.

The Electra had been introduced in 1959 and was named after Texas socialite Electra Waggoner Biggs, sister-in-law of GM President Harlowe Curtice, replacing the Roadmaster nameplate as the flagship offering from Buick.

1965 marked the debut of the third generation of the Electra, available as a pillared sedan, two- or four-door hardtop, or a convertible, like the Bamboo Cream one in the photos here.

Several versions of the "Nailhead" Buick V-8 could be had, with the 401 cubic inch 325 horsepower motor as standard equipment. For more money, the buyer could opt for the 340 horsepower 425 cubic inch V-8 with a single four-barrel or a dual-quad 425 rated at 360 horses.

Buick advertised these engines by their torque output, calling them the Wildcat 445, Wildcat 465, and the Super Wildcat. All three were backed by the Super Turbine 400 three-speed automatic (Buick's house name for the TH400 Turbo Hydramatic.)

This example was photographed with a Sony a77 and a Sony Zeiss 16-8mm f/3.4-4.5 zoom lens in May of 2026.

2001 Isuzu Rodeo LS

The 2001 model year debuted the facelift for the second generation Isuzu Rodeo on the US market, with a better blended grille and bumpers. The two door version, formerly sold as the Amigo, was now the Rodeo Sport. Cars for sale on our shores were built at the Subaru plant just up the road from me in Lafayette, Indiana.

Like the first generation Isuzus, these were body-on-frame vehicles, rather than of unibody construction.

While the base Rodeo S came with a standard Holden-sourced 2.2L DOHC inline four making 130 horsepower, the more upscale Rodeo LS had a 3.2L DOHC 24-valve V-6 rated at a respectable-for-the-era 205 ponies. Both could be had in RWD or 4WD form.

Base price for this Garden Green 2001 Rodeo LS would have been somewhere in the neighborhood of $24,000, or about $45,400 in current dollars in RWD format. This one was photographed in November of 2025 using a Sony a77 and a 16-50mm f/2.8 zoom lens.

1991 Lincoln Mark VII LSC

The Mark VII was the first really downsized of the Lincoln Mark series, since while the previous Mark VI was definitely smaller than its supertanker-sized predecessor, it still shared its Panther platform with the full-size Ford LTD Crown Victoria and Mercury Grand Marquis sedans.

The Mark VII, on the other hand, rode on the Fox platform of the Thunderbird and Mustang.

For the first couple model years you could get a BMW-sourced 2.4L turbodiesel inline six under the hood, but 'Murrica was not ready for diesel luxury cars at the time... thanks, Oldsmobile! ...so pretty much any Mark VII you run into will be motivated by Ford's trusty 5.0L Windsor pushrod V-8. All of them were fitted with four-speed automatic transmissions.

The Arctic White one in the picture is, going by the combination of third brake light and the style of the wheels, is a late one. By this time it only came in two flavors, the Bill Blass designer edition and the LSC, for "Luxury Sport Coupe". The only powerplant available was the 5.0L H.O. V-8 with Sequential Electronic Fuel Injection, which was shared with the Mustang GT and put out 225 SAE Net horsepower.

Car and Driver tested a 1988 model with the 225-pony H.O. mill and recorded a zero-to-sixty time of 8.0 seconds and a 16.1 quarter mile at 88mph through the traps. Top speed was measured at 120 and the LSC circled the skidpad at 0.74g, which was fairly sporty by plush-bottomed luxobarge standards of the day.

This one was photographed in December of 2018 using a Fujifilm XF1.