Currently listed on AutoHunter is this 2003 Dodge Viper SRT-10, which has racked up only 26,673 miles since new. Its vented hood covers an 8.3-liter V10, which is connected to a six-speed manual gearbox. Finished in Viper Red and equipped with a black soft top over a black leather and microfiber interior, this “ZB I” Viper comes from a California dealership with an owner’s manual, a service manual, a clean CARFAX report, and a clear title.
The exterior of this third-generation Viper is finished in Viper Red, which is sure to turn heads. Other exterior features include fog lights, hood scoop and hood vents, power mirrors with body-color caps, black soft top with heated glass rear window, and thermally insulated side pipes.
This metal snake slithers down the road on 18-inch front and 19-inch rear chrome factory wheels, which are wrapped in 275/35 front and 345/30 rear Michelin Pilot Sport tires.
A pair of black leather and suede-like microfiber bucket seats with deep bolsters hold the driver and passenger in place. Interior features include push-button start, power windows, air conditioning, and an AM/FM radio with a six-disc CD changer.
The instrumentation in the main cluster and the center stack consists of a 7,000-rpm tachometer, 220-mph speedometer, and gauges for the fuel level, oil pressure, oil temperature, and engine temperature. The digital odometer shows 26,673 miles. According to the CARFAX report, the last mileage reading in August 2020 was 25,143 miles.
As a Viper should, this first-year SRT-10 model has a 10-cylinder engine – in this case, an 8.3-iter V10. At the factory, it was rated at 500 horsepower and 525 lb-ft of torque. A six-speed manual gearbox helps send the massive engine’s output to the limited-slip rear end.
A set of four-wheel power anti-lock disc brakes keep this powerful serpent from striking too hard and making an asp of itself.
If you want to make this low-mileage American performance car yours, bid now. The auction for this 2003 Dodge Viper SRT-10 ends on Wednesday, April 2, 2025 at 12:00 p.m. (PDT).
Kermit once sang, “It’s Not Easy Being Green,” a paean to success in the face of adversity. The color green indeed has faced adversity over time as it’s very much a color of the moment. Our Pick of the Day may be one of those cars to some but, to us, it also is the quintessential 1970 car. In the case of this 1970 Dodge Challenger R/T SE, she’s listed for sale on ClassicCars.com by Adventure Classic Cars in Clearwater, Florida.
You may have read about the Challenger T/A that was our Pick of the Day several days ago, but this Challenger is of a different stripe: rather than being a small-block pony car to carve the road, this Challenger is a big-block monster for the straight line. It’s also unusual among muscle cars due to its luxurious content, so it’s worthy of discussion and comparison.
The Challenger SE (Special Edition) was influenced by the Mercury Cougar XR-7, a pony car that featured many luxurious and European touches. The SE featured a number of comfort, convenience, luxury, and appearance items that distinguished itself from the regular Challenger: outside, there were unique bright trim touches including molding around the front splash pan, stainless steel belt moldings at the base of the side windows, and the back of the hood and front fenders, and a distinctive aluminum-finished panel on the face of the rear deck. A vinyl top with a small, formal rear window completed the package.
Inside, leather and vinyl bucket seats were standard (with cloth and vinyl or a fancier vinyl design for those who did not want leather). Door panels featured carpeting along the lower part of the door, plus wood-grain accent panel and reflector. An overhead console in the headliner featured warning lights like “door ajar,” “fasten seat belts,” and “low fuel.” The Challenger SE was available in two versions: one with the 225ci “Slant Six” and another with V8s including a 318 two-barrel, 383 two-barrel, and 383 four-barrel.
Dodge also offered a luxurious performance model with the Challenger R/T SE. Everything that made the SE special was included, plus the R/T equipment that featured a standard 383 four-barrel, with a 440 four-barrel, 440 Six Pack, and 426 Hemi being options. In comparison, the Cougar XR-7 never had a performance version, though performance engines could be ordered; likewise, the Challenger SE and R/T SE never had a convertible like the Cougar XR-7.
Only 3,979 Challenger R/T SEs were built in 1970, of which 3,741 were built for the U.S. market. Of those, 875 featured the 375-horsepower 440 Magnum, of which only 142 were backed by a Pistol Grip four-speed. It’s also, shall we say, green—dig the Light Green Metallic paint, green vinyl top, and green cloth and vinyl interior. The original owner specified stripe-delete (as evidenced by the “V68” code on the fender tag), so there’s nothing to break up the green, though the original buyer could have specified a green longitudinal or Bumblebee stripe to make the Challenger quadruple green.
This 1970 Challenger R/T SE features a 440 four-speed, which means it has one of two axle packages, in this case the “A33” Track Pak with 3.54 Sure-Grip and heavy-duty Dana rear. Other features include console, AM radio, power steering, left-hand remote mirror and right-hand mirror, upgraded aluminum radiator, Mallory Unilite electronic ignition, and Rallye wheels. And, being an R/T, it has the Rallye instrument cluster including tach.
Sure, that’s a lot of green, but this car screams 1970 in ways few can, so we think it’s time to embrace the green. It’s the color of money ($69,990) and the color of envy, the latter of which we’ll be once we catch you pulling hole-shots in it.
Here’s some trivia that I’ve never thought about: despite being long in the shadow of the Pontiac Trans Am, did you know that the 1980 Chevrolet Camaro Z28 was the first that was powered by an engine bigger than the Firebird’s? Pontiac ditched the 400 after 1979, leaving a 210-horsepower 301 Turbo as the top engine.
The 1980 Camaro Z28 continued to use a trusty 350ci V8 (and, in a first, cars destined for California received a 305), with horsepower rising 15 to 190. This wouldn’t last, however, as the 1981 Z28 was downgraded to a standard 305 and an optional 350 that didn’t reach the same heights. As it turned out, 1980 ended up being the top year for the latter days of the second-generation Camaro Z28.
Jerry Palmer, a Chevrolet stylist, has claimed he designed this monochromatic look to be part of the 1974 redesign, but John DeLorean shot it down. It finally appeared in 1978 and, while looking fabulous with the feature car’s gradated Z28 striping, it was a Trans Am world and nothing in America could compete. Nonetheless, a very generous 45,137 Z28s were built.
Muscle Car Campy joins Rick Piscione for a ride in his unrestored four-speed 1980 Camaro Z28. He’s owned many classics, but this Chevy pony car currently is his funmobile for sunny Florida jaunts.
If you enjoy this segment, be sure to check out more videos from Muscle Car Campy.
If you go to theNissan Nismo parts and accessories website, you’ll see you can order brakes, exhaust hardware, suspension components, and much more to upgrade your Z. Got a Titan? Choose from the Nismo Off Road selection of parts. You can also represent the brand by wearing Nismo-branded clothing and hats. If you look hard enough, you’ll see that Nissan also offers a Z Nismo Precision Sushi Knife.
To create this unusual lifestyle accessory, Nissan Design America collaborated with Chef Hiroyuki “Chef Hiro” Terada and Japanese knifemaker Kiryu. Satoshi Kiryu, principal knifemaker, was a natural fit for the project in more than one way. Not only has he been working for 48 years at the company his grandfather started in 1927, but he’s also a big Z fan. “When I was a kid, the Fairlady Z was my favorite car, especially the 240Z. It was such a cool-looking car,” Kiryu said. “Today, we have a new Z that reminds me of the first Z’s design. When Nissan approached me for this project, I was so happy.”
After laser-cutting each 8.27-inch, double-beveled blade, Kiryu quenches, tempers, grinds, and polishes it. Using oxide film on stainless steel, he then applies a kuro zome (black-dyed) finish. Once the blade is attached to its buffalo horn handle, Kiryu begins one of the most significant parts of the construction sequence. “Sharpening is the step in the process that demands the most attention – you must balance the amount of steel on each side of the blade. If not balanced, the blade is not symmetrical.”
Each knife has an obvious visual connection to Nismo and the new Z as a whole. According to Nissan Stories, “Crisp lines conjure images of Z’s iconic silhouette, mirroring the katana (samurai sword)-inspired silver roof accent that emphasizes the car’s side profile. The striking red spacer on the buffalo horn handle reflects the unmistakable red accents exclusive to the NISMO edition’s bodywork.”
Just like the Z, the Z Nismo Precision Sushi Knife has a function to its form. Chef Hiro, a Miami-based chef who is known on YouTube for his sushi creations, insisted on making a knife specifically for sushi as opposed to a multipurpose piece. The end result is a handcrafted knife, each one individually marked, with the blade number engraved in red. In addition to the Z logo, there’s also Chef Hiro’s signature and Kiryu’s insignia. The outside of each knife’s black-lacquered box wears the Nissan logo as well as Chef Hiro’s name; inside the lid is a visual history of the Z logo going all the way back to 1969, when the first model came out.
So how much is the Z Nismo Precision Sushi Knife? We’ll cut to the chase: Only 240 will be produced and it’ll cost $300.23 to get one. Does that seem a little steep? Don’t worry. You can’t get one anyway because they’re all sold out.
Have you ever heard of the C10 Nationals? Dubbed “America’s Truck Event,” the program has been going on since 2018 and is gaining momentum around the country. C10 Nationals is geared toward Chevrolet and GMC trucks from 1947 through the current model year. Included on the agenda for each event are a swap meet, a cruise, a show, a dyno challenge, a vendor area, an autocross event and an awards ceremony. Talk about action-packed!
As you are reading this, in fact, there is a C10 Nationals event taking place at the Las Vegas Motor Speedway in Nevada on March 28 and 29. Don’t sweat it though, because you still have time to buy a C10 and attend the next one – it is slated for May 9 through 10 at Texas Motor Speedway in Fort Worth.
The truck received a complete restoration, and its Medium Olive and White color scheme stays true to the original build. Features include chrome brightwork, body side moldings, dual side mirrors and newer Hankook Kinergy whitewall tires.
According to the Protect-O-Plate that comes with the truck, it was originally sold from Hansen Motor Company in Roseburg, Oregon, on March 14, 1972. The Service Parts Identification sticker says that it came optioned with a front stabilizer, a hydraulic brake booster, upgraded gauges, body side moldings, heavy-duty rear springs, power steering and the Custom Deluxe package.
Known for its enduring appeal, the “Action Line” C10 pickup was produced from 1967 through 1972 and is an undisputed American classic today. The truck was so popular when it was new that General Motors was producing it in 11 different assembly plants to keep up with demand – including two in South America and one in Canada.
Power comes from a 350ci small-block V8 mated to a rebuilt 700R4 four-speed automatic transmission. The listing says that the powertrain has been upgraded with a four-barrel carburetor, an Edelbrock intake manifold, an MSD distributor, a high-torque starter, ceramic-coated headers and aluminum valve covers. Maintenance wise, the oil was changed and the spark plugs were replaced in December, so the truck is mechanically sound.
Does this Action Line make you want to get in on the enthusiast action? You can drive it to Fort Worth for the C10 Nationals event in May. Stay tuned to the community’s YouTube channel to get a glimpse of the action in the meantime.
There are some cars that you know are special the minute they come on the market. Think cars like the Ford GT, Porsche 911 Speedster, Lexus LFA. All were cars I knew when they were launched would be collectible. Most interesting is that not all of these cars were an instant success. The Ford GT sat in showrooms for years, and the LFA was a car that many simply did not understand and was so outside the traditional Lexus universe that it almost seemed it was from another manufacturer. Another one of these cars is the BMW Z3 M Coupé. This was a car that was not universally loved when new but another that I knew would be a collector car.
One of the reasons is that the BMW Z3 M Coupé, which quickly gained the nickname “Clownshoe” (and not meant in a nice way), was very polarizing to journalists. Most thought that it was a bit weird and, though offering strong performance, it lacked the great styling of most BMWs of the past. The awkward looks certainly took some getting used to! Sometimes developing a car that is controversial leads to a model that over time no one cares about. Often, though, these cars develop a mythology and become a car that, years later, those in the-know buy and tell people about. The BMW Z3 M Coupé is just one of those cars and, these days, the Clownshoe name is said with respect and endearment.
This Z3 M Coupé is finished in its original Arctic Silver paint over an original Black and Grey leather interior. It is stated to be a completely rust-free California car that has had excellent care over the years.
With the the supremely reliable S52 engine, it means this Z3 M Coupé is a first-generation car, so it benefits from considerably lower service costs than the later, more powerful S54 engine. This is the configuration I prefer for the Z3 M Coupé as the more powerful S54 can also be a bit of a handful at the limit, magnified by its additional power. To me, this makes the first-generation cars the best balanced of the model.
This car has a great service history, another important thing on any BMW M car. Recent work includes new tires, new clutch and master cylinder, resurfaced flywheel, and a brake fluid flush.
Also important is that this car is unmodified. The Z3 M Coupé seems to be a veritable magnet for lots of engine and chassis mods, something this car has happily escaped. I say that as I have more faith in the skunkworks team of engineers at the M Group than I do with any ideas an owner may have, especially when considering reliability. In addition, the cars that hold or increase their value on the collector car market are ones that are kept as original as possible, making this car a perfect candidate as a classic you can drive daily if you like.
Another key selling point on this specific Z3 M Coupé is that it has had a serious long-term ownership, having had the same owner since 2000.
Finally, this car also includes literally everything it was delivered with when new including a full key set that includes three master keys and one valet key, full books of original manuals and documentation, a complete toolkit, and a new radio (though the factory original radio is included with the sale). These all add up to a great example of one of these amazing BMWs and one in the collector car category.
As I write this, I am almost regretting it as I would literally buy this car if I had the room and $29,900 laying around, as I honestly feel that cars like this 1999 BMW Z3 M Coupé is likely to continue to go up in value. I say this as I meet a lot of young car enthusiasts (ones under 20 years-old) who say that the Z3 M Coupé is their dream car. This tells you where the future market is going, if you ask me, and makes this car a pretty solid investment-grade example.
The popularity of off-road vehicles has affected more than just Jeep Wrangler and Ford F-150 Raptor sales. It’s led to the SUV-ification of vehicles that previously never attempted to appear rugged or capable of driving over anything more challenging than a Starbucks. That explains the growth of Honda’s TrailSport lineup, the Land Rover Defender-esque lines of the current Hyundai Santa Fe, and the vehicle you see here. In November 2021, Mazda revealed the first-ever 2023 CX-50, a vehicle with the “capability to enable drivers to venture further into the outdoors and various terrains.”
You can see that focus when you compare the CX-50 to a CX-5. I had the chance to do that when I took home a Polymetal Gray Metallic 2025 CX-50 Hybrid Premium Plus (MSRP: $41,920) for a few nights and parked it next to my wife’s CX-5. Think of them as siblings in a sitcom: The curvier CX-5 lives in the big city and the CX-50 is out in the country and more comfortable getting dirty. With its punched-out fenders, square-ish wheel arches, black lower-body cladding, and more upright D-pillars, the CX-50 instantly appears brawnier and more adventure-ready. Mazda couples that styling with features designed to connect CX-50 drivers and passengers to the wilderness around them. In a press release for the 2023 model, Mazda said, “Blended seating materials and details inspired by technical, modern outdoor gear all help create a welcoming atmosphere fitting for both adventurists and those just starting their journey into an active lifestyle.
A new panoramic moonroof, a first for Mazda, helps the occupants feel more connected to nature.” Mazda even reinforced the B-pillars and door jambs in anticipation of people strapping cargo to the roof rails. Another clear sign of the CX-50’s positioning within the Mazda lineup? The Trail option in the Mazda Intelligent Drive Select system, aka Mi-Drive. Although the hybrid model will go further on a gallon of gas, it won’t get quite as far over challenging terrain as a gas CX-50. With 8.1 inches of ground clearance, an approach angle of 18 degrees, and a 23-degree departure angle, the hybrid is at a disadvantage compared to nearly every variant of the pure-ICE CX-50.
As the top-of-the-line hybrid trim level, Premium Plus builds on the Premium grade by adding a set of 19-inch black/polished wheels with 225/55 all-season tires, automatic power-folding mirrors, a head-up display, an auto-dimming rearview mirror, and ventilated front seats, among other features.
The second row has its own conveniences, such as HVAC vents and USB-C ports at the rear of the front center console, a fold-down center armrest with a pair of cup holders, and plenty of headroom. With the front seat adjusted to my 5’10” height, I found my knees scraping the back of it, but I think people my height could sit comfortably in both rows with only minor adjustments. Pulling on a pair of latches in the 29.2-cubic-foot rear cargo area lowered the rear seats, but to clear their headrests, lay them completely flat, and open up a total of 56.3 cubic feet of space, I needed to move the front seats forward slightly.
The CX-50’s blocky looks filtered into its driving experience. The hybrid’s 4,008-pound curb weight seemed more substantial on the road, especially given the powertrain’s modest output. The steering also felt heavy, as if Mazda engineers tried to make it more butch and SUV-like. Overall, the CX-50’s heft came across as artificial and exaggerated. Perhaps this new breed of Mazda will take some getting used to. However, when the road ahead started to curve and I threw the CX-50 into Power (aka sport) mode, it lightened up and allowed me to take it less seriously – in a good way.
The hybrid powertrain is new to the CX-50 for 2025, but it’s been around for a while. Instead of developing its own system, Mazda used the hardware from one of its Japanese rivals. The Toyota Hybrid System combines a naturally aspirated 2.5-liter four-cylinder engine with a nickel-metal hydride battery and three electric motors. On 87-octane fuel, that combination adds up to 219 horsepower and 163 lb-ft of torque. A continuously variable transmission and electric all-wheel drive deliver the CX-50’s gas-fueled and electrified output to the pavement or trail dirt. According to FuelEconomy.gov, the CX-50 Hybrid is capable of returning 39 mpg in the city, 37 on the highway, and 38 combined. An onboard gauge showed my CX-50 test vehicle averaged 43.6 mpg over 135.4 miles.
There’s a chance you’ve seen a Cadillac CT4-V Blackwing, the high-performance version of the automaker’s smallest sedan, up close. But have you ever seen a 2023 Cadillac CT4-V Blackwing Sebring IMSA Edition? Probably not. Cadillac only made 99 of them to honor the International Motor Sports Association course. Not only can you see one of them at the Barrett-Jackson 2025 Palm Beach Auction on April 24-26, but you can also make it yours by placing the winning bid.
When Cadillac introduced the CT4-V Blackwing (Blackwing identifying the automaker’s most potent models) for the 2022 model year, the brand made it clear that the sedan was developed on a track. The company stated that “the most powerful and fastest Cadillac ever in the subcompact class” had a “track-tailored chassis and suspension features” as well as a “track-tested” Brembo brake system.
The following year, Cadillac honored three IMSA (International Motor Sports Association) courses with its CT4-V Blackwing Track Editions: Watkins Glen, Sebring, and Road Atlanta, each model with a 99-unit production run. The basics were the same across the board. Every Track Edition was powered by a twin-turbo 3.6-liter V6 that pumped out 472 horsepower and 445 lb-ft of torque. A six-speed manual or 10-speed automatic sent the engine’s output to an electronic limited-slip rear differential. No matter which variation you chose, it came with IMSA logos on the front splitter and rear spoiler, a 3D-printed shifter medallion (for manual cars), serialization and builder’s plates, a decal of the specific track the car honored, and carbon fiber front seatbacks.
The biggest – and most notable – differences between the Track Editions were the exterior and brake caliper colors. For the Sebring model, Cadillac chose Maverick Noir Frost, a color “inspired by the Twelve Hours of Sebring endurance race, which ends in the dark of night,” and Tech Bronze calipers.
The CT4-V Blackwing Sebring IMSA Edition you see here hasn’t done much traveling on the street or the track. It only has 25 miles on it, which means that that special paint looks factory-fresh and the black leather interior with white accents and red piping appears to have never been occupied. Additional interior features include a digital gauge cluster, head-up display, performance data and video recorder, and 15-speaker AKG audio system.
I had the privilege of testing a six-speed 2022 CT4-V Blackwing for a week. What an impressive machine! The Magnetic Ride Control suspension was comfortable on suburban streets and composed on back roads. Compared to its ATS-V predecessor, the Blackwing had a more natural weight to its steering. The potent engine was so addictive that I found myself downshifting when I didn’t need to just so I could wind up the engine and dig into its power over and over.
You can enjoy that satisfying driving experience for years to come if you win this 1-of-99 2023 Cadillac CT4-V Blackwing Sebring IMSA Edition at the Barrett-Jackson 2025 Palm Beach Auction.
It’s been a while since we’ve visited the Pavilions in Scottsdale, so we were curious what would show up. The weather was gorgeous—unseasonably warm, even for metro Phoenix—and the cars were trickling in for the afternoon, as later in the day the cruise tends to fill. My friend Carl, a Manitoban who spends a month as a snowbird every year, spotted a 1966 Oldsmobile Starfire pulling in. We walked up as the owner was parking and noticed it had a four-speed transmission.
Having been involved in the Olds world, I know 1966 was the final year for a four-speed in a full-size Oldsmobile, and I know any is quite rare. Production data for transmissions are somewhat wonky for these cars, but it’s possible (though undocumented) that 277 Starfires were built with a four-speed in 1966. That’s quite generous considering how rare they are today.
Among GM full-size four-speeds, Buick last offered it in 1965, Pontiac in 1968, and Chevrolet in 1969. I believe they all used the M20 wide-ratio transmission except Chevrolet, which offered M21 close-ratio and M22 “Rock Crusher” towards the end.
According to owner Jim Schultz, this Starfire was originally ordered by Dave Stewart at Neal Hurt Chevrolet-Cadillac-Oldsmobile in Prescott, Arizona. Dave had interesting views of automotive engineering at the time, so he spec’d out this Starfire without power steering or power brakes, in addition to the four-speed. Can you imagine driving a 375-horsepower full-size Olds with a four-speed and no power options? Yet that’s how it was ordered. “Stopping is challenging so your rocket launching has to be somewhat planned for stopping with manual drum brakes,” says Jim. The original color was Lucerne Mist metallic, which is slightly different than what you see here, a vintage Earl Scheib job that was on the car when Jim bought it in 1994.
Interestingly, there’s an even more unusual full-size 1966 Olds with a four-speed in the Valley: a white Delta 88 four-door that can often be found at local events.
Arizona has become an epicenter of classic-car activity in the southwest region as the Kyusha Club continues to build momentum with its regularly scheduled meetups. The club (which in reality is much more informal than sounds – there are no dues or board meetings) is geared toward 2005-and-older European and Japanese import vehicles.
Here are 10 vehicles that caught my eye during the March 2025 event, in order of oldest-to-newest model year.
1985 Toyota Celica GT-S
Part of the A60 generation of compact sports cars, the rear-wheel drive Celica’s boxy lines and retractable headlights made it unmistakably ’80s. It could be optioned as a notchback coupe or as a liftback (an American Sunroof Company/ASC convertible version came in limited numbers toward the end of the generation). Power came from a 2.4-liter inline-four (dubbed the 22R-E) that was rated at 116 horsepower and 140 lb-ft of torque.
1995 BMW 840Ci
The legendary E31 chassis of the 8-Series became widely known for its “personal luxury” merits – it was a car that cost about $68,000 in the mid-1990s and was hailed as a top-rank executive ride. It was powered by a 282-horsepower 4.0-liter V8 mated to a five-speed automatic transmission. As one would expect from a car of this caliber, it came loaded with creature comforts like leather, a Dolby audio system, a moonroof and automatic climate control.
1995 Mitsubishi 3000GT SL
The sporty 3000GT, known as the GTO in Japan, was a 2+2 that was touted for its blend of performance and comfort. It was powered by a 3.0-liter DOHC V6 rated at 222 horsepower and 205 lb-ft of torque. A more powerful version, the VR-4, was available with all-wheel drive, all-wheel steering and a twin-turbocharged engine. Today, the 3000GT is widely considered a future collectible.
1997 BMW 740iL
Another one of BMW’s “greats” from the 1990s was its flagship sedan, the 7-Series. The “L” in the car’s model name meant that it was configured as a long-wheelbase version (offering added cabin space for maximum touring comfort). Power came from a 282-horsepower 4.4-liter V8, and standard features included dual-zone climate control, memory seats and a six-disc CD changer. For the high-rollers with even more money to burn, the car could be ordered with an integrated cellular phone and thicker window glass.
1998 Mitsubishi Eclipse GSX Turbo
Mitsubishi was on a roll in the 1990s with its sports car lineup. The baby brother to the 3000GT mentioned above was the second-generation Eclipse. In particular, the GSX variant was a home run with young people who embraced the import tuner movement. It came with a “4G63” turbocharged 2.0-liter inline-four, all-wheel drive and five-speed manual transmission. Some versions of the Eclipse were badge-engineered under the names Plymouth Laser and Eagle Talon.
1999 Honda Civic Si
Widely loved as a compact economy car for commuters, the sixth-generation Civic was offered in a “sleeper” variant that packed a punch under its hood. The “Si” version came with a high-revving 1.6-liter DOHC VTEC inline-four and a number of other performance enhancements like larger anti-roll bars, stiffer springs and a front strut tower brace. For $17,860, it was a well-equipped and fun-to-drive car – and today, it’s increasingly tough to find an Si that hasn’t been modified.
2000 Mercedes-Benz C280
The “W202” chassis C-Class was a compact executive car that ran from 1994 through 2000. It was a gateway model to the brand, offering the exclusivity of a German luxury car with a price tag that didn’t break the budget. Power came from a 2.8-liter inline-six that was rated at 194 horsepower. I enjoyed the sleek black color of this example along with its iconic “Monoblock” five-spoke chrome wheels. The W202 was a strong performer at the DTM (Deutsche Tourenwagen Masters) sports car racing series in the 1990s.
2002 Lexus IS300 SportCross
The IS300 sport sedan is now considered a classic, and one of the versions of the IS that made it so popular was the station wagon – dubbed the SportCross. It offered the same fun factor as the sedan via its sporty handling and peppy 215-horsepower inline-six 3.0-liter motor, but it also offered more than double the cargo capacity of the sedan (21.9 cubic feet, to be exact). Finished in Indigo Ink Pearl, the most impressive thing about this car was the trailer it had in tow. As if the wagon itself didn’t have enough space already – this solution took it to another level!
2003 Acura NSX-T
Acura’s aluminum-bodied, mid-engined sports car existed in its first generation from 1991 through 2005, although there were some key engineering and aesthetic revisions made throughout that 15-year span. For 2002, the NSX received fixed projector headlights in place of the original pop-ups. It was powered by a 3.2-liter V6 that was rated at 290 horsepower. According to production numbers published on the NSX Prime forums, the car was one of just 22 units produced in Spa Yellow over Ebony with a manual transmission for 2003.
2004 Jaguar XJR
When it came to high-performance luxury, the XJR was a force to be reckoned with. Its 390-horsepower 4.2-liter supercharged V8 could propel the car to 60 mph in about five seconds. Jaguar engineers worked hard to make the XJR both sporty and comfortable. It came with leather and wood trim, a 320-watt Alpine stereo and heated seats. I loved the deep Emerald Green color on this example, as well as its later-model split-spoke aluminum wheels.
Do any of these rides catch your eye like they did mine? Or better yet – have you ever owned any of the above? If so, lucky you! Stay tuned for more coverage from the Kyusha Club and other events as Arizona summer heats up.
