Every matched generation dealt as its CollectibleCard · Tap any card to flip.
48 cards · the first forty-eight
The rugged little ARO 10 borrowed its engine and front axle straight from a Dacia sedan, while its go-anywhere looks drew on the Renault Rodeo and Citroën Méhari.
The CL Type-S packed 260 horsepower into a front-wheel-drive coupe — at the time, the single most powerful front-wheel-drive car Honda had ever built.
Emperor Akihito's personal car inside the grounds of the Tokyo Imperial Palace was a gray 1.6L Integra sedan — he kept driving it there into his mid-80s.
This Integra wasn't just beloved by tuners — it was the most-stolen car in America for years, with a theft-claim rate more than double the second-place Jeep Wrangler.
The Legend was the first product of a joint venture between Honda and Rover, and its coupe version shared its platform with the Rover 800-based Sterling sold in the UK.
Honda's engineers chased an unlikely muse for the original NSX's cockpit: the view from an F-16 fighter jet shaped the car's low beltline and all-round visibility.
The RL was the first Acura model to use the company's SH-AWD torque-vectoring all-wheel-drive system when it was introduced for the 2005 model year update.
The SLX was a rebadged Isuzu Trooper sold by Acura to give its dealers an SUV to offer.
This TL's transmission problems were serious enough to land Acura in a class-action suit — the settlement stretched the warranty to 7.75 years for owners.
The first TL mounted its engines longitudinally instead of the usual transverse layout — an unusual choice for a front-wheel-drive sedan, done purely to improve weight balance and cut nose dive.
The Vigor was sold only with a five-cylinder engine, an unusual configuration Honda used to fit a longer engine transversely under a short hood.
The Airstream International of 1958 earned its place in RV history as the first self-contained travel trailer, free of campground hookups.
Aixam's diesel microcar runs a Kubota Z402, an industrial farm-equipment engine making 4-6 kW, built to dodge a driving licence.
The 145 hid an engineering oddity under its skin: the same platform was built to accept both old-school longitudinal boxer engines and modern transverse four-cylinders.
The sporty 'ti' badge on this 146 wasn't a random label — it stood for turismo internazionale, reviving the badge Alfa used on the sporting Giuliettas of the 1950s.
Alfa Romeo built the 155 Q4 to homologate a Group A touring car for the DTM and Italian Superturismo championships.
The 156's Twin Spark and JTD engines came from Pratola Serra, but its V6 was hand-built at Arese, splitting the same car across two factories.
Alfa stuffed a 620 hp 3.5-litre V10 into a mid-engined 164 shell for the 1988 Pro-Car project, chasing 340 km/h in a car that never raced.
The 164 was built on the Type Four platform, shared with the Fiat Croma, Lancia Thema, and Saab 9000, developed jointly by the four automakers.
Alfa's flagship saloon earned an unwanted crown: Autocar named the 166 Britain's worst-depreciating used car, worth just 14.4% of new after three years.
The '86 facelift Alfa 33 actually took a step backward inside — its clever moveable instrument binnacle, which moved with the steering wheel, was dropped for a conventional fixed dash.
Most automakers just lived with torque steer on hot front-drive hatches. Alfa Romeo engineered it away instead, building a permanent all-wheel-drive 33 — the Permanent 4 — with Recaro seats and a Nardi wheel to match.
In spring 1987 Alfa Romeo built 500 75 Turbo Evoluziones purely to legalize aerodynamic parts for Group A racing — a whole homologation special just for the bodywork.
Walter de Silva styled the 916's interior before he ever ran Alfa's design studio, on a platform borrowed from a Fiat.
Everyone assumes Zagato designed the SZ — its badge is right there on the nose. It didn't: the shape came from Centro Stile Fiat, and only the 'Z' logo is actually Zagato's.
The 916 Spider's strongest naturally aspirated engine, the 192 PS 3.0 12V Busso V6, was never offered in its GTV coupe twin.
After nearly 25 years of manual-only Spiders, the final Series 4 cars quietly added something Alfa purists never expected: an optional automatic transmission.
The mid-80s Spider's Quadrifoglio Verde trim went all-in on a single look: blood-red carpets and grey leather with red stitching, and it only ever came in three exterior colors.
After 1993 Alpine built only 80 more A610s total, the last of a run that never beat the GTA it replaced.
Its driveline sits on a removable subframe that a mechanic can unbolt from the car in as little as two hours.
The Rocsta undercut every other 4WD on the market so thoroughly that it helped spark a whole off-road racing scene in Korea, just by making the sport affordable.
Aston Martin's 1998 Dunhill Edition DB7 came with a built-in humidor — only 78 of an announced 150 were ever made.
From 1998, Aston Martin would take your Vantage back into Works Service and convert it to V600 spec — bumping the twin-supercharged V8 from 550 to 600 hp.
Rowan Atkinson owned this Virage Coupé and, of everything in a six-figure Aston, was most amazed that warm air hit the footwell within 90 seconds of starting it.
This was the year the Virage's automatic finally got a fourth gear — Aston swapped in a four-speed automatic to replace the original three-speed unit for the 1993 model year.
The TDI badge that would define a generation of Audi diesels debuted right here, in January 1990, on this C3 100 — and lasted barely a year before the C4 replaced it.
Its flush pin-mounted windows gave the base model a 0.30 drag coefficient, and it introduced Audi's procon-ten crash system.
This Audi 100 didn't get replaced in 1994 — it got renamed. Audi dropped the '100' badge and called the same car the A6, while its hot-rod S4 derivative became the S6.
Period road tests clocked the 20-valve version of this 200 at under 7 seconds to 60 mph — supercar-adjacent numbers for a luxury sedan of its day.
The RS2 Avant, the hottest B4 of all, wasn't built on Audi's own line — it was at least partly assembled at Porsche's Rossle-Bau plant in Zuffenhausen.
This Audi had crash safety before airbags were common: a hidden system of steel cables yanked the steering wheel into the dash and tightened the seatbelts on impact — no electronics, no airbag, just cables routed behind the gearbox.
The Audi 80 and VW Passat had been badge-engineered twins for over a decade — until 1988, when the Passat switched to its own transverse-engined platform and the two cars finally went their separate ways.
Audi lost roughly 4,000 pounds on every A2 sold, an aluminium-bodied car built to cross Stuttgart to Milan on one tank.
The first A3 launched three-door only, on purpose, so buyers would not mistake it for its Golf Mk4 platform-mate.
This generation quietly made history — in 1997, the A4 Avant became the basis for the first mass-produced hybrid car from a European manufacturer.
Air suspension plus quattro let the C5 allroad pass an official Land Rover off-road test course — no other car-based SUV has matched that.
The C4 platform's swan song was the S6 Plus, built by Audi's own quattro GmbH for one model year only — just 952 were made, and the Avant wagon outsold the saloon nearly nine to one.
When Gerhard Schröder became German Chancellor in 1998, he ditched the usual Mercedes S-Class and rode in an A8 instead — breaking a long-standing tradition.
Real 90s analog cards spotted on the street by Burbles collectors. Tap any card to flip it over, inspect the collector’s binder, or follow them.
VerifiedFIRST · WORLDWIDEFIRST PRINTPROHonda's engineers chased an unlikely muse for the original NSX's cockpit: the view from an F-16 fighter jet shaped the car's low beltline and all-round visibility.
VerifiedFIRST · WORLDWIDEFIRST PRINTONLY ONE IN VANCOUVERAir suspension plus quattro let the C5 allroad pass an official Land Rover off-road test course — no other car-based SUV has matched that.
VerifiedFIRST · WORLDWIDEFIRST PRINTNIGHTThis Integra wasn't just beloved by tuners — it was the most-stolen car in America for years, with a theft-claim rate more than double the second-place Jeep Wrangler.
VerifiedFIRST PRINT×2PROThis Integra wasn't just beloved by tuners — it was the most-stolen car in America for years, with a theft-claim rate more than double the second-place Jeep Wrangler.
VerifiedFIRST PRINTNIGHTPROThis Integra wasn't just beloved by tuners — it was the most-stolen car in America for years, with a theft-claim rate more than double the second-place Jeep Wrangler.
