2002 Red Pontiac Firebird Convertible on 2040-cars

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Porsche Syberia RS rally car is what you make when you need a Hummer that's fast

Some history: The Porsche 911's first-ever race was the 1965 Monte Carlo rally, entered because Porsche's PR man at the time wanted to show how much the future icon could do. A year later, Porsche began selling an optional rally kit for the 911 that included Recaro seats, a roll bar, and adjustable Koni dampers. Porsche produced factory rally racers until the early 1970s, winning Monte Carlo three times in a row before letting privateers carry the torch so the factory could focus on campaigning in the East Africa Safari. After years of painful lessons, when Porsche took its brand-new 1978 911 SC to the safari, the 3.0-liter flat-six coupe was hours away from winning the race before damaging the suspension, demoting the car to second place. Porsche fans wanted their own replicas, and finding the new 911 to be an affordable option, the SC — built from 1978 to 1983 — went from denoting "Super Carrera" to "Safari Car."   Porsche took a big step up in with the 953 rally car. Built to win the 1984 Paris-Dakar, which it did, the 953 introduced the four-wheel-drive system Porsche would evolve for the 959 in 1985 and the 964-series 911 in 1989, as well as the now-unforgettable 911-based Rothmans livery. All of this is what's fueling today's 911 Safari Car revival around the world. Almost all of today's builds start with the so-called G Model 911s, produced from 1973 to 1989, usually focusing on the SC and the Carrera that ran from 1984 until 1989.  Fast forward to 2007 when a mysterious crew organized the TransSyberia Rally, a "sports-touring" event that stretched 4,500 miles from Moscow to the capital of Mongolia, Ulaanbaatar. Of the 34 vehicles that entered, 25 were Porsche's purpose-built Cayenne S Transsyberia Edition.  Put this all in a pot and you have the beginnings of the car that brings us here, the Syberia RS. It's said that a German fellow by the name of Kai Burkhard wanted to buy a Humvee, but the low top speed, around 50 miles per hour, put him off. So instead, he imported a 1986 911 "in collector condition" from Japan with the idea of rebuilding it to provide almost all the off-road fun he could have had in the H1. Burkhard tapped the Tailor Made department at German suspension designer H&R, and the two set to work creating a build like the 953 Dakar winner.  This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. The owner's been mum on most of the details including engine revisions.

Junkyard Gem: 2009 Pontiac G3

Things weren't looking so rosy for Pontiac Division in late 2008, as The General had troubles of its own that culminated in Chapter 11 bankruptcy in June of 2009. Meanwhile, the Solstice and G8 had failed to revive Pontiac's youthful "excitement" image. Naturally, this seemed like the ideal time to put Pontiac badges and a new grille on the Chevrolet Aveo (itself a rebadged Daewoo Kalos) and call it the G3 (in the United States) or the G3 Wave (in Canada). Sales were not brisk, to put it mildly, and the 2009-only G3 has become one of the rarest modern Pontiacs in the junkyard world. The announcement of Pontiac's demise came in the spring of 2009, with the very last Pontiac-badged vehicle built being either a G3 or a Vibe (since those cars were really Daewoos and Toyotas, respectively, the true final Pontiac was the 2010 G6). The Aveo itself disappeared after the 2011 model year, replaced by an updated Kalos design known here as the Chevrolet Sonic. As a result of the GM bankruptcy, termination of the Pontiac brand, a nasty worldwide recession, and the preference of American vehicle shoppers for trucks or at least truck-shaped cars, few knew the G3 existed and fewer still thought to buy one. This is only the second G3 I've managed to find in a car graveyard, and I've been searching diligently.  So, it's a Junkyard Gem in the historical sense, not in the sense of being the kind of car you'd want to take to your 20th high school reunion. That said, it has power windows, air conditioning, and a CD player— pretty nice stuff for a dirt-cheap econobox from a decade back. And look! An AUX jack for your iPod or early-model smartphone. I drove dozens of cheap rental cars for my job with the 24 Hours of Lemons Traveling Circus during the late 2000s, and very few had this feature; until about 2013 or so, you had to travel with your own CDs or one of those horrible wireless FM modulators if you wanted to listen to anything other than the radio in a non-high-roller rental car. Under the hood, a 106-horse Daewoo Ecotec displacing 1.6 liters. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. If there were any television commercials for the G3, I guarantee that they weren't as fun as this one— set in the California high desert, of course— for the SKDM Kalos.

Lutz says Washington killed Pontiac, next G6 was to be ATS derivative

How many people think Buick or GMC should have gotten the axe instead of Pontiac? You can't see it, but I'm raising my hand. Autoweek reports that former Vice Chairman of GM, Bob Lutz, has indicated that things didn't have to end up the way they did.
"The Feds said, 'Yeah, how much money have you made on Pontiac in the last 10 years?' and the answer was, 'Nothing.'"
In a talk given at the Petersen Automotive Museum for the Inside the MotoMan Studio series, Lutz says "The Feds said, 'Yeah, how much money have you made on Pontiac in the last 10 years?' and the answer was, 'Nothing.' So, it goes. And when the guy who is handing you the check for $53 billion says, 'I don't want Pontiac, drop Pontiac or you don't get the money,' it doesn't take you very long to make up your mind." Lutz even added that the next-generation Pontiac G6 would have benefitted from the rear-wheel-drive platform of the Cadillac ATS. How awesome would that have been?