Barrett-Jackson has been coming to Palm Beach (technically, West Palm Beach) at the South Florida Fairgrounds since the mid-2000s, making this the auction house’s most enduring auction that’s not in Arizona. B-J’s sale here consistently brings over 600 vehicles and dozens of vendors to the venue for a smaller version of the collector car fanfare we’re used to seeing in and around Scottsdale. This year, total sales were a solid $45M and average price was rather high at more than $74,000, but there were plenty of budget-friendly four-figure classics as well.

Indeed, Palm Beach usually offers a wide range of vehicles at a wide range of prices, and this year was no different, although offerings at the top end were less diverse. Five of the top 10 sales were a Ford GT of some sort, and eight of the top 10 were built after the year 2000. Only a 1966 Corvette restomod and the replica Dodge Daytona from Joe Dirt brought some American muscle into the top 10.

We examined some of the more interesting cars and significant sales in detail below.

Lot 692: 1972 DeTomaso Pantera

Sold for $176,000

Chassis no. THPNMB02424. Red over black vinyl. Visually maintained, largely original, #2 condition.

Equipment: 351/330hp, 5-speed, Campagnolo wheels, Becker Europa radio, power windows, air conditioning.

Condition: Represented with 1592 actual miles and its preservation is impressive. It shows careful ownership and only light age inside and out, although the paint does not look original.

Bottom line: An early Pantera that hasn’t been cut up or modified is already impressive, doubly so when it is as well preserved as this. The car has been to auction a few times, and bidders have always appropriately recognized its originality by paying a premium price for it. Its auction history also does a good job of tracing the market for these Italo-American sports cars over time. At Mecum Indy in 2014, it sold for $86,400. At Indy again six years later and in a hot 2020 market, it sold for $148,500. At Kissimmee 2022 and in an even hotter market, it brought $181,500, while in 2024 among softer but still high prices it took a small step back in price.

Lot 677: 1987 Buick Regal GNX

Sold for $156,200

Chassis no. 1G4GJ1174HP451735. Black over black and gray cloth. Unrestored original, #2 condition.

Equipment: 231/276hp, automatic, Goodyear Eagle tires.

Condition: Number 438 of 547 built. Showing 1309 miles and the tires are represented as original. Very well kept and preserved.

Bottom line: The GNX was one of the fastest and most desirable American cars of the 1980s. They’ve never really fallen out of favor, but it wasn’t until the last few years that they became six-figure modern collector cars. Way back in 2000, this one sold at RM’s Phoenix auction for just $30,800. Its odometer showed 534 miles and it was in essentially the same condition as it is today. It really is worth five times as much as it was 24 years ago.

Lot 745: 2005 Ford GT Twin-Turbo by Hefner Performance

Sold for $374,000

Chassis no. 1FAFP90SX5Y400061. Midnight Blue with white stripes over black.

Equipment: Twin-turbocharged, Ford Performance exhaust, shorty headers, Penske shocks, transmission oil cooler, removed rear bumper, 6-speed, painted calipers, McIntosh stereo, BBS wheels.

Condition: Paint shows some swirling and scratching but no major issues. Oddly, neither the mileage nor the horsepower numbers are represented.

Bottom line: This is an early production GT modified by an outfit in Florida, and although there are no dyno sheets, it is surely very fast. To drive, it’s probably a blast. As a collector car, though, the mods and the signs of use are knocks against it, and there are cleaner 2005-06 GTs to choose from that hit the auction block every month. Or even the same day, as the 597-mile car Barrett-Jackson sold 20 lots earlier than this brought $451,000.

Lot 440: 1990 Porsche 911 Carrera 4 Cabriolet by Gemballa

Sold for $110,000

Chassis no. WP0CB2965LS472097. Black over black leather. Original, #3+

Equipment: 3.6, 5-speed, whale tail, Gemballa wheels, Michelin Pilot Sport tires, white gauges, Pioneer stereo, carbon fiber dash.

Condition: Showing 75,514 miles. Some minor paint blemishes on the nose and mirrors. A few small cracks in the headlight covers. Clean wheels. Clean, straight top. Good interior with stretched upholstery on the driver’s side. Pretty understated for a Gemballa.

Bottom line: Uwe Gemballa founded a tuning company in 1981 and became a big name in modern coachbuilding, at least until he was murdered in South Africa in 2010. Gemballa-modified cars (mostly Porsches) are distinctive at best and ugly at worst, but they’ve never been boring, even if this is one of the more understated body kits they ever did. Body-kitted and tuned exotics like Gemballas, Koenigs, early AMGs, etc. were a bit passé for a while but collectors of a certain age are coming around to them. The bidders recognized this one for what it is, and that it isn’t just a 911 with a kit slapped on at the local body shop. Despite its use, the car sold for a big price. A regular 964-generation Carrera 4 cabriolet would never sell for this much, even in perfect condition.

Lot 356: 1979 Rolls-Royce Silver Shadow II

Sold for $27,500

Chassis no. SRK38123. Chestnut over biscuit leather. Visually maintained, largely underneath.

Equipment: Automatic, wheel covers, narrow whitewalls, power windows, air conditioning, original AM/FM.

Condition: Supposedly bought “nearly new” for talk show host Jack Paar as a gift from his wife. Represented with $30,000 worth of work over the past six months. Old repaint with a few blemishes but nothing serious. Lightly aged bumpers. Excellent interior. Tidy underneath. The recent mechanical work is very reassuring on any old Rolls-Royce, and the celebrity connection, while not super-relevant, is a nice bonus.

Bottom line: Jack Paar was a TV pioneer, but the number of people who really remember his tenure at The Tonight Show (1957-62) can’t be big. He also wasn’t known as a big car person (at least not the way later host Jay Leno is), and he owned this Rolls well past the peak of his career. The celebrity appeal here, then, is limited. The price, however, is on the high side for a Silver Shadow—one of the avenues to getting a true Spirit of Ecstasy on your hood. Credit the $30,000 worth of recent service, which isn’t usually lavished on affordable Rolls-Royces like this one.

Lot 675.1: 1999 Shelby Series 1

Sold for $165,000

Chassis no. 5CXSA1817XL000039. Silver with blue stripes over black and gray. Original, #2- condition.

Equipment: 244/320hp Oldsmobile V8, 6-speed, Nitto tires.

Condition: Some chips on the nose and dirt behind the headlight covers. Paint crack behind the left headlight. Very light wear on the driver’s seat. Showing 1360 miles and showing very light signs of age.

Bottom line: Despite its looks, the Series I wasn’t quite the Cobra successor it could have been, and people have been holding that against it ever since it came out. Original specifications called for a carbon-fiber body, Corvette transaxle, and 500 horsepower, but the reality was more modest. It got heavier, and the Olds V8 offered up less power, and the price climbed higher than anticipated. Objectively, it’s a great-looking car that’s plenty fast, but it’s always been undervalued relative to its rarity (249 built) and the famous name attached to it. Only in the past 10 years or so have prices really started to climb. In Palm Beach two years ago, this one sold for $126,500, which was on the modest side. The 2024 price is a better match for its mileage and condition.

Lot 788: 1961 Renault 4CV Jolly Beach Wagon

Sold for $36,300

Chassis no. 3607757. Cream yellow with yellow and white cloth top over wicker seats. Older restoration, #3+ condition.

Equipment: 747/21hp four-cylinder, 3-speed, hub caps.

Condition: Represented as one of 50 exported to the U.S. and Caribbean, and bought new by the U.S. ambassador to the Bahamas. With the same family for the past 40 years and restored 10 years ago. Good paint. Light pitting on the chrome, including on the edges of the exterior grab bars. The wicker is all original and in solid shape aside from a few cracks. The dash and steering wheel are mostly clean, but the ignition around the keyhole is pitted. The top is a little dirty and aged. A perfect beach car with all the charm of a Fiat Jolly but for a lower cost.

Bottom line: Most of coachbuilder Ghia’s beach car, aka “Jolly”, bodies were on Fiats. The Italian cars are better known and more highly prized. Well-restored ones have sold for well over $100,000. But this Renault has all the charm and similar performance, or lack thereof, for a much lower cost. Are there cheaper ways to hit the beach in style? Certainly, but this is still so much charm and fun per dollar.

Lot 767.1: 2020 Porsche Boxster 718 Spyder

Sold for $126,500

Chassis no. WP0CC2A8XLS240606. Chalk with red top over red and gray. Original, #2 condition.

Equipment: 4.0/414hp, 6-speed, black wheels, red calipers, Michelin Pilot Sport Cup 2 tires.

Condition: Showing 8086 miles and no real age or wear.

Bottom line: Six figures for a Boxster just sounds wrong, but the 718 Spyder is not your hairdresser’s Boxster. Essentially an open version of the Cayman GT4, it has aero bits on the body, suspension bits and brakes from a 911 GT3, and a much more powerful engine than the base car. It can hit nearly 190 mph. A 2020 718 Spyder started at a little over $97K, so with options this has always been a six-figure car, and the fact that a high-performance Porsche didn’t depreciate after four years and 8000 miles isn’t really surprising.

Lot 370.1: 1970 AMC Rebel Machine

Sold for $69,300

Chassis no. A0M190Y171202. White, blue and red over black vinyl. Older restoration, #3+ condition.

Equipment: 390/340hp, 4-speed with Hurst T-handle shifter, limited-slip and Detroit Locker, Magnum 500-style wheels, BFG Radial T/A tires, high-back bucket seats, console.

Condition: Decent paint with some scratches and touch-ups on the nose and a spot of surface rust under one of the headlights. Decent chrome, but the rest of the brightwork is original and tired. Clean wheels and tires. Upholstery looks newer while the dash and switchgear looks original, and overall the interior looks good. Inconsistent presentation, but a rare piece of AMC muscle that always makes a statement, and a patriotic one at that.

Bottom line: The Rebel was a short-lived model, only lasting from 1967 to 1970, and for its final year Hurst developed a high-performance version called the Rebel Machine. Based on a Rebel SST, it had the most powerful engine available in an AMC product and was dressed up with red, white, and blue reflective stripes. For 2326 buyers, it was an economical way to get in on the peak of the muscle car craze. They’re still economical, at least relative to their style, performance, and rarity. This result is realistic for the condition of this example.

Lot 791.1: 1996 Nissan Skyline GT-R LM Limited

Sold for $105,600

Chassis no. BCNR33023215. Championship Blue over gray cloth. Original, #2- condition.

Equipment: RHD. 2568/276hp, 5-speed with aftermarket shift knob, alloy wheels, Brembo brakes, aftermarket radio, aftermarket exhaust.

Condition: One of 188 LM Limited GT-Rs. Showing 118,190 km (73,440 miles) but recently serviced and looks quite good with a recent detailing. The paint and wheels are blemish-free. It’s clean underneath and the interior looks great as well.

Bottom line: Built briefly in the spring of 1996, the LM Limited was built to celebrate Nissan’s efforts at Le Mans with the R33-generation GT-R, even though those efforts were unsuccessful after four tries at La Sarthe. All 188 cars got Championship Blue paint, special decals, a carbon spoiler blade, different cooling ducts, and a bonnet lip. This is one of the more valuable variants of the R33 (1995-98). The price here seems a bit modest given the mileage and condition, but this auction was also very light on JDM favorites and the right bidders may just not have been in the room.

Lot 731: 1966 Aston Martin DB6 Mk I Vantage Coupe

Sold for $238,700

Chassis no. DB62805R. Fiesta Red over gray leather. Older restoration, #3+ condition.

Equipment: RHD. 3995/325hp, 5-speed, wire wheels, Vredestein tires, wood rim steering wheel, radio.

Condition: Restored in the late 1990s in the UK by RS Williams. Good older paint and chrome. Tidy, visibly but lightly run engine. Lightly aged and wrinkled leather. Older paint. Grimy underbody. Lightly aged restoration on a well-equipped Aston.

Bottom line: This DB6 isn’t perfect and the RHD is a knock to its desirability, but it’s a genuine Vantage wearing a high-quality (if older) restoration by a well-known specialist. It sold for $240,00 on Bring a Trailer just a few months ago in February, with unanswered questions and a lien on the car putting off bidders there. A $240K sale price is very low, low enough that taking it straight to Barrett-Jackson for a flip probably seemed like easy money. But it wasn’t, and given the fee structure of Bring a Trailer vs. B-J, the seller actually lost quite a bit of money here.

Lot 742: 2022 Ford GT Alan Mann Heritage Edition

Sold for $1,292,500

Chassis no. 2FAGP9EW4NH200027. Alan Mann Red, gold and white over black. Original, #2 condition.

Equipment: 213/660hp V6, paddle-shift 7-speed.

Condition: 16 miles, looks new, and pretty much is.

Bottom line: Ford spun off 10 different special editions of the 2016-22 GT, many of them playing on the theme of “Heritage.” The Alan Mann version is a tribute to Alan Mann Racing, the English team that raced GT40s in the ’60s as well as other Ford products like the Falcon, Lotus Cortina, and Escort. Alan Mann also gave the Mustang its first race victory in 1964. Just 30 examples of this special edition GT were produced for 2022. There were seven different Heritage Edition GTs, and whereas base cars typically sell for just under $1M these days, somewhere around $1.2M is more the norm for the Heritage cars.

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Earlier this month, at the Revs Institute in Naples, Florida, before a packed house of Shelby fans there to celebrate the 25th anniversary of the Series 1 roadster, Shelby American unveiled the Series 2 coupe. The sleek fastback will be limited to just 10 copies.

The history of contemporary Shelby-badged cars not named Mustang or F-150 dates back to that Series 1 roadster of 1999. Oft-maligned, and often unfairly, it was the only car designed from scratch by Carroll Shelby and was billed as the modern successor to the Cobra. A number of factors impacted the success of the promising Series 1, most of which were beyond Shelby’s control, including sticky corporate partnerships, budget overruns, and a disappointing powerplant switch to the Oldsmobile Aurora’s relatively modest 320-hp V-8. Just 249 of the planned 500 Series 1 cars were produced.

Until that is, Maryland-based Wingard Motorsports and Custom Coaches purchased the remaining Series 1 chassis and parts. “We revised the car to reduce weight by maximizing the integration of billeted aluminum and carbon fiber components,” said company founder Bob Wingard in a press release. “We further refined the suspension, braking, and drivetrain to allow an increase of more than twice the horsepower of the original platform. The bodies are now lighter, and the platform will support over 1100 horsepower.” Based on that work, the company released an updated, limited-production Series 2 roadster in 2018.

For the sleek new 25th Anniversary Limited Edition Coupe, Shelby has again granted Wingard an official license to build the car. Just 10 will be produced—three bodied in aluminum and seven in carbon fiber—all of which will be based on the Series 2 roadster’s aluminum honeycomb monocoque frame. Each car, too, will only be offered as rollers, which means buyers will need to supply their own powerplant.

Aluminum-bodied cars, which start at $498,200 minus the powertrain, will come either polished or painted to spec with racing stripes. Carbon-fiber cars start at $385,600. Buyers will have a few options to make these coupes go, with powertrain pricing starting at $83,500, which includes the motor, driveline, and a six-speed transaxle. Those looking for V-8 rumble can fit a Carroll Shelby Engine Company 427 Windsor V-8 or a supercharged Ford Godzilla crate motor. Wingard has also created a performance EV package for those interested in going the electric route.

“While the Shelby Series 2 is based on the first-generation car, it’s a significant leap forward,” said Wingard. “The Shelby Series 2 blends old school craftmanship and current technology, pushing the coupe into super car territory.”

Noted restorer, author, and Shelby historian Colin Comer believes there is much to look forward to. “I’m one of those guys who thinks everything is better as a coupe. Much like the Daytona coupe was to the Cobra roadster, and the Viper GTS was to the RT/10, this new Series 2 coupe really takes the roadster to another level,” Comer told Hagerty. “First, it just looks the business. And obviously being available in carbon fiber or aluminum ups the ante even more.”

In that $500,00–$600,000 all-in price bracket, the new coupe will have no shortage of competition. “The new Mustang GTD supercar, for one, hits the exact same demographic as the Series 2 coupe,” Comer said. “So I’m curious to see who the ten buyers are and what they end up doing with their Shelbys. Certainly, though, from where I sit, this is one heck of a way to celebrate the 25th anniversary of Carroll’s original Series 1 dream.”

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It was one of the final projects of Carroll Shelby’s long and illustrious career, and the legend still had something to prove: He wanted to design and build his own sports car from scratch, something he’d never really done. He had always modified cars, including the Cobra, but this time, he wanted the final say over everything.

That would be the Shelby Series 1. It debuted in 1997 at the Detroit auto show. Well, the body did – an unsolicited peek under the bodywork showed the chassis was built from wooden 2x4s. But Shelby said to expect the best of everything. “Steve, I’m doing this car right,” he told me at the Detroit show.

The fight to bring the Series 1 to fruition was a challenge for Shelby, but he got it done. You can see the result here, as our Hagerty Marketplace auction pick of the week.

Shelby not only got it done, he did it in sophisticated style. The frame is all-aluminum, and the standard engine was a 4.0-liter DOHC Oldsmobile V-8, with 320 horsepower. But the car in the Marketplace auction has the rare, optional ($22,000) supercharger, upping the horsepower to a potent 450.

The relatively compact engine was set back as far as Shelby could manage, resulting in an almost unheard-of, and very desirable, 49/51 front-rear weight percentage for a front-engine car.

Perhaps the biggest challenge Shelby faced was the loss of the eminently quotable John Rock, the head of Oldsmobile, and the man who green-lit the partnership with Shelby. Engineering and design on the car were just getting underway when Rock was forced out by GM head Ron Zarrella in September of 1996. It slowed the development of Shelby’s car, and it was finally introduced for the 1999 model year. All 249 Shelby Series 1s are 1999 models, and all were built in Shelby’s shop in Nevada.

In the end, Shelby got the majority of what he wanted. As evidenced by the Marketplace auction model—one of one with yellow paint, a black convertible top, and black stripes—the car has that extruded aluminum chassis construction with a carbon fiber and fiberglass laminate body, with carbon fiber trim in the interior. The transmission is a proven ZF six-speed manual.

As a bonus, the car is signed by Carroll Shelby, and by the car’s first owner, three-time NASCAR Cup champion Tony Stewart.

We’d judge the car to be in number 2, or excellent condition, and as such the value has risen 3.8 percent in the last year, according to the Hagerty Valuation Tool. The auction ends on June 7.

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The post Auction Pick of the Week: 1999 Shelby Series 1 appeared first on Hagerty Media.

Where’s the love for the Shelby Series 1?

A 397-mile example owned new by NASCAR great Tony Stewart just sold on Bring a Trailer for $175,000. A lot of money, to be sure, but consider for a moment that an “entry-level” worm-and-sector 289 Cobra in #1 (concours) condition can fetch about $1 million.

The sale is just the latest opportunity to wonder what could have been for Carroll Shelby’s late-in-life passion project and what might lie ahead for its value in the collector market.

A long road to Series production

The life of the Series 1 started with so much promise. Shelby, a few years removed from a heart transplant, wanted to cap his unparalleled career with the one thing he’d never achieved—a clean-sheet sports car. “I’m tired of imitations,” Shelby told the Chicago Tribune in 1994. “Folks have put the Cobra name on all sorts of stuff over the years but none of them were Shelby Cobras. Before they throw the last shovel of dirt on me, I want to take one last shot at an honest-to-goodness Cobra.”

For his ambitious new sports car, Shelby needed a reliable partner. General Motors’ Oldsmobile division stepped up to the plate, hoping to capitalize on the power of the Shelby name as it worked on its own comeback. Olds had the right hardware: a 4.0-liter DOHC V-8 that had been developed for the newly formed Indy Racing League. The compact size of the so-called Aurora V-8 allowed it to be mounted behind the front axle in a front-mid configuration. The chassis would be state-of-the art, formed from aluminum. Shelby dreamed not of a throwback to the Cobra but of a modern sports car that would be as revelatory in the 1990s as the Cobra had been in the 1960s.

Little went according to plan. The Indy car engine proved difficult to make emissions compliant, so Shelby was forced to take the version used in the front-drive Oldsmobile Aurora sedan. Meanwhile, his key ally at GM, Oldsmobile chief John Rock, was forced out in 1996, subjecting the partnership to corporate in-fighting. Shelby had initially planned for a Corvette six-speed transaxle, which would have shifted even more weight rearward and created more space for passengers. That didn’t happen, so instead the Series 1 got a six-speed ZF unit modified by Texas-based RBT. To protect the supremacy of the C5 Corvette, GM allegedly also put the kibosh on sharing C5 suspension parts (Shelby opted for the C4’s top and bottom A-arms).

More daunting for Shelby than GM politics was the very task of building a modern, regulations-compliant automobile. His Las Vegas factory struggled to build the cars on time and often did not. Such was the case with Tony Stewart’s Series 1. According to paperwork included in the BaT sale, the three-time NASCAR Cup Series champion didn’t take possession of his “1999” Series 1 until January 2001.

Where things went even more sideways was the price. Shelby promised the car for just under $100K and even took deposits. As it turned out, nobody was able to claim a Series 1 for anywhere close to that. Production difficulties swelled the price first to $134,975 and, by the time Car and Driver was able to test the car in 2000, to $181,824. That price included quality issues and a GM parts-bin interior—but not the supercharger. That cost some $20K extra.

In the end, the price dropped considerably. The bill of sale on Stewart’s car lists the original retail price as $112,290. However, by then the damage to the Series 1’s reputation had been done. Shelby ran out of runway with around 250 Shelby Series 1s produced and, according to our own Colin Comer’s Complete Book of Shelby Automobiles, had trouble selling them all. “Struggles that ultimately delayed production countless times led to one of the most flawed vehicle introductions in history,” Comer writes.

Buried by the production woes is the fact that the car was, at the end of the day, phenomenally capable and fast. The normally-aspirated V-8 was tuned to 320 hp (up from 250 hp in the Aurora), and Shelby offered a supercharger to match the power of the promised Indy engine. He overdelivered with a whopping 450 hp. Weight distribution was 49/51 front/rear—almost unheard of for a front-engine car. An inboard-mounted pushrod suspension significantly reduced unsprung weight and helped the Series 1 maintain nearly 1 g cornering force.

Shelby could have avoided much of the headaches had he simply sold the Series 1 as a component car, with the engine and transmission sold separately, as he had done successfully with the Cobra for years. However, the 17-digit VIN that came with federalization was very important to Shelby. It said he could build a proper production car, just like his bitter rival Enzo Ferrari had. That competitive drive, key to his many successes, ultimately led him to bite off more than he could chew as an ailing septuagenarian. (Shelby eventually did sell a small number of rolling chassis with a seven-digit CSX5000-series serial number. They are generally worth less than the production versions.)

Will Ol’ Shel have the last laugh?

On paper, and in the metal, the Series 1 has all the ingredients of a highly desirable classic: Limited production, outstanding analog performance, distinctive looks. Then there’s the whole Shelby mystique, which amounts to huge premiums on everything from 1960s Ford Mustangs to 1980s Dodge Omnis.

Still, the Series 1 hasn’t exactly taken off. Hagerty Price Guide currently values a normally aspirated, #1 (Concours) condition Series 1 at $159,000—quite a bit less than what most paid new, accounting for inflation. The highest price paid for a Series 1 was $313,000, set in 2018 by the very first Series 1, which was owned by Carroll himself. (Sorry, Tony.)

What’s holding back the Series 1? For some, the issue might boil down to the powertrain. Shelby die-hards love big, powerful engines—427 Cobras are valued 58 percent higher than 289 Cobras, even though many believe that the smaller Cobra is a much better-driving vehicle. The Dodge Viper, a car Carroll Shelby considered a spiritual successor to his Cobra, has a monstrous V-10. The 4.0-liter V-8 in the Series 1 just doesn’t raise hell in the same way. Others might have trouble looking past the GM switchgear and kit-car quality.

The whiff of failure, more than tangible issues with the car, is likely what dampens enthusiasm for the Series 1. Shelby collectors are, after all, buying into one of the greatest success stories in the history of motorsports. The Series 1’s troubled development made clear that Carroll Shelby was far from infallible.

Yet the man known for making comebacks may have one more in him, even after death. Currently, Gen Xers and millennials hold only 15 percent of the insurance policies Hagerty provides for Shelby Series 1s, but they make up 38 percent of the people calling us for new insurance quotes on the cars. In other words, younger buyers—the same demographic driving up prices for Toyota Supras and the like—are anxiously waiting for older Series 1 owners to sell. Values for the car have risen some 10 percent in the last few years. Hardly a spike, but an indication that Shelby’s swing at a ground-up sports car won’t be forgotten.

Meantime, the winning bidder on this BaT sale can enjoy a very fast roadster built by Carroll Shelby and owned by a NASCAR champion for a fraction of what a Cobra costs.

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