1965 Pontiac GTO

Technically the GTO wasn't a separate model yet, but rather an option package on the midsize Pontiac Tempest, and 1965 was its second model year.

Cosmetically distinguished from the original '64 most readily by its vertically-stacked quad headlamps, the GTO's crisp lines blended right in to the mid-Sixties Pontiac lineup.

Unlike the two ornamental fake intakes on the previous model year, the 1965 had a single bulged scoop in the center of the hood. However its two chrome nostrils were similarly non-functional, although a dealer-installed cold air intake kit was available.

Pontiac called its acrylic lacquer paint "Magic Mirror" back in '65 and this Goat is finished in Starlight Black.

It was available as a convertible, a hardtop coupe (like the car in the photo) or a pillared sport coupe. The base engine was a four-barrel 389 cubic inch pushrod V-8 making a claimed 335 gross horsepower, with a triple deuce 360 horsepower Tri-Power 389 as a $115.78 option (that's $1,227 in 2026 dollars.)

The car came with a Hurst-shifted three-speed manual as standard, with optional four-speed manual (in either close- or wide-ratio flavors) and two-speed automatics.

Car Life tested a well-optioned 1965 hardtop coupe with the Tri-Power motor, four-speed manual, and 3.90:1 Safe-T-Track rear axle and clocked a 5.8 second sprint to sixty and a 14.5 quarter at 100mph. Fuel mileage in the 3,590-lb car during the test was in the 11-14mpg range and top speed was measured at 114.

Total price, all optioned up, was $3,579, which is about $38k in current bucks.

The one in the photo was snapped in August of 2026 using a Nikon Zfc and a Tamron 17-70mm f/2.8 zoom lens.

2006 Volvo V70 2.5T

The V70 replaced the Volvo 850 wagon in the 1996 model year (the S70 replaced the 850 sedan). Compared to its predecessor it was much more rounded at the edges, with the company's traditionally staid boxiness bowing to aerodynamic realities.

That first generation ran for four years before getting replaced in the North American market by the even more rounded second generation of V70, which in turn received a mid-cycle refresh for '05.

The second generation of the V70 utilized Volvo's P2 platform, which had a transversely-mounted engine powering either the front or all four wheels.

The base motor for 2006 was a normally-aspirated 2.4L DOHC inline-five making 168 SAE net horsepower. The optional upgrade was a turbocharged 2.5L version of the same engine, featuring variable valve timing on both camshafts and cranking out 207 horses. With the standard five-speed automatic gearbox, these would do zero-to-sixty in a shade under seven seconds.

The Lunar Gold Metallic example in the photo was snapped in December of 2024 using an Olympus OM-D E-M1X and an M. Zuiko Digital 12-200mm f/3.5-6.3 zoom lens.

1975 Pontiac Firebird Trans Am

The Malaise Era was well and truly underway by the 1975 model year. At least initially, the 455 V-8 disappeared from the Firebird option list, leaving the 400 cubic inch L78 V-8 as the sole motive source for the Trans Am.

Compression had been reduced to 7.6:1 which slashed output to a dismal 185 SAE net horsepower. Standard transmission was a wide-ratio four-speed manual, with optional close ratio four-speed or a Turbo 350 three-speed slushbox.

When Road Test magazine clocked a three-speed auto car with a nosebleed-tall 2.56 rear end, the two-ton 'Bird dawdled down the quarter mile in 17.99 seconds, oozing through the traps at 79mph.

While the 455 was brought back halfway through the model year, it may have been labeled "HO" in the ad copy, but it was just a low-compression station wagon motor that only managed an output of 200 ponies.

'74 and '75 models are easily identified by the black rubber bumper strips, with the 1975 model having a larger, wraparound rear window.

The Cameo White one in the photos was captured in August of 2026 using a Canon EOS RP and an RF 24-105mm f/4-7.1 IS zoom lens.

1966 Plymouth Barracuda Formula S

Mopar fans will gleefully point out that Ford's "original pony car" was actually beaten to the showroom floor by Plymouth's offering in the youthful sporty coupe category, the Barracuda. (Maybe the category should be called fishy cars?)

This was possible because the Mustang was one of the most poorly-kept secrets in Detroit and, while it relied heavily on shared mechanicals with the compact Falcon, the Barracuda was simply a Valiant hardtop coupe with a new glass fastback and bucket seats.

Like the Valiant (and the Mustang, for that matter) the base engine in the Barracuda was a thrifty inline six. For 1966 this meant the bulletproof 225 cubic inch Slant Six rated at 145 horsepower, with an optional 273 cubic inch V-8 breathing through a single 2-barrel carb and single exhaust, making 180 ponies.

The performance-oriented Formula S model got the four-barrel, dual-exhaust Commando 273 V-8, which had a 10.5:1 compression ratio and put out 235 gross horsepower. Formula S buyers could get a floor-shifted four-speed manual or three-speed automatic.

Car and Driver tested a Formula S with the three-speed auto and 3.23 rear end. They clocked a zero-to-sixty time of 9.1 seconds and a 17.6 quarter at 81mph through the traps. With an auto transmission, front disc brakes, and factory racing stripes, the well-optioned test car stickered at $3,011.81 which is about $31,000 in today's dough.

Alas, the purple color on this one is a repaint job. "In Violet" wouldn't be a factory Barracuda color for another few years.

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

1971 Maverick Grabber

Ford's Maverick debuted for the 1970 model year as a compact intended to compete against the likes of Chevy's Nova and the Dodge Dart. It was initially only available as a base two- or four-door sedan, but for the 1971 model year, a sportily-styled version was introduced, known as the Maverick Grabber.

While it came with snarly-looking scoops on the hood and a ducktail spoiler on the decklid, it was all bark and no bite. The scoops were non-functional dummies and the base motor was still the 170 cubic inch pushrod inline six with a one-barrel carb making a bare hundred horsepower.

The base transmission was a three-speed manual. Optional engines for '71 were the 200 and 250 cubic inch sixes, rated at 115 and 145 horsepower, respectively. With the bigger sixes, a buyer could also order a three speed C4 SelectShift automatic.

Late in the model year Ford finally offered a V-8 option for the Maverick, albeit a two-barrel 302 Windsor rated at 210 SAE gross horsepower. Hot Rod magazine tested a 302 Grabber with a three-on-the-tree in April of 1971 and recorded a best quarter mile e.t. of 17.1 seconds at 85mph. 

The example in the photos, in Medium Yellow Gold, has lost its original grille and front bumper. Since the grille is where the turn signals were mounted, the current owner has rigged amber lamps in the dummy hood scoop inlets to serve as front turn signals.

This one was photographed in Peru, Indiana in April of 2014 using a Canon EOS Rebel XTi and an EF-S 18-135mm f/3.5-5.6 IS zoom lens.

2009 Buick Lucerne CXL

With Oldsmobile getting shuttered in 2004, Buick's portfolio had a bit of room to expand into sportier territory, but this happened at a time when the US auto market was careening SUV-ward at an increasing pace.

In response, Buick shrank their sedan selection by half. The midsize Century and Regal were replaced with the W-body LaCrosse, while the full-size LeSabre and Park Avenue nameplates were binned in favor of the new Lucerne.

The Lucerne shared the G-body front wheel drive platform with the Cadillac DTS. For the 2009 model year, the base version was known as the CX, and there were optional CXL (like the Crystal Red example in the future) and Super packages, with the former being luxury-oriented and the latter more sporting.

Riding on a 115.6" wheelbase, the engine in the CX and CXL was the 3.9L corporate pushrod V-6 rated at 227 horsepower. The Super buyer got the 4.6L DOHC Northstar V-8, making 292 ponies. 

Buick was on one of its heritage styling kicks again, and so "Ventiports" were back on the front fenders, three per side in six cylinder cars and four each on ones with the Northstar. MSRP for the Lucerne CXL was $32,520 which is about $50,600 in current dollars.

This one was photographed with a Nikon D4 and 28-300mm f/3.5-5.6 VR zoom lens in July of 2026.