The original Mazda 626, sold here for the 1978 through 1982 model years, was a rear-wheel-drive machine that looked quite European in a Peugeot 504-ish way. Its front-wheel-drive successor was straight-up aimed at gaijin car shoppers who might consider a Camry, Accord, or Stanza, and it came packed with affordable luxury features and cool gadgetry. Here’s an ’85 LX sedan with one of the raddest 1980s audio systems imaginable, found in a Northern California self-service yard earlier this month. (Read More…)

Ever since the 1998 model year, Toyota has sold a big, American-style minivan with the engine in the front and cupholders throughout the interior. Prior to that, though, American Toyota shoppers looking for a new van had to take an innovative mid-engined machine designed entirely with the Japanese home market in mind: First the TownAce (known as the Van here) and then the Estima (known as the Previa here). The Previa was too small and too underpowered to compete head-to-head with Detroit minivans, but those who bought them found that they lasted for decade after decade. Here’s one in a Denver-area yard that got pretty close to the magical 400,000-mile mark. (Read More…)

Ever since I began my effort to document some of the interesting machinery that shows up in car graveyards, the quantity of discarded Volvo 240s has remained steady. Back in the late 2000s, I’d had an idea that just about every 240 owner would make the transition from safe and sensible Swedish bricks to green and sensible Japanese hybrids, and that the transition would be wrapped up by the dawn of the 2020s. Such has not been the case, although the 1970s 240s are getting harder to find. Here’s a high-mile 245 in a mile-high junkyard. (Read More…)

When the “Datsun by Nissan” Sentra first appeared in the United States in 1982, it replaced the cramped Datsun 210 in the econo-commuter role. A sportier (and quirkier) car based on Sentra’s chassis showed up here soon after; known as the Pulsar EXA in its homeland and the Pulsar NX here, these cars sold well enough to become medium-commonplace sights on American roads. Most disappeared decades ago, making today’s unrusted ’87 a rare Junkyard Find. (Read More…)

Several hooptie-centric road rallies take place every warm season in Front Range Colorado, including the 24 Hours of Lemons Rally, the Rocky Mountain Rambler 500 Rally, and the Colorado Gambler 500 Rally. Teams will build crazy stuff— say, a Lincoln Continental Mark IV filled with three tons of engine-heated water or a gutted Volkswagen R32 converted to a doorless post-apocalyptic Astroturf nightmare— or just acquire some random cheap car, decorate it, and beat it half to death on Rocky Mountain fire roads. As you’d expect, many of these cars go right to the nearest boneyard when the rally is over, and I find quite a few of them during my junkyard travels in northeastern Colorado. Here’s the “Good Vibes” Pontiac Vibe, found in Denver over the summer. (Read More…)

Chevrolet built Cavaliers for close to a quarter-century, selling something like five million units. If you count the all the other J-body siblings sold around the world (including some really weird stuff), the extended Cavalier family is one of the largest in automotive history. Somehow, though, the once-ubiquitous 1982-1987 first-generation Cavaliers have all but disappeared from North American car graveyards; I’ve documented plenty of later Cavaliers during my junkyard travels, sure, but the early ones seem to have been crushed decades ago. Finally, here’s a reasonably straight ’85 wagon in a northeastern Colorado yard. (Read More…)

Ford introduced the high-performance version of the Taurus sedan— the SHO— in the 1989 model year, and enthusiasts rejoiced over the cheap new factory hot rod that blew away far more expensive European sedans. I’ve documented quite a few discarded SHOs during my junkyard travels, but this is the first ’92 I’ve photographed. Why is 1992 special for the SHO? Simple: It’s the final year for the mandatory five-speed manual transmission. Here’s one of those rare cars in a San Francisco Bay Area self-service yard. (Read More…)

When George Romney— yes, father of Marlin-drivin’ Mitt— took over American Motors soon after its 1954 formation in a merger between Hudson and Nash, he set about shifting the company’s focus from “traditional” big cars locked in an annual styling arms race to a line of affordable compacts built on the success of the little Nash Rambler. By 1961, Nash and Hudson were long gone and every AMC car was a Rambler; the smallest Rambler that year was the American, and the cheapest American was the Deluxe two-door sedan. That’s what we’ve got for today’s Junkyard Find, spotted a few months back in a Denver yard. (Read More…)

While an ever-increasing number Americans in the second half of the 1970s felt comfortable buying sporty German and Japanese sedans, the idea of relying on an Italian sedan for everyday transportation made sense to a much more exclusive group. For those Americans who craved a commute packed with Italian passion and artistry but needed something with rear-wheel-drive (ruling out the 128 and the Lancia Beta sedan) and cheaper than the Alfa Romeo Sport Sedan, Fiat offered the 131 on these shores for the 1976 through 1981 model years (changing its name to the Brava starting in 1978). As you’d expect, these cars are about as tough to find in junkyards today as Mitsubishi Tredias or Rover 3500s, but I ran across this ’78 in a Denver yard last week. (Read More…)

In 1970, Toyota introduced the world to a pair of cars based on a new platform: The Carina sedan and the Celica sports coupe. The Carina was sold in the United States for just the 1972-73 model years and disappeared without a trace, but its Mustang-resembling Celica sibling proved to be a big sales hit on this side of the Pacific. With their truck-appropriate four-cylinder R engines, though, those U.S.-market Celicas of the 1970s were slow and tended to sound like a Hilux groaning up a mountain pass in Waziristan with a load of 15 Red Army-battling mujahideen fighters. So, Toyota widened and lengthened the second-generation Celica, yanked out the truck mill, and dropped in a straight-six. Thus was the Celica XX born in 1978, and when it arrived on our shores in the following year, it had a new name: Celica Supra! (Read More…)

In early 1973, the new GM T Platform was introduced to the world as the Brazilian-market Chevrolet Chevette, followed soon after by the Opel Kadett C in Europe. The Isuzu Bellett Gemini appeared in Japan in 1974, and it wasn’t long before these cheap, rear-wheel-drive subcompacts were being sold in every corner of the GM Empire. North America got the Chevette starting in the 1976 model year, and sales continued here all the way through 1987. American Chevette sales peaked here in the late 1970s, so the examples from the middle 1980s have been tough to find in junkyards. Here’s one of those cars, a thoroughly battered ’84 in a San Francisco Bay Area yard. (Read More…)

Chrysler began importing rebadged Mitsubishis to North America starting with the Colt in the 1971 model year, with more models being added as the decade progressed. By 1976, Plymouth shoppers could buy a Mitsubishi Lancer Celeste as the sporty Arrow; Plymouth Arrow and Dodge D-50 (later Ram 50) pickups, based on the Mitsubishi Forte, showed up here in 1979. So that those Dodge/Plymouth dealers would have a small personal luxury coupe to sell, the Japanese-market Galant Lambda hardtop was pressed into American service as the Dodge Challenger and Plymouth Sapporo for 1978. Sales continued through 1983, and I’ve found one of those final Sapporos in a yard south of Denver, Colorado. (Read More…)

I have become accustomed to running into the unexpected during my junkyard travels, finding everything from a JDM Nissan Fairlady Z to a bullet-riddled Cadillac from a Mythbusters episode to a British tank. That said, I never expected to find a four-year-old hydrogen fuel-cell car, more than a thousand miles from the only state in which they were sold that year. This becomes the newest junkyard car I’ve documented, taking the top spot from the now-second-place 2015 Mitsubishi Mirage. (Read More…)

Starting in the 1997 model year, The General’s Cadillac Division glued Cadillac badges and some puzzling cartoon-duck advertising to the Opel Omega and called it the Catera. I’ve photographed just about every junkyard Catera I’ve found because they seem like relics from a long-ago past when Detroit car companies believed Americans would buy their European-market cars… or cars, period. Another Cadillac from the same era fits right in with American automotive trends of the last couple of decades, though, because it helped create them: The Cadillac Escalade. Here’s a first-model-year Escalade, found in a Silicon Valley self-service yard a few months back. (Read More…)

With The General offering a costlier-than-an-S-Class Cadillac built in Turin and Hamtramck (the two assembly lines connected via custom-built 747 freighters) as well as Italianate Buicks and Oldsmobiles in the late 1980s, Lee Iacocca decided to leverage Chrysler’s investment in Maserati to create a K-Car-based Italian sports car: the TC by Maserati. Like the Allanté, Troféo, and Reatta, the TC hasn’t held its value so well over the decades, and I find the occasional example during my junkyard travels. Here’s a crashed ’91 in a yard near Denver, Colorado. (Read More…)