While Ford was busy making a huge splash with the2016 Mustang GT350, Henrik Fisker and Galpin Auto Sports pulled the covers off their super-Mustang creation, the Rocket. But this isn’t a one-off SEMA late-comer, it’s the first in a series of low-volume Mustangs set for production by GAS.

Fisker and GAS president Beau Boeckmann first started working on the idea after the Pebble Beach Concours d’Elegance back in August 2014. The two worked feverously to ready the design sketches and performance upgrades for the car — and boy, has it paid off.

The Rocket features a substantially reworked body with a new front end, hood, and wider fenders — all crafted from carbon fiber. Under the Rocket’s hood lies theMustang GT’s original 5.0-liter V-8 but with a Whipple supercharger forcing air down its throat. The spinning screws give the Coyote engine an impressive 725 horsepower. It’s all routed through the ‘Stang’s six-speed manual gearbox.

Fisker and the guys at GAS didn’t stop there. The suspension is updated with fully adjustable shocks, enabling owners to dial in the style of performance they want. Large, 21-inch wheels are wrapped with Pirelli P-Zero rubber.

The Mustang Rocket will be available in very limited numbers though Galpin’s Ford dealer network or the select hand-picked Ford dealers around the world. While the company hasn’t given any official word on pricing, the talk around the LA Auto Show floor put its sticker price just over the $100,000 mark.

Mitsubishi Motors North America, Inc. (MMNA) today unveiled the futuristic Mitsubishi Concept GC-PHEV at the 2015 Chicago Auto Show. The full-size SVU concept provides a glimpse at the brand's new design language applied to a large vehicle.

The Concept GC-PHEV features bold, muscular styling, a powerful yet highly efficient 335 horsepower supercharged MIVEC V-6 engine/electric motor plug-in hybrid electric vehicle (PHEV) drivetrain, an 8-speed automatic transmission, Mitsubishi's Super All-Wheel Control (S-AWC) full-time all-wheel drive and advanced next-generation high-tech features.

A new technology incorporated in the Concept GC-PHEV is the Tactical Table, an innovative information system making connected car technology an interactive experience available to everyone inside the vehicle. When the driver or one of the passengers places their smartphone atop the Tactical Table, they can create, collect, exchange and share information with others using the Concept GC-PHEV's communication system.

Additional technological features of the Concept GC-PHEV include advanced safety systems such as Mitsubishi Motors "Connected Car" Technology, AR Windshield, Pedestrian Collision Mitigating Auto-braking, Rearward Blind Spot Vehicle Warning, Unintentional Vehicle Move Off Control, Driver Monitor and more.

"We brought the Concept GC-PHEV to Chicago because it showcases into our future technology and design themes," said MMNA Executive Vice President, Don Swearingen. "The Concept showcases aggressive styling and a level of refinement that will be coming to Mitsubishi vehicles. All of our 2016 model year vehicles will be refreshed with our new brand identity, starting with the 2016 Outlander. The Concept GC-PHEV continues to tell the story we started telling at the LA Auto Show, and we think you're going to like what is to come."

Mitsubishi Motors finished 2014 with vehicle sales up 24.8 percent over 2013 – among the highest sales growth in the U.S. auto industry. That sales momentum carried over into January, which saw a 33.4 percent increase from January 2014 and was the 11th month of year-over-year sales increases.

The 115-inch-wheelbase LeMans and Tempest changed little in ensuing years. Vertical headlights and crisp styling for a three-inch-longer body appeared for 1966. "Coke-bottle" rear fenders and a divided vertical-bar grille were featured for '67. In 1968, the cars adopted GM's dual wheelbases of 116 inches for four-doors and 112 inches for two-doors, and borrowed styling themes from the big Pontiacs such as a large bumper/grille. The GTO's standard engine that year was a 400-cid V8 pumping out 350 bhp. It could also be ordered with 360 bhp by way of a Ram-Air hood scoop. The GTO featured an energy-absorbing front bumper made of Endura rubber that was neatly blended into the front-end styling. For performance mainly, Pontiac won its fourth Car of the Year award in 1968. Its 1969 inter-mediates were facelifted and cleaner than the '68s. The hottest GTO was now "The Judge" with a 366-bhp Ram-Air V8 and three-speed manual gearbox with Hurst shifter. The 1970s had all-new styling with changes at the front and rear, plus new bumpers and doors. The end result was a curvy, heavier-looking Tempest, GTO, LeMans, and LeMans Sport. Collectors have since tended to prefer the tidier 1964-69 models. The 1964-65 Tempest's 140-bhp Oldsmobile six gave way to a surprise engine for '66: an overhead-cam six. The first performance six since the Hudson Hornet, and not in a league with hairier GTOs, the ohc was never-theless satisfying. Typical acceleration for the Sprint version was 0 to 60 in 10 seconds flat and a top speed of 115 mph. With a capacity of 230 cid, it developed either 165 bhp standard or 207 in Sprint form (with Rochester Quadra-Jet carburetor, hotter valve timing, and double valve springs).

The crankshaft had seven main bearings; the camshaft was driven by a fiberglass-rein-forced notched belt rather than conventional chain or gear drive. The optional four-speed transmission, clean styling, and an interior that featured bucket seats and console gave the Sprint the look and feel of a true grand touring car. But its life span was short. By 1968, the Tempest had grown bulky. and by 1970, the engine had been emasculated by emission controls and detuning and was soon discontinued. Since Pontiac had such a good reputation for performance and handling, division managers knew that the Firebird "ponycar," based on the Chevrolet Camaro, had to be something special. Although it used the Camaro's bodyshell and 108-inch wheelbase, Fire-bird had its own divided grille and an optional 400-cid V8. Optional engines included the ohc six, which made it a sprightly yet economical performer.

The four Cylinder engine came in several stages of tune (regular or premium gas) and was available with manual and automatic transmission. Over its three-year-period, horsepower ranged from 110 to 166 bhp. The 1961-62 models were also offered with Buick's 155/ 185-bhp, 215 V8 as an option. A 260-bhp 326 debuted for '63, making Tempest a quick car, capable of 0-60 mph times of 9.5 seconds and a top speed of 115 mph. At first, there was only one series of two-door and four-door sedans and a Safari wagon. A coupe and convertible were added for '62 in deluxe and LeMans versions. A separate LeMans series was fielded for '63 with a bucket-seat coupe and convertible offering plusher interiors. Styling didn't change much during Tempest's early years. A twin semi-oval grille was used for 1961, a full-width three-section design for '62.

The twin grille returned for 1963 along with squarer body lines. For '64, GM lengthened its compact wheelbase to 115 inches, and Pontiac redesigned the Tempest, using taut, geometric lines. Good styling and numerous high-performance models won Pontiac its second Car of the Year award in 1965. Destined for greatness was a mid-1964 introduction, the Tempest GTO, the first of what soon became known as the "muscle cars." The nickname was well taken. Equipped with the proper options, a GTO could deliver unprecedented performance for a six-passenger auto-mobile. Of course, it could be ordered in relatively mild-mannered form with automatic transmission, a 335-bhp engine, and so on. Enthusiasts, however, learned to use the option book wisely. The base was a Tempest LeMans coupe priced at $2500. The GTO package—floorshift, 389-cid engine, quick steering, stiff shocks, dual exhaust, and premium tires—cost about $300. The four-speed gearbox was $188 more. Another $75 bought a package comprising metallic brake linings, heavy-duty radiator, and limited-slip differential. And an additional $115 would buy a 360-bhp engine. At that point, all you needed was a lead foot and lots of gasoline. Sports-car folk took umbrage at Pontiac's use of GTO (gran turismo omologato), an international term for pro-duction-class racing cars. Car and Driver magazine brazenly took issue with the critics by comparing Pontiac's GTO with Ferrari's. A good Pontiac, they said, would trim the Ferrari in a drag race and lose on a road course. But "with the addition of NASCAR road racing suspension, the Pontiac will take the measure of any Ferrari other than prototype racing cars . . . The Ferrari costs $20,000. With every conceivable option on a GTO, it would be difficult to spend more than $3800. That's a bargain."