5: 10014 — new York, N.Y

Hansell, Saul. “Google’s Chief is Googled, to the Company’s Displeasure.” The New York Times. Reddy, Sameer. “New York’s New Works.” Newsweek. Strauss, Robert. “So Jersey, He Deserves His Own Rest Area.” The New York Times. Tam, Pui-Wing and Mylene Mangalindan. Stransky, Tanner. “20 Years Ago This Week … Beverly Hills, 90210 Debuts.” Entertainment Weekly. The Wall Street Journal. The Wall Street Journal. The Upper East Side. Roberts, Sam. “An Elite ZIP Code Becomes Harder to Crack.” The New York Times. Shapiro, Gary. “Fanciest Postal Code is About to Be Split Up.” The New York Sun.

The rich who live here have two things in common: big homes and horses. Like many other ZIP codes on this list, Rolling Hills is strictly residential; there’s no industry or manufacturing, and homeowners do all their shopping outside the gated city. 2: 94027 — Atherton, Calif. It’s most prominent? That’s probably Eric Schmidt, executive chairman and former CEO of Google. One of the few most expensive ZIP codes not located near New York or Los Angeles., 94027 doesn’t need a big city to bolster its appeal to the wealthy. Atherton, Calif., is at the heart of Silicon Valley. Though no large tech company is headquartered there, Atherton is home to several industry notables.

Ever wonder where the rich and famous live in the United States? 90210 — Beverly Hills, Calif. 94920 — Belvedere, Calif. 93108 — Santa Barbara, Calif. If you said New York City or Los Angeles, you wouldn’t be far from the truth. But considering those cities alone, which sections are the most posh? A look at ZIP codes, a la “90210,” gives insight into both the longtime standard bearers of wealth and the up-and-coming bedroom communities for the country’s elite. Here we’ll narrow it down to the top 10 based on median home price. 10065 — New York, N.Y. There are hundreds of possibilities. 10012 — New York, N.Y.

The “captive import” from GM’s German subsidiary had been assigned to Buick in ’58, and soon nabbed a fair number of customers weary of oversized, overweight cars. But Buick was already planning its own compact, and its star would rise again. Corresponding LeSabre figures were about 152,000 and nearly 198,000. Wildcat, which replaced Invicta for ’63, began at about 35,000 but was almost double that by decade’s end. This success was due partly to the advent of compacts and partly to increased demand for traditional Buicks. Electra sales, for instance, were only some 56,000 in 1960 but nearly 159,000 by ’69. Buick volume soared from about 250,000 cars and ninth place in 1960 to more than 665,000 and a tight hold on fifth by ’69.

At the same time, the base four was enlarged to 2.4 liters, mostly for better low-speed torque (horsepower was unchanged), and was teamed with the four-speed automatic like the V-6. A changing market and GM’s steadily declining share of it — down to less than 30 percent by the mid ’90s — would ­eventually claim another Buick, the once-proud Riviera. But none of this helped sales, which actually declined to the 50,000-unit level. Its future certainly looked bleak as the decade opened, as the restyled ’89 was left to soldier on for four model years without significant change. And all models boasted standard traction control.

By 1993, GM’s net losses over four years had reached a towering $18 billion. GM was making money again just two years later, thanks to the efforts of new president John F. “Jack” Smith, who’d recently turned things around for GM Europe, and John Smale, the former CEO of Proctor & Gamble. In a sense, Buick had long been showing the way to GM’s future. By that point, GM had endured another painful reorganization and numerous plant closings, plus an unprecedented 1992 “palace coup” that summarily ousted chairman Robert Stempel and president Lloyd Reuss after just two years in office.