Welcome to This Week on Hagerty Marketplace, a recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

How do you take your horsepower–American or British? This varied trio of collectible cars check a lot of boxes for enthusiasts.

1964 Studebaker Avanti

Sold for $38,788

One of the cars offered from the Studebaker-centric Dr. Karl Peace & Georgia Southern University Car Collection, the lovely Avanti was styled in just 40 days by esteemed industrial designer Raymond Loewy and his team in 1962. Loewy was responsible for the look of everything from the Shell gas logo, to Coca-Cola vending machines, to the livery of Air Force One. The Avanti was essentially a Hail-Mary effort by Studebaker to compete with Ford, GM and Chrysler for attention, and while the reception was quite positive, the company went dark in 1966.

Just 4,643 copies of the fiberglass-bodied four-seater were built, making it a true collectible. This example is a 1964 model, likely one of the first ones built, as early 1964’s had round headlight frames instead the rectangular ones found in most ‘64s. It’s powered by a 240-horsepower, 289-cubic-inch V-8 with the coveted four-speed manual transmission. Since it as been in storage as part of the collection, it will take some work to bring it back to pristine condition, but once that is completed, the new owner will have one of what we consider to be the most gorgeous American luxury sports cars ever built.

1968 Jaguar E-Type 2+2

Sold for $51,895

Speaking of gorgeous, here’s a Jaguar E-Type, which Enzo Ferrari reportedly called “the most beautiful car ever made.” The E-Type, or the XK-E as U.S. customers came to know it, had a long life, being built from 1961 to 1974. This car is a 1968 model, and comes with a numbers-matching 4.2-liter straight-six engine with 245 horsepower, coupled to a four-speed manual transmission. It’s a 2+2, meaning it has the compact rear seat that folds down for additional space in the rear. The optional 15-inch knockoff wire wheels set the car off with a proper British profile. To be able to buy a well-cared-for classic like this for just over $50,000—sign us up.

1971 Chevrolet Nova SS

Sold for $34,775

How about a little all-American, Detroit-built muscle? The Chevy Nova was long waiting in the shadows of its stablemates, the Corvette and the Camaro, but performance versions of the Nova have truly come into their own as legitimate collectibles. This 1971 Nova SS is powered by a 350-cubic-inch V-8 backed by a Muncie M20 four-speed manual transmission. While the engine was rated at 270 gross horsepower, it’s likely this car makes more than that, judging from the Hooker headers, Flowmaster dual exhaust, and a Winters intake manifold with a Holley double-pumper carburetor. The last owner, who had the Nova SS for nine years, believes the displayed mileage of 81,640 is correct, and it seems likely there are plenty of enjoyable miles left in this pampered car.

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Welcome to This Week on Hagerty Marketplace, a recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

It was another busy week on Hagerty Marketplace, but this trio of rides—one of the last great Packards, a brown-over-brown Lincoln Continental Mark III, and a delightful example of Volkswagen’s droptop Cabriolet—piqued our curiosity. Let’s explore each offering a bit further.

1956 Packard Four Hundred Hardtop Coupe

Sold for $16,168

By 1954, the once-great Packard car company was forced to merge with Studebaker to survive. Following the merger, Packard sought to redefine itself with bold new models for 1955–56, penned by young designer Richard Teague. The new cars featured full-width grilles, expansive front glass, tri-color paint schemes, and more. The Four Hundred Hardtop Coupe was the company’s ritziest ride but ultimately failed to reverse the firm’s downward trend, selling just 3224 units in 1956.

The example seen here is one of the last aspirational Packards to leave an assembly line. It was the 849th Four Hundred model produced in 1956. Power comes from a 372 cubic-inch V-8 that made 290 horsepower. The two-tone Dover White and Scottish Heather paint still looks fantastic, especially for a car that reportedly was stored for 20 years and saw rare use. Once the new owner handles some necessary prep work, this should be a delightful cruiser for years to come.

1970 Lincoln Continental Mark III

Sold for $8,828

When Ford President Lee Iacocca commissioned Ford’s Advance Design Office to create a two-door personal car for the luxury space in 1965, he wanted to see something resembling the handcrafted Continental Mark II of the 1950s. The resulting luxury coupe, which debuted in 1968 with a long hood, short rear deck, lavish grille, and integrated spare tire was an immediate hit with buyers, immediately outselling the Cadillac Eldorado. By 1970 the Mark III received a handful of upgrades such as new wheel covers, concealed windshield wipers, genuine walnut veneers on the instrument panel, and more.

Seen here is an example of that light update. This brown-over-brown car seems purpose-built for our in-house Lincoln and brown car aficionado, Senior Editor Sajeev Mehta. (We checked and can confirm that he is not, in fact, the new owner of this car—much to his chagrin.) This Mark III shows just 29,097 miles on the clock, meaning there’s lots of life left for this 460 cubic-inch V-8. It, too, sat for around 20 years, so it will need a once-over before it’s ready to waft about once more. Still, from a dollar-per-square-inch, or dollar-per-horsepower standpoint, it’s hard to beat this cruiser for value.

1989 Volkswagen Best Seller Wolfsburg Limited Edition Cabriolet

Sold for $17,758

Filling shoes as big as those left by the Volkswagen Beetle is a tall task, but in 1980, the newly-debuted Volkswagen Rabbit Convertible attempted to do just that. It was an immediate hit, soldiering on for five lovely years before a name change that came from the Golf replacing the Rabbit here in the U.S. The convertible model was henceforth referred to as the Cabriolet.

Following a 1988 facelift, a few trims were offered, but the most sought-after was the Wolfsburg Limited Edition, which was based on the Best Seller trim. Wolfsburg-trimmed Cabbies received special Star Blue Metallic paint, a unique “Helios” blue velour interior, and a dark blue soft top, creating a one-year-only color combo that quickly became collectible.

Looking at this example, listed with 68,852 original miles, it’s not hard to see why these little charmers were so desirable. The 1.8-liter, 90-horsepower inline-four isn’t what we’d call a rocket, but this lithe car didn’t need much power to be enjoyable. Features include a heated glass rear window in the soft top, dual remote control side mirrors, a folding rear seat with trunk access, and more. Though the paint, which is believed to be original, shows a few nicks and signs of patina, we’d reckon there aren’t many more enjoyable ways to take in the summer sun.

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Dr. Karl E. Peace, a biostatistician, author, and philanthropist who has worked in public health for decades, has donated his 32-car collection to benefit Georgia Southern University. One of Dr. Peace’s previous contributions, an endowment in honor of his late wife, Dr. Jiann-Ping Hsu, allowed the university to establish a college of public health in her name.

Hagerty Marketplace is hosting the auction of The Dr. Karl Peace & Georgia Southern University Collection, the majority of which are Studebakers.

We can’t remember the last time we saw so many of South Bend’s finest under one roof. While there are a couple of post-Studebaker Avantis, a Chevy, a Buick, a Mercury, and a couple of Fords among the collection up for sale, let’s take a look at some of our favorite Studebakers that we’ll be paying particularly close attention to as the auctions come to a close starting on June 11.

1953 Studebaker Champion Regal Starliner

The 1953 model year marked the first year of the low, sleek Starliner coupes, penned by Robert Bourke at Studebaker’s design studio, which was headed by the legendary Raymond Loewy. Studebaker coupes of this era are a favorite among land speed racers because they perform much better than their peers, and it’s easy to see why: Their streamlined shapes were unlike anything else on the road. Later Studebaker Hawk variations expanded on the theme with fins and extra trim—we’ll be highlighting some of those as well—but the original Starliner is one of the best iterations and proves that sometimes less is more.

1957 Studebaker Golden Hawk

Studebaker’s most powerful and prestigious model at the time, the Golden Hawk debuted in 1956 with 352 cubic inches of Packard V-8 power, showing the fruits of the brand’s merger with Packard two years prior. For 1957, a Studebaker 289 replaced the larger Packard mill, but the output was the same 275 horsepower as before thanks to a centrifugal supercharger. These luxurious winged coupes are a rare treat, and because a 1956 model participated in the famed Mille Miglia, this one in particular could also be eligible for entry, adding another reason why a collector might see this Golden Hawk as the prize of Dr. Peace’s collection.

1960 Studebaker Champ Pickup

Studebaker didn’t have the deep pockets of its Big Three rivals, so it had to get creative in the late ‘50s when the brand needed to replace its aging pickup truck line that had been in service since 1949. Using the same chassis and stepside bed as its previous light-duty pickup, Studebaker cobbled a truck cab together by shortening a Lark sedan. We’ve gotta say, for something built on a shoestring budget, the styling works pretty well. 1960 marked the final year of a 170 inline-six as a flathead; it got an overhead-valve cylinder head in 1961. These pickups are a rare sight and would likely gather quite a crowd at any car show. Combine that with its fantastic gold paint and this one was an easy pick for our list.

1962 Studebaker Gran Turismo Hawk

The Gran Gurismo Hawk represented the final evolution of the sleek Starliner coupe into a more formal and stately touring car. The prominent grille might be a bit brash, but the new greenhouse gave the Gran Tursimo Hawk an all-new profile that matched its more upscale ambition. Inside, a plush interior kept up the theme. This one is powered by a 289 V-8 and a three-speed manual. Membership to the Brown Car Appreciation Society is complimentary.

1964 Studebaker Avanti

Plenty of Studebaker’s designs were vastly different from anything else on the market, yet we can’t help but think that the Avanti was perhaps the most ambitious effort the brand ever made. Its sleek fiberglass body is unmistakable. Studebaker-produced Avanti models were powered by 289-cubic-inch Studebaker V-8s, some with optional Paxton superchargers like the Golden Hawk. This one is naturally aspirated and backed by a four-speed manual transmission. Finished in blue over a blue and white interior, this example looks fantastic in photos, although a few mechanical and cosmetic issues need sorting out. It’s still a well-preserved example of a sporty personal luxury car bursting with style.

1964 Studebaker Daytona Convertible

Like the Champ pickup we mentioned previously, the Daytona used a lot of the mechanical underpinnings of its predecessor. In this case, that was the compact Lark, the same car that served as the basis of the Champ. Renowned designer Brooks Stevens was responsible for completely redesigning the Daytona to compete with rivals like the Dodge Dart, Chevy Nova, and Ford Falcon. We’d say he succeeded, as the lines look clean and sharp, even today. Just 416 Daytona convertibles were built in South Bend before production moved to Ontario, so this represents one of the last U.S.-built Studebakers in the company’s history.

There are plenty of other Studebakers in the Dr. Karl Peace & Georgia Southern University collection—plus the odd Chevy, Ford, and Buick. If you’ve got room in your collection for a bit of American car history outside of the Big Three, then you might consider one of South Bend’s stylish alternatives and help Georgia Southern University in the process.

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Welcome to This Week on Hagerty Marketplace, a recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

We have a trio of rides—a killer 1960s-era cruiser, and a pair of low-mileage luxury cars. Let’s start with one of those.

1997 Lexus LS 400

Sold for $35,310

Few of us were expecting a lot when the Lexus LS 400 debuted as a 1990 model; Japan had tried to sell luxurious cars in the U.S. before, such as the fourth-generation Toyota Crown, which was marketed for a couple of years in the early 1970s. But it just didn’t fit with the American concept of luxury. When Toyota tried again, it was a laser-focused effort that benchmarked cars that U.S. customers definitely considered luxurious, such as Mercedes-Benz, BMW, and Cadillac sedans.

While the LS 400 was a near-immediate hit, Lexus continued to refine the car, and for 1995, the company introduced the second-generation LS 400. Though it looked quite a bit like the original—why mess with success—90 percent of the parts were new or upgraded. This 1997 model is a suitable example of the Lexus flagship, with just 21,217 miles at the time of listing. Equipped with the optional moonroof and Lexus/Nakamichi sound system, this Lexus was clearly loved by the original owner from 1997 to 2019. There should be a lot of miles left in the car.

1966 Plymouth Sport Fury

Sold for $18,725

We can only imagine the pride the first owners of this Plymouth Sport Fury felt when their car was delivered to the Cooper Motor Company in Hayward, California in August of 1966: With a muscular 383-cubic-inch V-8 under the hood, mated to the durable Torqueflite transmission, with bucket seats inside and a black vinyl roof outside, it represented the epitome of Detroit performance and flair. This car spent its life in California, and came with a substantial file of paperwork, dating back to the original sale. A bold mix of the original and the updated, this Sport Fury is an appealing recollection of 1960s style in very nice condition at a very reasonable price.

1979 Cadillac Seville

Sold for $50,825

Who would have thought that a 45-year-old Cadillac Seville would have gotten this much attention? Apparently the nearly 168,000 people who viewed its online auction. With just 1927 miles on the odometer at the time of sale, this Seville was loaded with features, including wire wheels with time-capsule whitewall tires. It’s powered by a fuel-injected 5.7-liter V-8, mated to a three-speed Turbo-Hydramatic transmission. (Suitably) sold new in Boca Raton, Florida, this car, aside from some surface rust on the undercarriage, was in near-showroom condition. Priced originally at $12,479 (equivalent to $68,000 today), the Seville was the most expensive Cadillac you could buy in 1979.

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Welcome to This Week on Hagerty Marketplace, a recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

Some cool vintage rides sold last week on the Hagerty Marketplace, so we picked three very different vehicles to highlight all the action.

1979 Triumph Spitfire 1500

Sold for $13,108

British sports cars continue to be a fantastic value in the classic vehicle market, and this Triumph Spitire proves the point. While it’s a later model with Malaise Era big bumpers, this example sports thin chrome bumpers from a pre-1979 model. Then factor in the appeal of dark green paint, Minilite-style alloy wheels, a leather and wood interior, and a strong service history, and this Triumph is likely to provide thrills with the next owner for many years to come.

1969 AMC Rambler Rogue

Sold for $20,603

The third generation Rambler (1964-69) sported clean lines and offered tremendous bang for the buck when new. This range-topping 1969 Rambler Rogue sports an inline-six engine with an automatic transmission. While not necessarily the stuff of muscle car dreams, the price reflects the rarity, originality, and overall excellent condition of this AMC. And it answers the question, “Is any clean American coupe from the 1960s even remotely affordable these days?” with a resounding yes.

1974 Mercedes-Benz 280 C

Sold for $21,400

The W114 280 C was theoretically a less prestigious vehicle than the W208 S-class, but its postwar design signaled a new era in Mercedes-Benz engineering prowess. These models were powered by robust six-cylinder engines and the coupes had unique coachwork that made them significantly sleeker looking than their sedan stablemates. It makes for a solid European classic with more than a flair for extravagance. This vehicle’s originality with reasonable upgrades (its modern air conditioning compressor is highly recommended) makes this sale on the Hagerty Marketplace a great purchase for the buyer.

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When actor Clark Gable took delivery of a Jaguar XK 120 on the set of Never Let Me Go (1953) in Cornwall, the car was nearly as big of a deal as he was. Not only was the vehicle beautiful, and its engine a technological tour de force, with a top speed of 126.448 miles per hour, the XK 120 was the fastest car in the world.

Jaguar almost didn’t build it. As WWII ended, Jaguar was developing a 3.4-liter inline-six with dual overhead camshafts. The company had always built six-cylinder engines, back when it was called SS Cars, and had developed an overhead-valve design in 1936, but this engine was something new: Beautiful, reliable, and powerful, the XK would become the engine that put Jaguar in the history books. The company intended to put the DOHC six in a luxury-laden, six-passenger touring sedan called the Mark VII, but in 1948, as the British International Motor Show at Earls Court grew closer and closer, it became obvious that the Mark VII wouldn’t be ready in time. How could Jaguar show off its new engine? Based on a sketch from Jaguar’s lead designer and co-founder William Lyons, the company decided on a limited-run sports car, with an aluminum body over an ash frame.

Jaguar built the concept in two months. When the XK 120 debuted at Earls Court, it was a sensation. At the time, DOHC engines were the province of ultra-expensive vehicles like Duesenbergs and Stutzes, but you didn’t have to be mega-rich to own an XK 120; you just had to be well-off.

At £999, the XK 120 cost about 1.5 times as much as a Cadillac Series 62… and it looked like liquid speed. So what if it didn’t have a roof or windows? Seven months later, an XK 120 would clear 120 mph, making it the fastest production car to date.

As if the polished aluminum valve covers of the XK weren’t enough, the car’s gotta-have-it status was sealed when Jaguar decided to build them nearly identical to the 1948 concept. Given the original plan to build only 200 or so, the first XK 120s were delicately and expensively produced, with bodies made of aluminum. Initially, the only body style was a roadster. Jaguar made 242 between 1949 and 1950 at its facility on Holbrook Lane in Coventry, before switching the body material to steel and ramping up production: In 1951, it built 490 right-hand-drive units and 1025 left-hand-drive ones.

A fixed head coupé (FHC) arrived for 1951 with a roof and windows, chrome door handles, and an interior dominated by a gorgeous walnut dashboard. That same year, Jaguar also announced the “SE” specification, which enhanced the car’s performance with a set of wire wheels to improve brake cooling, and higher-lift cams and dual exhaust pipes to unlock 20 more horsepower. In 1953 came another body style, the drophead coupé, with a folding canvas top, real windows, and the walnut dash, plus another set of high-performance goodies: a C-Type head and larger carburetors, which together bumped output to 210 hp. Production of the XK 120 ended in August of 1954.

The 1951 example you see here (currently available on Hagerty Marketplace) wears the same color scheme as the one Gable received in Cornwall: Battleship Gray over red leather (he also owned a ’52 that he sent straight to Barris Customs for a gold paint job, removal of the headlight spears, and relocation of the license plate). Although available from the factory in 1951, the color scheme is different from the one this car originally wore, which was Birch Gray over red and biscuit, a combination about which the current seller on Hagerty Marketplace feels strongly: It “does not suit the car well.” Lest you have any worries about the reception of this change in the collector-car community, the matching-numbers car was honored at the 2024 Amelia Concours specifically for the excellence of its restoration, for which it earned the Gil Nickel/Far Niente Award.

That restoration, a four-year, nut-and-bolt effort, was top-notch. The body and chassis were separated, and the latter was stripped, rustrpoofed, and repainted. The former was stripped and all its panels realigned, before the whole shell was repainted. All the chrome work is new, down to the seat frames and hoodsticks for the roadster top.

The XK six boasts new pistons, sleeves, bearings, and timing chains, among other new components. A few wise upgrades have been made in the name of function: The main journal bolts, known for their troublesome retaining tabs, have been replaced with ARP studs, and the connecting rod bolts with studs from the same manufacturer. Both sets of original bolts come with the car, should you wish to reverse the modifications.

You have to look closely indeed to find anything to complain about on this car: The clock doesn’t work, the windshield trim is slightly marred, and one of the included reproduction batteries has a bad cell. But who needs to look at the time when they’re driving a car as legendary as the XK 120?

At the time of writing, the bidding sits at $45,000 with eight days left on the auction, which ends on Tuesday, May 28, at 3:10 p.m. ET. The car currently resides in Lancing, Tennessee, about an hour northwest of Knoxville.

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Welcome to This Week on Hagerty Marketplace, a recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

We have a trio of rides—a convertible, a truck, and a convertible truck. We’ll start with that one.

2005 Chevrolet SSR

Sold for $37,450

This later-production classic has fewer than 8700 miles on its odometer, and looks it. The powertrain, new for 2005, is arguably the most desirable in the SSR’s four-year model run—it’s the 6.0-liter LS2 V-8, shared with early C6 Corvettes. While earlier SSRs made do with the 5.3-liter Vortec V-8, the addition of the LS2 boosted the muscle to 390 horsepower. Also, for the first time, the 2005 SSR had a manual-transmission option—a six-speed Tremec—and this Redline Red model has one, making it one of the rarer SSRs. The man responsible for the design was Automotive Hall of Famer Ed Welburn, who went on to be named the head of global design for General Motors. Any SSR is fun to drive, but the powertrain on this cherry 2005, along with the ZQ8 sports suspension, makes us envy the new owner that much more.

1976 Triumph TR6

Sold for $18,404

Another red drop-top: The Triumph TR6 was offered from 1969 to 1976, making this ’76 model one of the last of the line, among just over 6000 copies imported to the U.S. that final year. As were all TR6s, this one is powered by the gutsy 2.5-liter inline six-cylinder engine, mated to a four-speed manual transmission. The engine has dual Zenith-Stromberg carburetors, which are reportedly original. In a significant departure from the Giovanni Michelotti-designed TR models that came before it, Triumph employed Karmann of Germany to handle the means-business styling of the TR6. Due in part to the long model run, there is a strong aftermarket for TR6s, making parts availability better than for many imported sports cars. This mint example showed fewer than 58,000 miles on the odometer; there should be a lot of miles left ahead of it.

1954 Chevrolet 3600

Sold for $37,450

See that red 2005 Chevrolet SSR further up the page? This three-quarter-ton 1954 Chevrolet 3600 is representative of the era that was the inspiration for it. Chevy called this generation of trucks the Advance Design model, part of a family offered from 1947 to 1955, and they were the best-selling pickups in the U.S. at the time. The design was tweaked over the years, with the biggest change coming in 1954, when, as you can see, the two-piece windshield was replaced by curved one-piece glass. An automatic transmission was finally offered, but this particular truck has a four-speed manual with a floor shifter. It’s powered by the new-for-1954 Thriftmaster inline six-cylinder engine with 235 cubic inches, replacing the 1953’s 216-cubic-inch six-cylinder. The electrical system was upgraded from six volts to 12 volts as part of a 2005 frame-off restoration, which reportedly was just 1444 miles ago. Painted Duchess Blue, this is a handsome truck, updated with features that would make it a comfortable, likely reliable cruiser.

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The Malaise Era ushered in modern technologies, luxuries, and efficiencies into the American automotive landscape, and the sixth-generation Buick Riviera might perhaps be the best example of the period. It had all the style of a traditional personal luxury coupe, but with a fully independent suspension, space-saving front-wheel drive, and a bevy of technological upgrades set the tone for future luxury cars. The sales brochure for the all-new 1979 model even went so far as to suggest that

“Like an iceberg, most of its content lies beneath the surface.”

That statement has passed the test of time, as the GM E-platform underneath the 1979-1985 Riviera managed to position a new direction under a traditionally styled body. It even traces its radical roots back to the stunning 1966 Oldsmobile Toronado, most notably with its longitudinal-mounted engine powering the front wheels. The Riviera offered something for everyone seeking a premium automobile, and this particular 1985 model with less than 24,000 miles on the odometer is a perfect time capsule of a car that embodied its era.

This Red Firemist colored Riviera, currently listed on Hagerty Marketplace, looks showroom fresh and was clearly loved by its three previous owners. One of them was likely a member of the Antique Automobile Club of America (AACA): Back in 2019, that owner entered this Riviera in Class 27p (Production Vehicles; 1984-1985) and won first prize. There’s even an AACA emblem on the grille as proof of provenance.

The interior looks close to perfect, with nary a sign of wear on the driver’s seat leather. Notable features include an upgraded three-spoke sports steering wheel, standard Concert Sound audio system, and Buick’s lever-free “touch” HVAC control panel.

Power is delivered by the standard 5.0-liter Oldsmobile V-8, and not the optional 5.7-liter Oldsmobile Diesel or turbocharged 3.8-liter Buick V-6. This motor is likely the best of the bunch for the luxurious Riviera, with smooth V-8 performance and a durable design. Perhaps our own Andrew Newton summed up this performance best in a review of the Riviera’s platform-mate, the Cadillac Eldorado, as he suggested these vehicles have a “complete lack of sporting pretensions, take-it-easy attitude, mild cost of ownership, and opulence per dollar [that] is seriously charming.”

This low-mile Riviera may be original, but newer whitewall tires suggest it can and should be enjoyed for shows and pleasure cruises. This isn’t a shrink-wrapped museum piece, and the touched up paint work on the front end proves the point. Flaws are minor and wholly forgivable, including an inoperative engine bay light and sun visors that do not “stay in the upright position without stays.”

A full complement of paperwork comes with this Riviera, including repair manuals, sales literature, owner’s manuals, and awards from the Buick Club of America. This car is a fantastic example of the sixth generation Riviera. And with a high bid of $4,750 at the time of writing, it’s clearly an underappreciated classic car. That 1979 sales brochure was right—the Riviera clearly offers much more than its vintage sheetmetal may suggest.

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The Toyota Land Cruiser probably belongs in the pantheon of automotive greats for at least two reasons: How prolific it’s been throughout history, and how charming just about every iteration has been. Even the newest one, back in the North American market after a brief hiatus, carries with it the sense of go-anywhere adventure that seems to permeate the cabin of every previous Cruiser.

But those early models, engineered to imitate the original Willys Jeeps, carry a unique appeal. Launched in 1960 and first imported to the U.S. in 1963, the FJ40 was a no-nonsense machine built to get the job done, not unlike a farm tractor with a closed cabin. It offered four-wheel-drive, relatively little in the way of creature comforts, and the now-famous all-day dependability. Rust was more likely to kill your FJ40 than any mechanical malady. The Cruiser’s rugged durability made it the prime candidate for service all over the globe; regardless of the climate, the infrastructure, or the terrain, a Land Cruiser was often—and still is—your best bet.

As a result, the vehicle grew a cult-like following that, once enough time had passed, began to celebrate those early Land Cruisers as collectibles—some of the earliest SUVs to deserve the moniker. Nowadays, we see FJ40s in collections worldwide, some bone stock, others the subjects of six-figure restorations.

This example, a 1974 FJ40, located in Beverly, Massachusetts, and currently listed on Hagerty Marketplace, wears many of the traits that make this platform so charming. According to the listing, this green and white two-tone FJ40 was imported from Colombia. (In the Land Cruiser world, your car hailing from another country—particularly one with an interesting history—can score you bonus points.)

Power comes from a 3.9-liter “F series” (No, not that F-Series) inline six with a cast iron block. Interestingly, the F series engine drew a lot of engineering inspiration from GM’s inline-sixes (think Chevy’s Stovebolt Six and the like). This FJ40’s engine mates to a three-speed manual transmission that drives the rear wheels, or all four corners through a dual-range transfer case. The simple 15-inch steel wheels feature Pirelli Scorpion S/T tires and there’s a matching spare out back.

Inside, you’ll find a vinyl-upholstered bench seat up front and two folding benches facing each other in the rear. This one has the “ambulance” doors at the rear that open sideways to offer better ingress/egress. Other features include an aftermarket Kenwood stereo, sliding rear windows, gauges for oil pressure, coolant temp, amperage, and fuel level, a locking fuel door, and more.

According to the listing, the FJ40‘s five-digit odometer shows roughly 19,400 kilometers (around 12,000 miles), but the true mileage is unknown. On a vehicle this straightforward and reliable, we’re inclined to think that’s the number that matters the least here. The sale will include the Land Cruiser owner’s manual, a set of four keys, and a clean title. At the time of this writing, the leading bid sits at $5000 with six days remaining in the auction.

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Welcome to This Week on Hagerty Marketplace, a recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

This week we’ve got a wide variety of rides, including a useful ute and a pair of drop-tops that could hardly be more different. Check ’em out:

1914 Chevrolet Series H-2 Royal Mail Roadster

Sold for $42,800

Chevrolet’s first mass-market car was a direct shot at Ford’s hugely successful Model T. It wasn’t as cheap as Ford’s mass-produced marvel, but it was more powerful, packing a 24-hp four-cylinder with overhead valves. Ford was content with flathead power until the 1950s. Chevrolet also brought a three-speed transmission to counter Ford’s two-speed gearbox. It wasn’t a perennial sales success like the Model T. However, it did give Chevrolet co-founder William Durant the financial boost needed to regain control of General Motors. For fans of Chevrolet history, this was the first year that Chevrolet cars wore the now-famous Bow Tie logo. This H-2 sold rather well, although those that have sold for less were not such beautiful examples. This drop-top would make a great foundation for a Chevy collection highlighting the brand’s evolution. (Read the full story on this 1914 Chevy, the 64th of the run and believed to be the oldest complete Chevrolet in existence, here.)

1967 Datsun 1600 Roadster

Sold for $19,795

Before the Miata, another Japanese two-seater took on the classic British roadster formula. Datsun’s 1600 roadster packed 96 hp and the proper proportions and dynamics to win over those considering a Triumph or MG. We love how the curved sides of this compact sports car contrast the squared-off scoop and the carved leading edge of the hood. Its look manages to be simultaneously entirely Japanese and yet very European. This example features an upgraded five-speed manual transmission and its engine was rebuilt in 1988. Its sale price is just above its $3 (Good) value, as it could use just a bit of freshening up inside. The body, on the other hand, seems just as straight as its off-center racing stripes.

1987 Chevrolet El Camino

Sold for $19,795

Many of us on the Hagerty staff are fans of car-based pickups and have a soft spot for El Caminos in particular. This one-owner 1987 model is one of the nicest G-body El Caminos we’ve ever seen and is equipped with a 305 V-8 and Turbo 350 automatic. The black over silver two-tone and red pinstripe look great with the optional Rally wheels, but we’re not sure about the high-top camper shell. This virtual time capsule of a pickup has less than 30,000 miles on the odometer and everything about the car’s pristine appearance reflects that. The sale price barely exceeded the #2 (Excellent) value, appropriate for the fantastic condition of this low-mileage ute.

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Welcome to This Week on Hagerty Marketplace, a recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

If this week’s selection of vehicles were a Jeopardy! category, it’d be “Potpourri.” A bit of this, a bit of that. Which kind of encapsulates the brilliant variety not only of this hobby, but of online selling platforms. If ancient British prototypes aren’t your thing, hey, maybe German droptops are. Or good ol’ American 4x4s. Whatever your predilections, if you browse the listings long enough, you’ll find what you’re after. Here’s what folks were after this week.

1937 Morgan 4/4 Standard Special Prototype

Sold for $35,417

By the mid-1930s, the Morgan Motor Company was well into its transition from building three-wheeled cyclecars to four-wheeled motorcars. That attempt, the 4/4, would enter production in 1936 and carry on, astonishingly, until 2018. Just a year into production, Morgan lost its engine supply from Coventry Climax, so it turned to Standard Motor Company for a replacement. The car pictured here was the prototype fitted with the first 1267-cc Standard Special engine. It was driven and raced extensively with some success for years by company scion Peter Morgan, before coming to the U.S. to live out a second life in vintage racing. This is a well-documented, well-preserved bit of Brit-car history that sold for the kind of money any ordinary 4/4 roadster in #3 Good condition might.

1985 Porsche 911 Carrera Cabriolet

Sold for $51,895

Few cars are as “Radwood” as Grand Prix White 911 cabriolets. This one, a “Rest of World” Carrera, rather than one originally built for the U.S. market, was imported from Germany to Florida when new, and it has remained there with three owners ever since. With its slightly different credentials, the changes include a more powerful 3.2-liter engine (234 hp vs. 200 hp in U.S. versions), a factory-installed rear spoiler, Euro-specific lighting, and smaller rear bumperettes. Upon import, the metric odometer was changed out for a standard one, which now shows 82,540 miles. This Carrera cabrio is no spring chicken, but service records indicate it has been treated like one. And it sold accordingly, its price falling right between our #3 Good and #2 Excellent valuation. 

1997 Chevrolet Tahoe LT

Sold for $32,367

Vintage Chevy SUVs have been on the radar for some time now, with classic K5 Blazers of the 1970s and ’80s enjoying a steady rise in value in the last decade. Increased interest in newer full-size Chevy SUVs, or Tahoes, if you will, is more recent, with those prices starting to climb in the last four years. While larger four-door models became ubiquitous family haulers in the suburbs, two-doors kept a lower profile. This 29,000-mile Tahoe LT is about as clean as they come, with a great red-over-silver color scheme, shiny newer GM wheels (the originals are included), and a push bar mounted on the front. Many of these workhorse trucks got used up, and it’s only going to get more difficult to find them in this condition. The sale price here reflected that, as it went for strong money, right between our #2 Excellent and #1 Concours valuations.

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Ol’ Pete Brock sure had a way with a pen, didn’t he? His Shelby Daytona Coupes are some of the most gorgeous race cars to grace a track. What’s more, with the mechanical backing of Carroll Shelby-fettled 289 Ford V-8s and the underpinnings of a Cobra, these beauties carved their name in racing lore by cruising to the 1965 FIA World Manufacturer’s Championship, besting the likes of Ferrari by a longshot. In just two short years, the Daytona Coupes had amassed a pedigree more stunning than their bodywork. Just six Daytona Coupes were made, however, and with a reputation like that, they’re all but unobtanium now.

Luckily, a few small-scale manufacturers have tried their hand at recreating this iconic silhouette. Perhaps the most well-known is Factory Five, the kit-car company many turn to for replicas of not only the Daytona Coupe, but also the Cobra. Factory Five calls its Daytona rep the “Type 65,” and it’s a convincing tribute to the real deal.

If the idea of rolling to your next meet-up or track day in this nod to racing royalty sounds like something you could get down with, check out this 2016 Type 65, currently up for sale on Hagerty Marketplace.

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Factory Five began offering the Type 65 back in 1999, and in 2016 released the third-generation kit. Updates included additional cockpit space, an improved body shape, and a completely revamped, modernized space frame. According to Factory Five’s website, the third-gen car does not share a single chassis, panel, or body component with the previous gen-one and gen-two cars.

This third-gen Type 65, sporting Serial No. 180 out of the 482 built in 2016, was originally assembled by Wayne Presley of Very Cool Parts in Enterprise, Alabama, and was then acquired by the Hagerty collection right after. The car has remained in the Hagerty garage in Traverse City, Michigan, seeing only light use since arriving, according to the listing.

Features include a black powder-coated chassis, body cutouts, standard-width front lower control arms, coupe nose scoops, and air conditioning. Power comes from a Ford 347 cubic-inch small-block V-8 with Holley Sniper electronic fuel-injection system and dual side-exit exhaust pipes on either side of the vehicle. The engine mates to a Tremec T5 five-speed manual transmission, which spins the rear wheels through a 2015 Mustang differential with 3.55:1 gears.

Braking hardware is similarly stout. All four corners feature discs clamped by Wilwood calipers. Koni coil-over shocks handle damping duties. The Halibrand-style 18-inch wheels are wrapped in Michelin Pilot Sport tires measuring 275/35 ZR18 up front and 315/30 ZR18 at the rear, and a matching spare wheel and tire are included.

The car’s cabin features aluminum race seats with Simpson five-point harnesses, a factory roll cage, a fire extinguisher, and a quick-release steering wheel, meaning it should be ready to go if you were looking to tackle track days in it.

Recent service items include a new power steering pump and new gas struts for the engine cover. Known imperfections include a few paint chips and a small chip in the windshield.

With just 10,966 miles recorded at the time of the listing, this low-mile Type 65 might be your ticket to vintage racing delight, or, if nothing else, the perfect conversation starter at your next cars & coffee event. At the time of this writing, the leading bid sits at $15,500. The auction ends Monday, May 6, and with no reserve put on the car, it’s bound for someone else’s garage no matter what.

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Welcome to This Week on Hagerty Marketplace, a recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

This week we’re spotlighting a trio of American cars that span three decades—and three distinct segments of the collector-car realm. Each represents a great example of its type, with prices that were hard to overlook.

1959 Chevrolet Corvette

Sold for $74,365

Shedding some of the baubles and chrome found on the 1958 model, the 1959 Corvette was a more distilled version of America’s Sports Car and still packed the same lineup of 283 V-8 engines. This example from Marine City, Michigan, is finished in classic Corvette colors with Roman Red paint set off by Snowcrest White coves. It comes with a matching red hardtop and a white soft top. Its 230-hp, four-barrel 283 V-8 was the base engine for 1959, but there isn’t a whole lot of car to haul around, so we have no doubt it’s fun shifting through the four-speed with the top down on a perfect day. This Corvette’s sale price of $74,365 is nearly right in the middle of the range between #2 (Excellent) and #3 (Good) condition, which means it was probably a solid buy given its restored condition.

1979 Hurst/Olds W-30

Sold for $20,277

The Hurst/Olds package brought some unique styling and performance upgrades to several generations of Oldsmobile coupes. The earlier ones get the glory for their big V-8s engines, while those of the mid-’80s draw gawkers to their lightning rod shifters that resemble a Lenco, but the late ’70s models are interesting as well. The 1979 and 1980 Hurst/Olds package was built on the Cutlass Calais coupe and marked the last use of the Oldsmobile 350 in GM’s midsize RWD platform, before the Chevy small-block took over. They also got some pretty cool wheels, if you ask us.

This car in particular is one of the nicest examples we’ve seen, and it would certainly draw a lot of attention at car shows thanks to its fantastic condition and two-tone paint of Hurst Gold over black. Its transparent T-tops are also conversation starters that make it one of just 527 equipped with the “Hurst Hatch.” Valuation specialist Greg Ingold, who is well-versed in lesser-known GM muscle cars, was the one who singled out this well-preserved piece of Malaise Era muscle. “The late ’70s metric chassis has always been this weird spot that everyone forgets about. I think they came into their own cosmetically in the early ’80s, so earlier cars seem to be a bit cheaper.” Still, this car sold well, with its price coming in just over its #2 (Excellent) valuation.

1967 Ford Econoline

Sold for $10,700

You never know what’s going to pop up on Marketplace. This Econoline SuperVan is powered by a 240-cubic-inch inline-six and is decked out in the livery of the previous owner’s lemonade business. The rolling billboard had to draw plenty of attention at every farmer’s market where it peddled its wares. As much as we’d hate to paint over the great graphics, we have already conjured up all kinds of ways to put the compact van’s spacious cargo area to use. A vintage motocross transport, perhaps? Regrettably, our managing editor, Eddy Eckart, was too busy working on his current projects to take note of this sale. “$10K for something like this makes me kick myself that I wasn’t paying attention. Plus, I have a grandma Bea. This would have been perfect!” There’s always room in the collection for a new project, so keep your eyes open.

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In a collection featuring a number of early Chevrolets and Fords, this one stood out. Though it had been decades, I immediately recognized No. 64, a 1914 Chevrolet Series H-2 Royal Mail roadster, as the same car I saw proudly displayed in the showroom of Braeger Chevrolet in Milwaukee back in the 1980s. This early Chevy has a storied history, and is believed by the H Model Register Chapter of the Vintage Chevrolet Club of America to be the oldest complete Chevrolet in existence.

No. 64 is part of a Hagerty Marketplace listing of 26 cars from the collection of the late Nashville businessman, Robert A. Jones, and appears to have spent much of its life in the Milwaukee area before joining Jones’ collection in 2003. Its serial number, 64, indicates a build date of mid-August 1913, putting it at the beginning of the Series H’s production run. The model’s success would help secure Chevrolet’s future, and chart General Motors’ course under William “Billy” Durant as well.

Before delving into this particular Series H, it’s worth contextualizing the importance of the model itself. Former Buick co-owner and General Motors founder Billy Durant, along with Swiss émigré Louis Chevrolet, incorporated The Chevrolet Motor Company on November 3, 1911. Other partners included Chevrolet’s brother, Arthur, and investors William H. Little; Buick’s other co-owner, James H. Whiting; and Durant’s son-in-law, Dr. Edwin R. Campbell. Their first Chevrolet automobile came in 1912 in the form of the large, expensive Series C Classic Six tourer. It was just another car few could afford, however, and an inauspicious start, as only five Series C cars were built that year.

Along with the Series C, the group also offered a small car under a separate brand called Little. William Little had been a manager at Buick but started his own firm in Flint, Michigan, building “the classiest of all roadsters.” The Little Four, as this small car was called, garnered few sales—2199 for the calendar year—but its $690 price was at least in Model T Ford territory.  

The following year, in a further effort to kickstart the young brand, Chevrolet announced the 1914 Series H, based in part on the Little Four. Available in two cleverly named versions, the sporty two-door H-2 Royal Mail roadster ($795) and the stylish four-door H-4 Baby Grand touring ($850), these well-equipped cars were a stark contrast to the spartan $700 Ford Model T.

The Series H was powered by a 171-cubic inch four-cylinder powerplant designed by Arthur Mason, who created Buick’s famed “Valve-in-Head” engines years before. With an overhead valve design that produced 24 horsepower, Mason’s tidy four was so advanced it would be used until 1928, and it made the light and powerful Series H cars popular for fairground dirt track racing and hillclimbs.

In addition to the well-liked engine, the Series H also featured a conventional three-speed transmission—as opposed to Ford’s pedal-operated two-speed planetary gearbox—and was the first to display Chevrolet’s soon-to-be famous “Bow tie” logo.

With the Series H, Chevrolet began to find its footing, and Durant’s partnership with Louis Chevrolet was beginning to pay off. Chevrolet had designed and driven the famous “Buick Bug” racers for Durant and David Buick in 1909–1910, and Louis not only brought his mechanical knowledge to the new organization, but Durant also felt his name reflected the “French Type” small automobile he believed America needed. This all played into Durant’s bigger objective: To build enough equity to recapture General Motors, the emerging giant he founded in 1908 and subsequently lost in 1910.

Durant started GM when he merged the automaker he owned, Buick, with struggling Oldsmobile. Cadillac and Oakland (later Pontiac) joined the fray in 1909, as did truck manufacturer Rapid Motor Vehicle Company (later GMC) the same year. Wrote Durant, “I figured if I could acquire a few more companies like Buick, I would have control of the greatest industry in this country. A great opportunity, no time to lose, I must get busy.” Perhaps he got too busy. Durant almost bought the Ford Motor Company, too, but Henry wanted $8 million in cash, not stock, and GM was running out of cash. Durant had purchased 22 companies, including suppliers like the future Delco and AC Spark Plug, in less than 16 months. Fearing bankruptcy, on September 26, 1910, GM’s bankers had Durant removed. 

Undeterred, Durant continued his effort at automotive empire-building. A couple years of strong Series H sales was just what he needed—in 1916 Durant was able to offer five shares of now-attractive Chevrolet stock for a single share of GM. Headlines shouted “Chevrolet buys General Motors,” and Billy Durant was once again the leader of GM. Durant told an interviewer, “My advice to you and all others is to keep working… Forget mistakes. Forget failures. Forget everything except what you’re trying to do now—and do it.” 

More than 100 years hence, there are scant few examples of the car that helped turn Durant’s fortunes around. Time and attrition are natural factors, but add to that the fact that there weren’t many to begin with: The work of late historian, Ken Kaufmann, reveals that Series H production started slowly in 1913—five cars in July, 100 in August—and 5005 Chevys, mostly Series H cars, were eventually built for the 1914 model year. That No. 64 survived likely came down to how it got put to use.

A look inside No. 64 shows a brass tag on the dashboard that reads, “This Automobile is sold by Wisconsin Auto Sales Co.” in Milwaukee. An advertisement in the 1913 Milwaukee Press Club annual publication Once A Year and an another in the 1913 Wisconsin State Fair program places Wisconsin Auto Sales as the state-wide distributor for Chevrolet, and research suggests they sold No. 64 new.

The car appears to have been busy in subsequent years, at least judging by a photo in a 1951 book, The Oldtime Automobile by John Bentley. The image includes Mr. C.J. Hylton, service manager of Milwaukee’s King-Braeger Chevrolet dealership, standing alongside No. 64 (erroneously dated as a 1912 model), the car adorned with painted letters stating that it had been driven 216,000 miles. (That’s a lot of mileage even for a modern car, but Series Hs have been known to cover ground—a member of the H Model Register Chapter has a 1915 Royal Mail documented at traveling over 300,000 miles by 1933.) The car remained affiliated with King-Braeger for decades—the dealer subsequently became Braeger Chevrolet, the dealership where I first saw No. 64 around 40 years ago.

Kaufmann’s research of No. 64 places its assembly in mid-August of 1913, just the second month of Series H production. The car’s rounded cowl and “zigzag” windshield, taken from the Little Four, are further evidence of this car’s early build date, as later models switched to a Series H-specific design. Only two Royal Mails with these features are known to remain: Numbers 64 and 179.

Today, No. 64 presents cleanly in red and black over a black interior, and proudly wears a blue bow tie badge atop its radiator. Though it’s in need of some attention to make it fully roadworthy, the engine happily chugs away after a turn of its crank.

As to the claim of No. 64 being the oldest known complete Chevrolet, there is an older Chevy, a Series C Classic Six in the Reynolds-Alberta Museum of Canada, but it is not complete or restored. There is also a 1914 Series H in the GM Heritage Center known as “Old No. 1,” but the H Model Register Chapter makes it clear “it had a Little Six body fitted onto an H Model chassis and was the prototype for the H Model Baby Grand. It was an advertising prop for the company and not actually the first Chevrolet with a serial number of 001.”

Like a rock, the Series H is the foundation of one of the world’s best-selling brands. It’s not often that the oldest known example of the model that made the company (and in this case, influenced the early direction of General Motors itself) comes available. At a spry 110 years old, No. 64 is ready to represent the beginnings of the brand for years to come.

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Welcome to This Week on Hagerty Marketplace, a new and recurring recap of the previous week’s most noteworthy cars and significant sales from the Hagerty Marketplace online auctions.

The bulk of cars sold with Hagerty Marketplace over the last seven days come from a collection out of Boca Raton, Florida. Vintage luxury was the dominant flavor, with the occasional Ford hot rod, Cobra replica, and Beetle convertible thrown in for good measure. It wasn’t all Florida flavor, though, as we witnessed some JDM charm crossing the virtual auction block as well. Here are the standout sales:

1969 Mercedes-Benz 280 SE Coupe

Sold for $48,150

Mercedes-Benz sold the W111 platform in numerous versions from 1959-71, an era when the company delivered some of its most timeless, handsome models and constructed them like tanks. The two-door 280SE is the arguably best-looking, most well-known, and most highly prized of the series; this two-tone coupe is reportedly a U.S.-market car upgraded to European spec with single-piece glass headlights and removed side reflectors. It moved for solid, condition #3+ (Good) money.

1937 Rolls-Royce 25/30HP Park Ward Landaulette

Sold for $41,302

The 20/25 was the bread-and-butter Rolls-Royce from 1929 to 1936. And although it was technically the entry-level model, it was still a Rolls-Royce. As such, many examples received wild bodywork from premier coachbuilders. This one was skinned by Park Ward of London as a landaulette (sometimes written as landaulet), which is a closed car over the front seats but has a folding roof over the important folks riding out back. It also has a sliding division window, rear jump seats, and vanities. Vintage Rolls-Royces are rarely cheap, but even ones with rare, interesting coachbuilt bodywork like this can be surprisingly inexpensive to buy.

1991 Nissan Figaro

Sold for $17,120

There aren’t many cheaper ways to turn heads than one of these quirky, retro-styled JDM gems. Available exclusively to Japanese customers over three batches in 1991, the Nissan Figaro was deliberately old school with its wide grille, circular headlights, soft curves, thin steering wheel, and vintage-style gauges and switchgear. It was so popular that Nissan sold all 20,000 units via a lottery system. Since turning 25 years old and therefore gaining exemption from U.S. import restrictions, American enthusiasts have gotten to enjoy the Figaro, too.

Figaros were available in four paint colors to represent the seasons: Topaz Mist (autumn), Emerald Green (spring), Pale Aqua (summer), and Lapis Grey (winter). This one wears the wintry Lapis Grey with a white retractable top. Figaros are easy to fall for and their prices are up a remarkable 68 percent over the last five years, but the $17K sale price here shows how unusual, fun cars are still out there at entry-level prices.

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Six feet, four inches: That’s the height of actor Tom Selleck, who debuted in the CBS detective series Magnum, P.I. on December 11, 1980. Selleck was so tall that padding had to be removed from the driver’s seat cushion of his Ferrari 308 GTS so his head wouldn’t stick out of the top of the car during filming.

At 79, it’s unlikely Selleck could leap into his Ferrari the way he did through the show’s eight-year run. But for many of us who grew up during Magnum’s tenure in Hawaii, posters of his appropriately Rosso Corsa red Ferrari hung on our bedroom walls, forever imprinting the coolness of the Prancing Horse brand.

So you may be excused for a bit of primal blood-rush when you see this Auction Pick of the Week: A Euro-model 1982 Ferrari 308 GTSi, finished, of course, in Rosso Corsa.

The Ferrari 308 GTB, designed by Leonardo Fioravanti, was first shown to substantial acclaim at the 1975 Paris Salon. It was a successor to the Dino, but it wore true Ferrari badges, and this example is powered by the comparatively durable 2.9-liter V-8 with the Bosch K Jetronic fuel injection, paired with the syncromesh five-speed manual transmission with a gated shifter.

By the end of 1977, Ferrari had added the 308 GTS model, which it called a Spider, but it was really a targa roof, with a vinyl-covered removable panel that could be stashed behind the seats. The GTS quickly outsold the fixed-roof GTB, and the design allowed owners to experience fresh-air motoring and still be able to lock up their 308 without having to deal with a soft top.

This particular car comes with multiple options, including fog lights,16-inch, five-spoke wheels with Continental ExtremeContact Sport tires, and air conditioning, which is currently inoperable. It’s a desirable Euro-market model, fitted with U.S.-spec bumpers and side marker lights. The car has an aftermarket Kenwood sound system.

Last August, the engine was the subject of a major timing belt and ignition service which also included a compressor conversion, full fluids change, and a new exhaust system.

Known imperfections are minor rock chips on the front bumper and spoiler, minor paint bubbles on the lower passenger-side door, and headrest leather that is “dry and creased.” The current owner says that he has found no evidence of rust.

This Ferrari is no trailer queen, with just under 80,000 miles showing on the odometer. “Every car I own, I drive, and I have great folks locally that help me make sure a car will do everything it was originally designed to do, and this car does exactly that,” says the owner. “I do not trust the cars that have not been driven, maintained and enjoyed.”

Want to relive those Magnum, P.I. dreams? Bidding ends Tuesday, April 16, at 3 p.m. ET.

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It’s uncommon for an automaker to nail an ambitious design brief on the first try—but that’s exactly what Ford’s Continental Division did with the Mark II, intended to rival the biggest, best cars from the world’s most renowned luxury brands. Though the Mark II caused Ford to bleed cash on each build, and its high production cost resulted in its extinction, this rare, classic American luxury car was coveted in-period and has aged incredibly gracefully—right down to the four-pointed star on its hood, an ornament that cost as much to build as the wide, ribbed grille on a 1957 Ford.

Nothing was too good for the Continental Mark II. Each of the 3012 cars, a run that was separated after the fact into the 1956 and ’57 model years, was built and painted by hand. The driveline was Lincoln’s Y-Block V-8, which made 285 horsepower backed up by a “Turbo-Drive” three-speed automatic transmission made by Lincoln and Borg-Warner. The list of standard equipment dripped with luxury: power steering, power brakes, power front seat, leather interior, radio, heater. Air conditioning was the only add-on.

The biggest names of the era flocked to the Mark II, which, at launch, cost a third more than a contemporary Cadillac Eldorado, the most luxurious car from Ford’s archrival General Motors. Dwight Eisenhower, Nelson Rockefeller, Elizabeth Taylor, Frank Sinatra, and Elvis all owned a Mark II. The understated aesthetic of the car surely played a large role in its appeal: A Cadillac Eldorado Brougham of the same vintage bulges with chrome bumpers and trails a set of pointy tailfins, but the Mark II, with its barely there body surfacing, delicately textured egg-grate grille, and finned wheels, is the perfect model of aesthetic restraint, a statement of elegance and taste that only the richest could afford. (Of course, if you were Elvis, you simply bought a Mark II and an Eldo.)

That brings us to the example before us here, a Mark II built in September of 1955, a month before the model appeared at the Paris Auto Show. (Production had only started in July of that year, making this car a fairly early build.) Originally painted in Forest Green over an interior combination of Light and Medium Green, it wears a recent restoration in black over red: Very Louboutin, if you ask us, even if Christian didn’t paint a sole red until the ’90s. Thankfully, the shop that reimagined the color scheme only changed the color of the leather, leaving the simple, elegant single-button design on each bottom and back cushion. The four round gauges in the cluster are all correct, and the interior restoration appears to have preserved the original metal trim throughout. The only obvious bit that’s missing is a side mirror; check with Mark II Enterprises to see if they have an extra lying around.

The car is remarkably well preserved for a nearly 70-year-old vehicle; the listing mentions the only known imperfections as some slightly pitted interior chrome: The area of the dash underneath the ignition, for instance, is slightly worn. The odometer displays 79,252 miles, though the true mileage is unknown.

As fabulous as many cars are from the 1950s, few are as classy as the Continental Mark II. Imposing yet understated, this coupe is a worthy addition to any collection of timeless American classics. Bidding currently sits at $4000 and closes at 3:10 pm ET on Tuesday, April 9.

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Unveiled on November 2, 1950, Ford’s 1951 lineup of cars garnered huge attention for good reason. For starters, you could choose from seven body styles, two engines, and three transmissions. New features abounded—Ford’s brochure counts 43, to be exact. They included a Key-Turn Starter—”No reaching for a starter button!”—and a Waterproof Ignition System, which protected the spark plugs with snug synthetic rubber boots, and Double-Seal King-Size Brakes—which reduced braking effort by precisely 35 percent. Imagine!

The 1951 Ford retained much of the handsome lines of its 1950 predecessor. From the front, though, it was clear you were driving a new car: The Dual Spinner Grille (versus 1950’s single spinner fascia) and bewinged hood ornament made sure of that, as did the Multi-Protection Bumper, with its additional, horizontal guards. For the customer who needed maximum roominess, and was willing to pay extra to stand out from the crowd, Ford introduced an entirely new model for 1951: The Country Squire Station Wagon, equipped with a dual-hinged tailgate and paneled in luxurious mahogany.

This brings us to the car you see here, a remarkably well-preserved “woodie” up for auction now on Hagerty Marketplace. It is offered at no reserve from the collection of Roger Boman, who clearly took to heart the spirit of the 1951 brochure, which claimed that the new Fords were “Built for the Years Ahead!”

To ensure that this midcentury woodie was ready for the 21st century, Boman made a few key modifications. Under the hood, in place of either the 100-hp V-8 or the 95-hp six-cylinder offered by Ford for 1951, is a 350-cubic inch Chevy V-8 backed by an automatic transmission. Naturally, the brakes are also upgraded, from drums to discs. Inside, Boman added a Vintage Air A/C system and a digital gauge cluster. (It displays 2468 miles at the time of listing, but true mileage is unknown.) Judging by the buttons on the door cards, and the absence of window crank handles, Bowman also added electric windows. (Whoever buys this should come up with a ’50s–appropriate name: How about One-Touch Gliding Glass?)

The interior presents very well: The mahogany panels on the front door cards are free of any ugly scratches or gouges. That modern A/C system is tucked well out of sight, and the round, digital gauge cluster sits within a chrome bezel right where the factory one would, behind a newer, three-spoke, wood-rimmed steering wheel. The seats, which appear to be modern ones re-upholstered in tan leather, have neither crease nor wrinkle—but they do have seat belts. The buff-colored carpet looks perfect.

Under the hood tells a similar story of understated modernization. The aluminum and stainless steel finishes on the port-injected Chevy RAMJET 350 crate engine give a cohesive look, the hoses are tucked neatly into the firewall, and the wiring is similarly tidy.

If you love the look of the Country Squire, and imagine yourself sharing this wonderful ’50s woodie with your kids or grandkids or significant other, this subtly modernized example might be exactly what you’re looking for. Don’t wait too long to make your move, however: as of this writing, this Ford sits at $22,000 with 10 bids and six days to go. Bidding closes at 3:10 p.m. on Tuesday, March 26.

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A pair of rare two-liter Porsche flat-six engines, discovered in a storage unit by Hagerty’s editor-in-chief Larry Webster, are up for auction.

Unearthed in Michigan, the magnesium-cased motors both came from 1968 U.S.-market 911s, although the same engine was also installed in the 904 and the 914/6.

These early engines produced around 130 hp at 6200 rpm, were designed to meet tight American emissions standards and were often mated with Porsche’s Sportomatic transmission.

That was certainly the case with the first of the engines uncovered by Webster, with its serial number showing it’s a 901/17 unit. The engine is said to partially turn over and comes with its fan assembly, fan shroud, and flywheel.

The second discovery is a 901/14, which was previously a restoration project for a pair of students at Rutgers University in New Jersey, although they don’t appear to have got terribly far with it. It also turns over, but there is some corrosion to the magnesium and steel studs and the air-injection lines have been cut.

Porsche built over 5500 two-liter 911s between 1965 and 1968 (4636 coupes and 986 Targas) but they’re a pretty rare sight today.

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In the high-stakes world of classic motor racing a spare engine or two would certainly come in handy, or perhaps they could help get another couple of classic 911s back on the road? The two engines are being offered without reserve on Hagerty Marketplace now. Click here and here for details.

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As I sat at a stop light, a man in a ten-year-old Honda Accord pulled alongside and gave the universal hand-crank signal to roll down my window. “Vol-Vo!” he said, his enthusiasm coming through on the second syllable. “That’s a sweet ride. You should drive for Uber in that thing.”

He wasn’t the first passerby to declare his affinity for this Swedish oddity, and the enthusiasm wasn’t altogether surprising. A 1995 Volvo 960 Executive Limousine is, in fact, a sweet ride. I’d spent the day driving cars from several corners of the collector market—Japanese, British, a German DTM homologation special, and some American muscle—but it was this 1995 Volvo (available on Hagerty Marketplace) that drew the most looks and comments by far. When was the last time you saw a Volvo limo?

Unless you’ve spent time in the U.K. or in Scandinavia, there’s a good chance you said never. Only about 20 of these 960 Executive Limousines made it to the U.S., according to Fredrik Nilsson, marketing director for Nilsson Special Vehicles AB.

Nilsson is the third generation in the family business, which got its start in Sweden in 1945 manufacturing trucks and buses before making the pivot to ambulances, taxis, and livery vehicles in the 1960s. “We had a partnership with Volvo in the ’60s,” he says, mentioning that Bertone also built extended-length Volvos for a time in the ’70s, “but it was from the 1980s that we became the only builders of Volvo’s stretch products.” That relationship continues to this day.

About 1500 960 limos of varying lengths were built from 1993 to 2000, and about 550 of those were long-stretch iterations. That number was further split between six-door and four-door versions, with only around 15 percent being four-door models like you see here. (This excludes the better-known 960 Executive sedan, which is more long four-door than stretch limo. Nilsson Special Vehicles made about 1400 of those till Volvo took them in-house in 1996 and built a few hundred more.)

Nilsson Special Vehicles now purchases vehicles directly from Volvo and then takes the end product to market themselves, but when this 960 was made in the ’90s, Volvo sent cars to Nilsson for modification, received them back in their completed state, and sold them through its existing distribution channels. Whether intended to become limo, ambulance, or hearse, once the cars arrive at Nilsson, they are torn down, split, put on a jig, and have the required lengthening elements added.

Often, stretched vehicles look every bit the aftermarket efforts that they are. Not so here—there’s no part of this 960 that doesn’t feel as if it is OEM Volvo. There’s good reason for that: “In the process of making a new project,” says Nilsson, “we always try to make it look just like Volvo would. Everything down to the stitching for the seats. We have always had a strong collaboration with Volvo—they open up access to their suppliers to ensure the quality of the finished product.” Interior materials like the carpet, along with mechanical necessities like the drive shaft and the extended wiring all come from the companies that supply Volvo itself.

Nilsson shares that most of the six-door 960s were ordered for funeral homes in the U.K., while the four-door versions were typically put into service in Scandinavia, shuttling executives and occasionally serving as taxis. A few even made it to India and Japan. He recalls that the 20 that made it stateside were all one order. He’s aware of a few surviving examples that reside in collections.

Nilsson would likely have enjoyed the attention this 960 garnered on my journey—in his garage resides a 960 stretch used by his father, alongside an extended-wheelbase 760 pickup conversion.

Speaking of pickups, if you’ve spent any time in a full-size, long-bed model, you’ll understand how to attentively position this Volvo on the road. Turns from a stop are where this Volvo’s length is most noticeable: Stick that front end out a touch more than you think necessary, crank the wheel, and feel the car make its slow, lumbering pivot. Rearward visibility is surprisingly good through the mirrors and out the back—provided the privacy panel is down.

Once underway, the 2.9-liter inline-six provides enough power to the rear wheels to keep up with traffic, though an LS swap seems like an attractive option for this car (maybe I’ve spent too much time drooling over Paul Newman’s V-8-powered Volvo wagons when they come to auction). The rest of the experience is characteristic ’90s Volvo: isolated and comfortable, decently weighted steering, and the occasional suspension rattle and interior squeak that you can’t ever seem to eradicate.

For a chauffeur, the latest addition to the gig economy, or just someone who cares about the health of their back, good seats are a must. Volvo’s are among the best—even in old examples with plenty of miles on them—and the command post of this limo is no different. Though the leather up front is not quite as plush as that swathed on the rear seats, any driver of this limo will have no trouble spending long amounts of time at the wheel.

Out back, four can sit in luxury, while six might begin to be a little tight at the hips, at least by American standards. The 960 didn’t pursue opulence—this is a restrained Swedish car, after all—instead, it sought luxury through comfort. The seats are at once soft and supportive, and there’s room for the tallest passengers to stretch their legs. Sunroofs are best left for bachelorette party transportation on the Vegas strip—this limo has plenty of glass on its sides, thank you very much.

This example likely needs some attention—the odometer shows just under 90K miles, though true mileage is unknown. Its switchgear and some mechanical bits show the wear of livery use, though the leather and rear passenger compartment as a whole are remarkably well-preserved.

It will take some work to bring this limo back to its former glory, or to new heights as a custom build. There’s no question, though, that wherever it goes, this staid Volvo limo will be the center of attention.

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With the muscle car wars already in full swing, Dodge jumped into the fray in 1966 with an upsized—and upmarket—two-door fastback that it called the Charger. Meant to take on AMC’s Rambler Marlin, which rolled out one year earlier, the Charger was built on Chrysler’s B-body platform, following in the footsteps of its Coronet sibling. The Charger shared some of the Coronet’s features, but it wasn’t about to share the spotlight.

First-year Chargers sport fluted sides and a distinctive grille that resembles an electric shaver. They also have concealed headlights, full-width taillights (emblazoned with block letters that spell out “Charger”), and a 117-inch wheelbase. The car’s length, and its 75.3-inch width, provide plenty of room for four bucket seats, which are divided by a front-to-back center console with courtesy lights and an illuminated compartment. The rear seats fold down to create a large storage area.

Along with one of the coolest dashes ever created—featuring four round instrument pods that look incredible when lit up at night—new buyers could choose from a list of options that included air conditioning, AM/FM radio, cruise control, power steering, power door locks, tinted glass, two-tone paint, tachometer, power bucket seats, and 21 paint colors.

The Charger’s base engine was a 230-horsepower, 318-cubic-inch V-8, but three upgrades were also available: a 265-hp, 361 V-8; a 325-hp, 383 V-8; and a 425-hp, 426 Street Hemi—the rarest of all, with only 468 ordered. Chargers could be had with either a three-speed automatic or a three- or four-speed manual gearbox.

Only 37,344 first-year models were produced, with even fewer in 1967. The redesign that followed—the Coke-bottle-shaped 1968–70 Charger—is the model that turned the model into an icon, but it all began with the ’66.

Which brings us to this gorgeous, Silver-Metallic-over-red-vinyl Charger that is up for auction on Hagerty Marketplace. Purchased by its current owner in 1981, the well-kept, first-year Charger (VIN XP29G61248312) is powered by a 383 V-8 that was rebuilt in 2004 by Pierce Service Company Garage and Machine Shop in Punta Gorda, Florida, where it received hardened valve seats to run on unleaded fuel, an Edelbrock Performer 600 cfm carburetor, a 2.5-inch exhaust system with Flowmaster mufflers, and a Pertronix “points-less” distributor cap.

The Charger has an automatic transmission, rides on its original steel wheels with original hubcaps (mounted with 205/75/R14 Redline radial tires), and wears a reproduction dealer-installed rear spoiler.

Among the car’s features are dual exhaust, self-adjusting brakes, three-spoke steering wheel, cigarette lighter, lockable glove compartment, and rear pillar lights. The five-digit odometer shows 49,500 miles—believed to be 149,500 actual miles—with 10,000 miles since the engine rebuild.

Among this Charger’s known imperfections: The headlights and dash lights flicker on/off, the A/C needs to be recharged, and the power steering is operational but has a leak.

Included in the sale are the original Carter carburetor (removed), comprehensive documentation (including the original shipping form as well as the signed, handwritten bill of sale from the original owner), and receipts for the engine build/machine work, bodywork, and paint.

Overshadowed by their restyled successors, first-gen Chargers offer an uncommon alternative to the other muscle cars of the ’60s. And with less than a week until the auction closes on Wednesday, March 13 at 3:10 p.m. EDT, bidding for this one has reached $10,000—and we don’t expect it to stay there.

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The Mustache Muscle era of the late-1970s through the early ’80s was a bit of a mixed bag for car fans. Many nameplates that had become steeped in legend during the muscle-car heydays of decades prior were still hanging around, but they were shells of their former selves. These nameplates—Mustang, Regal, Camaro, Charger—offered attractive styling but still lacked substance thanks to buzz-kill safety regulations, fuel-economy concerns, and the smog-reduction tactics of the early 1970s.

Chevy’s Monte Carlo was no exception. The fourth-generation car, which debuted in 1981, was underpinned by GM’s mid-size G-body platform, the same bones that formed the likes of the Buick Regal, the Olds Cutlass, and more. The coke-bottle-styled sheetmetal was attractive, in a distinctly ’80s fashion. In 1983, a high-performance variant—the Monte Carlo SS—finally returned to the order sheet.

Initially, the 305-cubic-inch V-8 produced just 175 horsepower and 225 lb-ft of torque. Five additional ponies arrived in 1984. In 1985, a new axle ratio (3.73:1 vs. 3.42:1) and a TH200-4R four-speed automatic helped liven up the Monte a bit. Peak sales came in 1986, with 41,164 Monte Carlos leaving dealer lots across the nation.

One of those 41,164 happens to be this week’s Hagerty Marketplace pick of the week. The 1986 Monte Carlo SS seen here is no ordinary car, however; this one has been fitted with a 406-cubic-inch V-8, built by Lingenfelter Engineering and believed to have been installed shortly after the car was first purchased.

In the comments, the seller notes that they were told the car produced 500 horsepower from the V-8, although he notes that he has no data to support that. Either way, it feels safe to bet the Lingenfelter motor handily outstrips the 305 that came stock in this car. There’s even a little blue bottle of surprise juice in the trunk, should you feel the need to really drop someone at a stop light.

That belter of an engine is fitted with an aluminum intake manifold, a four-barrel carburetor, and dual exhausts. It mates to a three-speed Turbo Hydra-Matic 350 automatic transmission, shifted by a B&M lever.

The five-spoke wheels that were new for the 1896 model year on these cars have been replaced with 15-inch rollers from Enkei Racing that wear meaty Goodyear Eagle GT tires up front and Hoosier Quick Time tires out back. (The seller recommends the tires be changed soon due to age.) To help keep the rear from breaking loose, this car also has SSM rear traction bars.

The black paint coating the exterior is believed to be original and looks to be in quite good condition. Red “Monte Carlo SS” decals accent the sides and a pinstripe graphic runs the entire circumference of the car, adding a nice break in the black-on-black scheme.

Inside you’ll find a cloth interior with removable glass roof panels offering that classic T-top vibe. This was a relatively high-optioned car when new, as it includes power windows, cruise control, air conditioning, and more.

While the odometer currently displays just over 2100 miles, the listing does note that the true mileage is unknown. The CARFAX report accompanying the listing shows that the current owner purchased the car in June of 2018 with a mere 1733 miles reported, but the first registration noted on the car in 1992 shows an odometer reading of 10,451 miles.

With five days left to go in the auction, the leading bid currently stands at $17,000. If you’ve been craving a piece of Mustache Muscle–era styling with about four times the expected punch, this Monte Carlo might be your golden ticket.

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Pop artist Peter Max’s 36-car Corvette collection was one of the most well-known barn-find phenomena among Corvette aficionados. The odd collection of one Corvette per year of production from 1953-1989 (the 1983 model never reached dealership floors) was initially used as a promotion for the TV channel VH1. Max had planned on using them in an art exhibit but they languished in a New York parking garage for decades until they were purchased and given away as part of a Corvette Heroes charity sweepstakes to raise money for military families. Now, the 1973 Stingray is up for sale, by itself this time, and is up for auction this week on Hagerty Marketplace.

There were myriad interesting changes to the automotive landscape in the early 1970s, and the 1973 Corvette shows off one of those developments via the contrast in front and rear fascia and their respective bumpers. The front of this model Corvette wears a painted urethane bumper, reflecting NHTSA’s requirement that vehicles be able to withstand a 5-mph impact at the front without damage. In 1974, the rear of the Corvette followed suit, leaving 1973 as the lone model year seemingly caught in two eras. The egg-crate fender vents were also gone for 1973, which combined with the deletion of the chrome bumper to make the front end a bit less busy. Thankfully the bold, swooping lines of the fenders remained intact.

This example was originally equipped with the well-known 210-horsepower, L82 version of the 350 small-block V-8 and a three-speed automatic. After its long hibernation,  Corvette Heroes treated the Stingray with a GM crate engine and gave it new, digital gauges so that it was ready to hit the streets once the winner took possession. Since then, the current owner has also refreshed a few things, including replacing some brake and exhaust components and installing a Bluetooth audio system with Hertz speakers and a JL Audio subwoofer. The seller also notes that the rear bumpers and luggage rack have been re-chromed. Inside, the black interior and red seatbelts seem to have survived their slumber quite nicely.

With just over a week to go, budding has hit $20,500. Even putting aside the strange ownership history, we’ve got a feeling that the allure of a red Stingray will bring more bids as the time dwindles.

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Much has been made of the elegant and expensive 1956–57 Continental Mark II and the fact that Ford Motor Company lost approximately $1000 (more than $11K today) on each one that it built. Regardless of the financial numbers, the upscale model successfully accomplished Ford’s mission of creating a luxury vehicle that turned the right heads and brought previously unattainable clientele into the fold.

Elvis Presley owned one. So did Frank Sinatra, Dwight Eisenhower, Nelson Rockefeller, and Elizabeth Taylor, who received hers as a gift from Warner Bros. studio. Beautifully styled and slightly understated in an era when chrome was king, the Continental Mark II offered a European vibe. So there was no better place for its debut than the Paris Motor Show in October 1955, just 20 months after the introduction of the Ford Thunderbird.

Born from Ford Motor Company’s “Special Products Division,” headed by William Clay Ford, Henry Ford II’s brother, the 1956 Continental Mark II arrived eight years after Lincoln last used the model name. Although the car is sometimes referred to as a Lincoln, Continental was its own marque at the time. The confusion is understandable—Mark IIs were powered by Lincoln’s new 368-cubic-inch Y-block V-8, utilized a “Turbo-Drive” three-speed automatic built by Lincoln and Borg-Warner, and were sold through Lincoln dealerships.

Styled by Gordon Buehrig and John Reinhart, the Mark II featured a low roofline and gentle curves. Each Mark II was built (and painted) by hand. Mechanically, the cars were praised for their performance, handling, and quality control. The Mark II was also heavy; at 4825 pounds, it was the heaviest vehicle built in America for both model years.

Slightly more than 3000 Mark IIs were built for 1956 and ’57, and with a price of about $10,000 ($113,389 today), the model was the most expensive American-built car at the time. With standard features that included power steering, power brakes, power front seat, leather upholstery, radio, heater, and whitewall tires, it’s no wonder. The only option available was air-conditioning, which cost an additional $595 ($6747).

Ford advertising proclaimed: “The excitement it stirs in your heart when you see the Continental Mark II lies in the way it has dared to depart from the conventional, the obvious. And that’s as we intended it. For in designing and building this distinguished motor car, we were thinking, especially, of those who admire the beauty of honest, simple lines … and of those who most appreciate a car which has been so conscientiously crafted. The man who owns a Continental Mark II will possess a motor car that is truly distinctive and will keep its distinction for years to come.”

That brings us to this gorgeous 1956 Continental Mark II, available on Hagerty Marketplace. Finished in Starmist White with a two-tone Medium Blue and White leather interior, chassis/VIN C56D2824 is one of 189 examples built in this color combination.

Among the car’s features: optional A/C, 15-inch wheels with turbine vane wheel covers, push-button seat controls, AM radio, and dual exhaust. In addition, a bespoke center console houses a Panasonic Bluetooth stereo, which is connected to a trunk-mounted CD changer and subwoofer.

Service work in 2022 is reported to include replacement of front wheel bearings, brake shoes, wheel cylinders, and brake drums. In May 2023, service work included repairing the charging system, replacing the points, condenser, carburetor, fuel filters, repacking the front wheel bearings, and rectifying the turn signal wiring for just over $4000.

The odometer shows 53,357 miles, but actual mileage is unknown. The left rear window operates slowly.

Located in Marine City, Michigan, the Mark II comes with service literature, period marketing material, and Continental Owners Club magazines.

With less than a week remaining in the auction, which ends on February 20 at 3:10 p.m. EST, bidding has reached $34,500. Might you be the next enthusiast to join the likes of Elvis, Frank, and Liz?

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The beautiful thing about the 25-year rule is that it just keeps on rolling right along. That foreign car you’ve always loved but could never import will come of age sooner than you know, and then, if you’ve got the funds and your hoop-jumping shoes properly laced up, you can park it in your garage.

The law has cleared a path for some truly remarkable and bonkers machinery to make its way to these shores, and overwhelmingly, those vehicles have come from Japan. Home to Skylines of all stripes, borderline WRC-spec Imprezas, luxo-barge Crowns, and the cutest little kei cars, JDM (Japanese Domestic Market) cars have always fascinated American enthusiasts of a particular bent. Our auction pick of the week, this 1997 Mitsubishi Lancer Evolution IV GSR, is one such fascinating JDM machine.

Mitsubishi first homologated its Lancer sedan for Group A rallying in 1992, and as its arms race with Subaru intensified throughout the ’90s, subsequent versions—or Evolutions, 10 in all—of the car gained more power, more sophistication, and more blistering pace.

None of them really left Japan until Mitsubishi’s motorsports arm, Ralliart, started exporting them for European markets in the late ’90s. American fans, however, could only imagine the driving experience through Gran Turismo.

The Evo IV hit the streets in 1996, with a fresh chassis and a more powerful 4G63 turbocharged 2.0-liter inline-4, now making 276 horsepower. Perhaps the biggest news was the introduction in top-spec GSR models of Mitsubishi’s Active Yaw Control (AYC), which deftly regulated torque to the left or right side of the car to cope with loss of traction in corners. It seemed pretty handy, and in 1997, Finnish driver Tommi Mäkinen put it to good use as he piloted his Evo IV to a driver’s title in the World Rally Championship, capturing 4 of the 14 rounds that season.

The right-hand-drive Evo IV GSR currently listed on Hagerty Marketplace has had its Scotia White paint professionally refinished, and the car includes all the bells and whistles—the AYC, yes, but also power windows, Recaro seats, a Nardi steering wheel, A/C, PIAA fog lights, vented disc brakes, an aftermarket HKS turbo timer package, and a stainless exhaust. Power runs through a five-speed manual transmission to all four 17-inch EVO five-spoke wheels, each shod with Bridgestone Potenza performance tires, which will need replacing. Current mileage shows 103,215 km (64,135 miles).

This car was imported to the U.S. from Japan in July 2023 and carries a clean North Carolina title. Offered through seller AutoBarn_Classic_Cars, the bidding closes Tuesday, February 20, at noon.

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The intermediate-sized car was a sweet spot for many Americans in the 1960s, as it offered the comfort of a full-size car with superior handling and a more approachable price. But the two-door coupe body offered by this automotive middle ground is where things got spicy—the muscle car genre flourished with modest intermediate car styling and impressive engines once reserved for larger vehicles.

There was more bang for your buck, with names like GTO, Chevelle, and Barracuda promising extra fun over their more sedate intermediate stablemates. While Mercury was in the game early on with their 1964 Comet Cyclone, the intermediate coupe from Ford’s middle child brand never got the recognition it deserved. By 1969, the standalone Mercury Cyclone was a significant step up from a mere Montego intermediate, and was winning stock car races to boot.

The fastback roofline of the 1968-69 Cyclone pairs well with the added flash of racing stripes and Magnum 500 wheels, while the 351 Windsor V-8 and the four-speed manual of this particular 1969 Cyclone backed up the looks. The black paint finish adds an element of understatement, but the options selected by the original owner ensured performance was on par with mid-sized Mercury’s assertive styling.

This Cyclone presents extremely well, even under the hood where a well-curated 351 Windsor wears period-correct engine accessories and a factory air cleaner. Power brakes are shown, and will be appreciated when slowing down a Cyclone ordered with this optional engine making 290 horsepower. (A 302-cid small block and three-speed manual was standard on 1969 Cyclone.)

While not the Cobra Jet or GT model, this Cyclone has the desirable bucket seats and a console to go with the uprated engine and transmission. The factory AM/FM radio and air conditioning round out the comfort and entertainment options, and bits like these ensure a classic muscle car is still enjoyable when open roads and wide open throttle turn into stop lights and traffic jams.

While the Cyclone will never garner the same attention as other muscle cars from the era, there’s something to be said about a more subtle choice and having the right options on any intermediate. The black on gold colors are timeless and just a bit unexpected from a Mercury product. The interior is significantly upgraded from a base model Cyclone, and it presents well from every angle.

While this Cyclone was originally sold in Clifton, NJ, it’s clear the Georgia-based owner cared enough to put a vintage Lincoln-Mercury dealership “booster plate” from its current home in Savannah, GA. That level of attention is not usual, suggesting this mid-sized Merc lived a charmed life with both of its two previous owners. The auction for this 1969 Cyclone ends on February 6, and with any luck, the next owner will give it a home that gives it just as much love.

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Owning a vehicle with a supercharged engine and a semi-automatic transmission sounds like the stuff of new-car-showroom fantasies, but there’s one iconic vehicle from the 1930s that put this powertrain in a front-wheel drive platform and wrapped it all in the finest Streamline Moderne sheetmetal. The Cord 810 and 812 were clearly ahead of their time, but suggesting so might not give them enough credit.

That streamlined styling does not explain how a Cord’s lowslung chassis can make the car ride and handle like a newer crossover utility, and that’s indeed the case. Cord’s understated styling never had a peer, though future car designers did an admirable job trying to replicate this magic. It may be from the 1930s, but the Cord 810 and 812 are a vehicle for all ages, all generations.

Then we have this particular Cord 812 up for auction on Hagerty Marketplace, in a fantastic spec with a timeless color palette. Coincidentally, the dark blue color was replicated on a beautiful Ertl diecast of a Cord Sportsman (two seat convertible), which should be considered a mandatory purchase to go with this stunning four-seat Phaeton convertible. This Phaeton is the top-level Cord convertible, and it sold for $2645 in 1937 (roughly $56,000 in 2024 dollars). Roughly 600 convertibles were made, and only 688 Cords were made with the supercharged engine.

To this day the supercharged Cord can run with modern cars on modern motorways, with impressive power and confident handling from that front-wheel-drive  chassis. This performance is essentially unheard of in any other car of the era, and this example is numbers-matching, boasting the same engine it left the factory with. The interior sports freshly reupholstered leather, while the rest of the Cord appears to be an older restoration of high quality. The cosmetic flaws in the paintwork are mostly indicative of age and not neglect.

Details like the engine-turned dashboard trim, wool carpets, and four-speed shifter appear to be in excellent condition. The odometer reads 32,617 but real mileage is unknown. While this example has been stored in a climate controlled building, it is listed in non-running condition, as are all of the well-preserved examples from the John Wilson collection of pre-war antique cars.

The rarity and overall condition of this Cord is truly worthy of a museum, and such a buyer could very well win this car when the auction ends on February 2. Museum centerpiece or street-worthy show car, this Cord is likely to supercharge whatever collection gives it a new home.

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In the mid-1980s, Porsche was interested in generating some motorsports enthusiasm for its popular 944 sports car. The company created an international series that featured factory-modified 944 Turbo models, which it called “Turbo Cup” cars.

The series was popular in the U.S., drawing 16 entries for the races, sponsored by Escort radar detectors. But in Canada, it was beyond popular, drawing 36 entries. The series there was backed by Rothmans, the British tobacco company that was very active in motorsports, including sponsorship for Formula 1 drivers like Ayrton Senna. Rothmans was in league with Porsche from 1982 on, that year winning the 24 Hours of Le Mans with a Rothmans-backed Porsche 956.

Though the Rothmans Porsche Turbo Cup Championship cars looked very much stock in appearance, the modifications were substantial. They included upgrades like a magnesium intake manifold, magnesium oil sump, a smaller and lighter alternator, a larger high-output turbo for the 2.5-liter four-cylinder engine, a limited-slip differential, and a manual transmission with close-ratio 5th gear.

The suspension used Bilstein components, and the wheels were magnesium versions of the phone-dial design. Inside, there was a steel roll cage with a Recaro racing seat. Typical street-car equipment like air conditioning, a sunroof, and undercoating were deleted to save weight.

In all, 38 Turbo Cup cars of the roughly 200 produced made it to Canada, and one of them is up for auction on Hagerty Marketplace. Recently restored, the current owner is said to have spent over $73,000 from 2022 to 2023, returning the car to its original condition, including a Guards Red paint job in the 1988 Rothmans Porsche Turbo Cup Championship livery.

One of the major selling points for the car: It’s currently titled for street driving, rare in Weissach-built Porsche race cars, making it a solid candidate for competing in road rallies.

With fewer than 32,000 miles on the odometer, the car raced in seven out of eight Rothmans races in 1988, all eight in 1989, and a single race in 1990 with owner/driver Reinhold Schill at the wheel. It scored four top-10 finishes in 1989.

After the Rothmans series ended, the car moved on to a successful racing career with the Porsche Club of America’s PCA Club Racing for 10 years, beginning in 1998.

It’s now eligible for the Historic Sportscar Racing events, passing an HSR safety inspection for the 2023 season. On track, with a rookie driver, the car finished fourth in a Sprint race at the HSR Mitty event at Michelin Raceway Road Atlanta, and sixth in an Enduro.

The seller is including four racing logbooks, an import document scan from 1992, service invoices from 2008 to 2023, and digital copies of period racing photography.

The auction ends on January 24 at 3 p.m. ET. Click here to take a look at this authentic Porsche factory-built race car.

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In the world of motorsports, it’s the leaders who set the pace. Well, except when the pace car is on track. Keeping a whole field of racers from running wild and free is an important job, especially at prestigious events like the Indianapolis 500. That particular race is so prestigious that when Indy’s race stewards bequeath the honor upon a car manufacturer, it often makes a special edition of the model that paces the race that year. This 1998 Chevrolet Corvette is one such example. It also seems to have lived in a time capsule for 26 years.

The 1998 Indianapolis 500 took the green flag on April 24, and the unapologetically bold pace car stole the show. The new, fifth-generation Corvette had just been introduced for the 1997 model year, and the 1998 model performed pace-car duties, making ’98 the 11th time a Chevrolet had paced the race and the fourth time the Corvette got the call-up. Behind the wheel for the start of the race was racing legend Parnelli Jones.

John Middlebrook, who is now retired but who served for decades as GM’s vice president for global sales, service, and marketing, says: “We told the designers we wanted something that would grab people immediately, and they didn’t disappoint us.”

The color paint is “Pace Car Purple Metallic” on the window sticker, though the shade also goes by the name Radar Blue. Combined with bright yellow wheels and a yellow-and-black two-tone interior, it is a bold color scheme. The appearance of the special edition available to the public was identical to that of the real pace car and, unlike some other models that have paced the Indy 500, the Corvette’s 345-hp LS1 V-8 required no modifications to reach the speeds required. This meant that the cars found in dealer showrooms were not only visually but also mechanically identical to the real deal.

Pace-car editions of the C5 could be ordered with an automatic or a manual transmission. A total of 1163 pace-car-edition Corvettes were produced in 1998, and 547 of those (just under half) received the six-speed manual. One of those manual-transmission cars is currently up for auction on Hagerty Marketplace, and the more engaging gearbox is only part of the appeal.

This particular car is also sporting double-digit mileage from new, with just 70 showing on the odometer. None of the dealer prep has been done, which means that, despite those 7o miles, this car looks like it has just rolled off the delivery truck. With just two owners from new, this Corvette is now ready to find a new home. The auction is set to close on January 22 at 3 p.m.

Will the third owner want to preserve the low mileage, or give this car some exercise? We won’t judge either way: The performance-per-dollar value of the C5 Corvette is difficult to match, and the cool factor of doing your best Parnelli-Jones-at-Indy impersonation behind the wheel of this Vette is pretty high.

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If, as the saying goes, a high tide lifts all boats, then the 1968 Dodge Dart can give some credit to the legendary, wedge-shaped, second-generation Dodge Charger for giving it a lift. While the 1968 Charger’s crisp redesign and badass persona made it an icon, the less-expensive Dart also had some punch, particularly in GT form.

Driving a Dart GT equipped with a 340-cubic-inch V-8 engine, Hot Rod magazine managed 0–60 mph in six seconds and a quarter-mile in 14.38 seconds at 97 mph—heady stuff for the era. Now turn that up a notch.

This week’s auction pick of the week, a Dark Green 1968 Dart GT two-door hardtop with a black vinyl top over a black vinyl interior, is powered by a 425-hp, 408-cu-in V-8 that’s dressed as a 340-cu-in unit. Offered on Hagerty Marketplace, it has been bid to $7777 with less than a week to go before the auction closes on Wednesday, January 10 at 3 p.m. EST.

While the 1968 Dart GT came with front bucket seats, a padded dash, full wheel covers, squared front-end styling, and cool concave glass in the rear, buyers could make the car their own by choosing from a long list of colors and performance options. Although a number of V-8 engine choices were available from the factory, many Darts have been restomodded with larger-displacement engines and other performance modifications—like this one.

Among the car’s highlights: four-speed manual transmission with floor-mounted Hurst shifter; new Holley 650-cfm carburetor, distributor, and fuel pump, which were installed in December 2020; TTI headers and Dynomax dual exhaust; 8.75 Posi-Traction rear end; dash-mounted tachometer; under-dash-mounted oil pressure, water temperature, and voltmeter gauge pack; power-assisted drum brakes; and body-color 14-inch wheels with Fratzog-branded “dog dish” wheel covers. The Dart’s five-digit odometer shows 55,065 miles; the true mileage is unknown.

Additional features include round side-marker lights, pivoting vent windows, manually operated windows, dual sun visors, dome light, center console, three-spoke steering wheel, lap seat belts, rear bench seat, heater/defroster, fully carpeted floor, rubber floor mats, cigarette lighter, locking glove box, independent front torsion bars, and rear leaf springs.

The car’s aftermarket Pioneer stereo (with aftermarket speakers installed in the rear package tray) does not work. Other imperfections include peeling clearcoat on the passenger side fender and both rear quarter panels, minor dents in the rear chrome trunk lid trim, and some patina on the undercarriage.

Included in the sale are a spare wheel and tire, jack, and two sets of keys, along with invoices and receipts.

On offer from a consignor in West Chester, Pennsylvania, this Dart GT looks equally comfortable cruising Detroit’s Woodward Avenue or squaring off against similar muscle machines on the drag strip.

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Our auction pick of the week is this stately piece of British luxury, a 1970 Rolls-Royce Silver Shadow Long Wheelbase Saloon. This model marked several major changes for Rolls-Royce, as it was the company’s first model to ditch a solid rear axle in favor of independent rear suspension while also becoming the first to evolve from body-on-frame to unit construction. The former provided an improved, compliant ride, while the latter allowed for the Silver Shadow to offer increased interior room than the longer, wider Silver Cloud it replaced. Of course, part of that efficiency can be chalked up to the Silver Shadow also ditching its predecessor’s prominent fenders and tumblehome to become more upright. The Silver Shadow also became the first Rolls-Royce to ditch drum brakes in favor of discs, helping the heavy coach with a major boost to stopping power.

The luxo-cruiser is powered by Rolls-Royce’s long-lived 6.75-liter V-8 which routes its power through a rugged and reliable column-shifted GM Turbo-Hydramatic 400 three-speed automatic transmission. The gearbox isn’t the only bit of borrowed kit, as its cushy hydro-pneumatic self-leveling suspension was licensed from Citroën. Rolls-Royce wasn’t big on touting power levels at the time, although when pressed, the company listed the output of the twin one-barrel V-8 at 189 hp. That’s not a particularly impressive figure, although the big V-8 was tuned for quiet, low-speed torque and delivered in that regard.

To give its rear-seat occupants even more posh seating accommodations, this model is equipped with a stretched body that added four inches to the wheelbase compared to a standard Silver Shadow. Only 2,780 versions of the 123.5-inch-wheelbase Silver Shadow were built over the model’s nine-year run from 1969–1977, less than 20 percent of total production. Inside, the cushy seats are upholstered in tan Connolly leather, with wool Wilton carpets and contrasting solid wood trim covered in walnut veneer. Rear seat passengers can enjoy their extra legroom and ride in comfort with wool floormats and fold-down footrests, while the driver and front seat passengers are treated to comfortable seating of their own, with individual armrests.

This fine example of Rolls-Royce craftsmanship is being offered by the Petersen Automotive Museum, which received the car in 2020. It has just over 33,000 miles on the odometer. Included in the sale are the original owner’s manual and a tool kit that includes a pair of pliers, a spanner (wrench, for us Yanks), and some spare bulbs. Given its unique implementation of a Citroën suspension and rather uncommon engine, we imagine the car will require a specialist’s care and a more comprehensive toolset, to say the least. However, aside from a few paint blemishes, some worn trunk carpet, and a crack in the dash trim, the car appears to be in good shape given its age and should give its next owner plenty more miles of quiet, elegant motoring.

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If this 1970 Pontiac GTO could talk, oh the stories it might tell. Drive-ins and date nights, cruises and wrenching sessions … perhaps even some street racing on Woodward Avenue. A one-owner car for 51 years, it finally changed hands in 2021, and its second Detroit-area owner has given it a new lease on life. Perhaps its next home will be yours.

Offered on Hagerty Marketplace, the iconic GTO is powered by its original, numbers-matching, 366-horsepower, 400-cubic-inch V-8, mated to a four-speed manual transmission with Hurst shifter. 

Far from living a pampered life, the nearly all-original Ram Air III survivor has almost 100,000 miles on the odometer and some visible flaws, but over the last two years, it has received second-owner upgrades like rebuilt cylinder heads and new exhaust system, replacement floor, carpet, and vinyl roof.

As for that GTO swagger, that’s been there all along.

The Gran Turismo Omologato was born when Pontiac engineers John DeLorean, Bill Collins, and Russ Gee inserted a 389 engine into a 1964 LeMans and created what is generally considered the first muscle car. Offered as an optional package on the LeMans in 1964 and ’65, the GTO became a separate Pontiac model in 1966 and sold nearly 100,000 units that year. After the GTO averaged almost 85,000 in sales from ’66-69, the market began to move away from muscle machines and toward smaller cars—think Plymouth Duster, Dodge Dart, and Ford Maverick—and 1970 GTO sales plummeted to 40,149, just over half as many as the previous year.

The ’70 GTO, which received a slight facelift over the previous year’s model, had a base price of $3267 for the hardtop and $3492 for the convertible, equivalent to $25,854 and $27,635 in today’s money. 

The standard engine was the 350-horsepower 400-cubic-inch V-8, paired with a floor-shifted three-speed manual gearbox. The legendary Judge package added an extra $337.02 ($2667 today), and the most popular engine upgrade was the Ram Air III, which could be had for an additional $168.51 ($1334). A total of 2380 buyers selected the RA III with an optional four-speed manual, which added $143.50 ($1136) to the bottom line. One of those 2380 was the original owner of today’s featured car.

According to the build sheet, the Granada Gold-over-brown GTO (chassis/VIN 242370P173928) was purchased on December 28, 1969, from Red Holman Pontiac in Wayne, Michigan. With options that included a Cordova top, 14-inch Rallye wheels, and power-assisted front disc brakes, it carried a retail price of $4199.58 ($33,234).

Among the car’s features: a three-spoke steering wheel, power steering, dual bucket seats, adjustable headrests, frameless doors, aluminum door sills, manually-operated windows, center console, AM radio, 140-mph speedometer, cigarette lighter, heater, fog lights, and hood pins.

While the bodywork retains large portions of its original paintwork, it has multiple imperfections and some minor retouching. Other known flaws are a cracked dash, wear on the driver’s seat, and minor rust on the inside bottom of the doors.

The sale includes the original build order sheet, a copy of the original window sticker, and Pontiac Historical Society documentation. The car has a clean title.

With just under two weeks remaining in the auction, bidding has reached $16,000. Considering the GTO’s iconic roots, classic design, and legendary performance—plus its documented ownership from new—this 1970 Pontiac GTO Ram Air III should draw a lot of interest before the auction closes on Wednesday, December 27 at 3 p.m. EST. Could its third owner be you?

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The 1990s were a fun, playful time at Chrysler. Consumer vehicles such as the spunky Neon and the all-new, entirely dynamic Dodge Ram were introduced for the mainstream, and niche vehicles like the Dodge Viper and the Plymouth Prowler were proof that of all the Detroit automakers, Chrysler was the most willing to take chances.

The original Viper was a brutal, bare-bones performance car that very nearly challenged its fans to take it on a trip, almost guaranteed to be something of an ordeal thanks to the searing heat generated by the big V-10 engine and the side exhausts, the Rube Goldberg-style soft top, and the ultra-firm suspension.

The Prowler—that was a different animal. Though it handled quite well, thanks mostly to its massive-for-the-era tires, and accelerated nicely, it was a cruiser, not a performance car. Unlike the first Vipers it had air conditioning and all the other conveniences you’d expect in a near-luxury car, and rather than a big engine, it had the corporate 3.5-liter, 253-horsepower V-6 matched to an unenthusiastic electronic four-speed automatic transmission.

Similar to the Viper, the Prowler was an acquired taste on longer trips; the suspension guaranteed a firm ride, the narrow footwells were tight for anyone with size 12 or larger shoes, and the clamshell trunk could handle some carefully-placed soft luggage and not a lot else.

But the profile of the hot-rod Prowler, penned in part by a young, up-and-coming designer named Chip Foose, made it the classic it deserves to be. Top-down motoring is fun in a Prowler, and the manual soft top worked much better than the Viper’s. A lot of off-the-shelf parts means maintaining a Prowler is easier than many comparable collectibles.

The Prowler presented here, offered on Hagerty Marketplace, is even more of a collector’s item than the typical example. It has been customized–very few Prowlers were—and benefits from celebrity ownership, passing through the hands first of basketball star Dennis Rodman, then ending up in the collection of boxing great George Foreman, who has an eye for the eclectic.

It was customized by Carlini Design, a Santa Ana, California, a shop better known for its motorcycles than cars. It is one of just 561 Prowlers built in 1999 that were painted the optional Prowler Yellow, a color that really makes the design snap. The interior is finished in black leather. The sound system is a seven-speaker Infinity stereo.

Likely you’ve noticed that the Foreman Prowler is done-up with a cheetah theme inside and out, with special paint trim up front that starts out in cheetah coloration before blending into flames from the front wheel to the rear of the door. Inside, cheetah-like upholstery trim extends even up to the roll bars.

In addition, the front bumper has been deleted, the turn signals were relocated, custom headlights and a custom front grille were added, and custom chrome suspension pieces have been fitted up front.

The Foreman Prowler appears to be in very good condition, with some mild oxidation of the wheels and grille strakes that has likely been caused by static storage, possibly exacerbated by a golf cart battery fire in Foreman’s storage facility. Regardless, a talented detailer should be able to address the issue.

This is a chance to score a genuine collector’s item, made more collectible by the customization. It’s available here on Hagerty Marketplace, with bidding ending Thursday, December 14, at 3:30 p.m. ET.

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Tony Ierardi knows a thing or two about celebrity cars, having restored the iconic Countach from Cannonball Run for his friend Jeff Ippoliti. Now Ierardi and his team at DeLorean Motor Company in Orlando are back in the collector-car spotlight with their latest project, a 1981 DeLorean DMC-12 that once belonged to Tonight Show legend Johnny Carson.

The car, available on Hagerty Marketplace, is the first of two company DMC-12s that John Z. DeLorean shipped to Carson in appreciation for his $500,000 investment in DeLorean’s automaking venture. This one (VIN SCEDT26T8BD002439, generally referred to as 2439) is notable because Carson accidentally locked himself inside it shortly after it was delivered to his California home. (His second DeLorean, VIN 4523, made headlines when Carson was pulled over while driving it in 1982 and charged with drunken driving. That DMC sold for $115,000 on Bring a Trailer almost three years ago.)

Ierardi, who owns one of three official Classic DeLorean sales and service centers in the U.S. (the others are located in Texas and California), has owned five Lamborghini Countachs in his life, but he fell in love with DeLoreans at an early age, years before the car became a time-traveling legend in 1985’s Back to the Future.

“When the first one came out, I was 12. For me it wasn’t about sports and girls, it was about this cool car. I always dreamed of owning one,” Ierardi says. “I know they say don’t meet your heroes, but meeting the DeLorean has been a great experience. The movie was great and brought a lot of attention to the car, but I already loved it before that. It was always about the car.”

This particular car was one of those “special” DeLoreans on Ierardi’s list. It all started when he joined the DeLorean Owners Association in 1990; four years later, Ierardi bought his first DMC-12. In 2003, after meeting DeLorean Motor Company CEO Stephen Wynne, who purchased DeLorean’s entire stockpile of parts and resurrected the company name in the mid-1990s, Ierardi opened the Florida location of DMC in January 2005. His shop is not affiliated with the original car company started by John Z. Delorean.

“We’ve been buying and selling DeLoreans for almost 19 years, and we have a VIN list of what we consider special cars,” Ierardi says. “This one was actually auctioned through a heavy construction equipment site (Vantage Auctions Inc.), and the guy who won it kind of threw out the idea that since he had two DeLoreans he’d be willing to part with one. So, when we saw the VIN and realized it was the first Carson car, we offered to buy it directly from the auction company ourselves.”

The deal was done on September 19, 2022, and Ierardi and his team were in a quandary about their next move.

“We knew it deserved a restoration, but we were trying to decide: Should we sell it as-is and let someone else restore it, or restore it ourselves? So we worked on it in between jobs for six months, then we kind of changed gears and said, ‘Let’s do it all.’”

Engineered in part by Lotus, with an angular form styled by Giorgetto Giugiaro, this particular DMC-12 was completed at the DeLorean Motor Company plant in Belfast, Ireland, in July 1981 and delivered to Carson a short time later.

It features DeLorean’s instantly recognizable brushed stainless-steel body and gullwing doors, as well as an optional gray leather interior, louvered rear window, Dolby sound system, air conditioning, power windows, power door locks, power side mirrors, and early digital clock. It is powered by a 2.85-liter V-6 engine—located in the rear—that’s rated at 130 horsepower with 153 lb-ft of torque and mated to a manual transmission. It sits on cast-alloy wheels (14 inches in front, 15 inches in the rear).

The car comes with a 6000-mile or six-month warranty on all the parts, which were sourced directly from DeLorean Motor Company. There are 89,680 miles on the odometer.

In addition to this car and the previously mentioned Cannonball Run Countach, Ierardi has restored DeLorean Prototype-1 (designed by Bill Collins), which resides at the AACA Museum in Hershey, Pennsylvania; the twin-turbo DeLorean; and the third-built 1983 Delorean DMC-12 Gold Edition.

With more than a week remaining in the Hagerty Marketplace auction, Johnny Carson’s first DeLorean (one of fewer than 9000 DMCs built) has been bid to $31,000. The auction closes on Friday, December 8, at 3 p.m. EST.

“DeLorean is a great car, and had it not been for a couple of missteps, I think it would have made it,” Ierardi opines. “I’m glad it lives on though. I had a five-year-old kid in here the other day who said, ‘I’m going to own one of these someday.’ It definitely has lasting appeal for people of all ages.”

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It didn’t receive the hoopla that the Dodge Ramcharger did, but the Plymouth Trail Duster is nearly identical except for a few pieces of trim. Plus, it’s rarer. Which makes it a solid alternative to the more expensive and more popular Ramcharger.

Plymouth’s first and only SUV, the Trail Duster PW-100 was introduced along with the new Ramcharger AW-100, which served as Dodge’s long-awaited answer to the Ford Bronco, Chevrolet K5 Blazer, and International Scout. The Trail Duster, which received less attention and was offered as a discounted version of the Dodge, was built from 1974–81 and had approximately 36,000 buyers—about one-third as many as the Ramcharger did during the same time period. And since these trucks were primarily utilitarian and designed for off-roading, who knows how many still survive.

Which brings us to this 1976 Plymouth Trail Duster Sport listed on Hagerty Marketplace. Showing only 19,459 actual miles—yes, we said actual—this Trail Duster 4×4 (VIN AAOBE6X104516) was sold new to Bob Stoody by Sankey Motor Company in Delta, Colorado. And, although Plymouth advertised the Trail Duster as a “highly maneuverable, extremely capable sports-utility vehicle with up-to-the-minute styling that makes it at home anywhere,” its home has always been in Delta. In fact, its second and current owner told Old Cars Weekly in 2021 that it had never even traveled outside the state of Colorado. He purchased it from his next-door neighbor’s widow in 2017 after admiring it from afar for years.

Clearly, both of the Trail Duster’s owners treated it like a cherished member of the family. Finished in Light Gold and white over a tan vinyl interior, it wears its original paint, rides on its original Goodyear Tracker A/T 10-15 LT-B raised white letter tires (safer for display than real-world driving, we’d suggest), and has its original, optional removable hardtop. It even retains its original valve-cover stickers. Under the hood is a 150-horsepower 318-cubic-inch V-8 with a dual-barrel carburetor, mated to the optional Torqueflite automatic transmission.

The Sport package includes Sport medallions, simulated wood-grain vinyl applique, bright tail-light bezels, bright hubcaps, deluxe front bucket seats, and a lockable floor console with a removable Styrofoam cooler.

Among its many features: power steering, power front disc brakes, manual windows, pivoting vent windows, electronic ignition, air conditioning, AM radio, door-mounted map pockets, three-passenger rear bench seat, pneumatic assist for lifting the rear tailgate glass, white spoke steel wheels, chrome bumpers, rear hitch, and a 3.55:1 axle ratio.

Known imperfections include a minor dent on the passenger front fender, minor paint chips, a minor dent in the hardtop on the driver’s side, and a small imperfection on the passenger side of the hood.

While a 1976 Dodge Ramcharger SE (with 318-cu-in V-8) in #2 (Excellent) condition carries an average value of $25,100, a nearly-identical 1976 Plymouth Trail Duster Sport is valued at $23,600. You won’t get this one for that, though. With eight days remaining until the auction closes on Friday, December 1 at 3:30 p.m. EST, bidding has already rocketed to $24,500.

Perhaps the Trail Duster is finally getting its due—this time around, at least.

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Over the course of his amateur and professional boxing career, George Foreman won a gold medal and two heavyweight titles. After he retired from the ring, he parlayed his larger-than-life personality into successful businesses. As a result, he was able to afford quite a collection of cars, trucks, and motorcycles. “I have been a car collector and enthusiast most of my life, but the time has come for me to share my cars with other like-minded enthusiasts,” said Foreman, who has partnered with Hagerty to list more than 50 of his vintage and modern collectibles on Hagerty Marketplace.

The collection is wide-ranging, with everything from a spartan Ford Model A to a stately Rolls-Royce Silver Seraph, or, from another perspective, everything from a compact Tesla Roadster to a mammoth Hummer H1. Of the collection, we’ve found these nine vehicles to highlight. If any of them strike your fancy, or if you’d like to explore the rest of Foreman’s collection, visit the Hagerty Marketplace soon, as their auctions will wrap up starting December 11 and will be all finished by December 21.

1932 Ford

One of two 1932 Fords in the collection, the other being a sedan, this three-window coupe is an understated hot rod with subtle customization and a fantastic color combo. It’s powered by Chevy small-block V-8 fed by a quartet of four-barrel carbs, with a head that is posing as a Hemi. We’re not sure who that would fool, but this car looks like it’s ready to cruise as is—or it could form the solid foundation to make the hot rod of your dreams.

1963 Chevrolet Corvette

We couldn’t ignore the Split-Window coupe, as the iconic body style has become the most sought-after mid-year Corvette time and time again. While all 1963 Corvettes were powered by 327 V-8s, and all 1963 Corvette coupes were Split-Windows, this particular car happens to have a fuel-injected 327, so its small-block V-8, and the intake manifold in particular, is just as impressive and almost as beautiful as its exterior. There is some oxidation on the aluminum castings, which will need to be polished out. A golf cart fire in the garage housing the collection caused some corrosion, which is most apparent on some of the car’s brightwork.

1964 Chevrolet Impala

This landmark Impala marked the final year of the storied 409 W-series big-block and also became the foundation for many of the most respected low riders ever built. The Super Sport shown here is powered by a numbers-matching 340-hp single four-barrel version of the engine, and it’s also equipped with a four-speed manual, making it a great choice for someone in search of a muscle cruiser. The car’s silver upholstery is a fantastic contrast to its Tuxedo Black exterior.

1987 Ferrari Testarossa

One of the most beloved supercars of the ’80s, the Ferrari Testarossa saw the final application of Ferrari’s flat-twelve road car engine. The tan interior looks to be in fantastic shape, and the gated shifter is practically begging to be put to use. If you’re in need of the proper accessory to go with your three-day beard and sportcoat-over-T-shirt ensemble, you couldn’t do any better.

1991 Callaway Corvette

Chevrolet is working on a twin-turbo version of its 5.5-liter V-8 to power the next ZR1, but it wouldn’t be the first twin-turbo Corvette available. For five model years, starting in 1987, Callaway built the B2K option package for Corvettes that included a fully rebuilt engine with a forged crank and pistons that were ready to take on boost. For 1991, the final year of B2K production, output was a healthy 403 hp and 575 lb-ft of torque, a solid power output today, but it made the car a monster in its day. The turbocharged, twin-charge-cooled TPI 350 small-block has a lot of turbo plumbing hidden under that low hood, but there are still plenty of visual cues to let onlookers know this isn’t an ordinary C4. The Callaway B2K package included a unique front and rear fascia as well as fender vents and custom hood. The rear fascia houses a pair of oval taillights rather than the C4’s quad round (or “squircle” as was the case by 1991) taillights, and this one also has the optional 17-inch Dymag wheels. Foreman has owned the car since new and has racked up just 6800 miles on the car during that time.

1993 Dodge Viper

There’s just something special about a first-gen Viper. They’re so brash and unapologetic with their three-spoke wheels, their side exhausts, and the bulging bodywork that is absolutely appropriate for the brawny 8.0-liter V-10 it conceals. This RT/10 roadster example is in Viper Red, of course, and has just 1569 miles, making it a collectible in its own right, regardless of its famous owner. Foreman left his mark on the interior, as the driver seat is embroidered with his name and the passenger seat is embroidered with a hamburger, fresh off one of his eponymous grills.

2000 BMW Z8

A wonderful modern interpretation of the classic BMW 507, the beautiful, elegant, and sporty Z8 has got to be one of Henrik Fisker’s best designs. It also happens to be wrapped around a fantastic aluminum chassis as well as a 4.9-liter V-8 shared with the contemporary M5. This car has been owned by Foreman since new and is one of 37 in Topaz Blue Metallic paint with a Crema and Black interior. It shows just 4659 miles.

2002 Pontiac Firebird Firehawk

Not only does this vibrant red coupe represent the last year of Pontiac F-body production, but it’s also equipped with the rare and desirable Firehawk performance package. Besides that, it has just 1021 miles on the clock. We’ve written plenty about the various iterations of Firehawk in the past, but what you need to know is that Street Legal Performance (SLP) installed its own hood and exhaust system on the cars to tweak the power output, while also adding unique wheels and some F-body parts bin suspension upgrades. The result is a well-rounded performance car with the same 345 hp rating as a contemporary C5 Corvette, along with a subtle look. Well, at least as subtle as a fourth-gen Firebird can be. This one is an automatic, so it’s less desirable than the optional six-speed, but the tan upholstery helps make up for it.

2005 Ford GT

Built to celebrate the company’s 100th anniversary with an homage to one of its greatest racing triumphs, the Ford GT was a gorgeous modernization of the GT40s that took Le Mans by storm. Much like the Z8 we just mentioned, the reimagined GT managed to capture much of the spirit of the original despite the significant updates required for modern conveniences. Yes, the new GT isn’t 40 inches tall like its predecessor, but it still has the right look and proportions. More importantly, thanks to its supercharged 5.4-liter four-valve engine, it has the performance to match those looks. This fantastic example shows just 783 miles on the odometer.

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Automotive history is littered with the bones of small-scale manufacturers that, for one reason or another, couldn’t hack it over the long run. That same history is also full of punchy shops that overachieved in their eras, taking the fight to much more established players on some of racing’s greatest stages, which even today seem downright improbable. The Venn diagram of carmakers that achieved racing glory only to fold after a short life, however, is sparsely populated.

That’s where we meet Peerless, a punchy post-WWII British firm that burned hot and fast, only to fizzle out in less than a decade. Oh, the stories this 1959 Peerless GT Phase II, currently listed on Hagerty Marketplace, could probably tell.

First, some backstory: Peerless—no, not the prewar American manufacturer—was a small British shop that sprang up seemingly out of nowhere in the mid-1950s. It was founded by James Byrnes, a decorated club racer tired of off-the-shelf competitors, and John Gordon, a local Rolls-Royce vendor and something of a racing junkie himself. The two tapped Bernie Rodger, a local legend in the engine building and tuning scene, to be the firm’s lead engineer.

Though it shared no direct relation to the American Peerless brand, the Brit variant did graft its name from the former: The founders selected a small facility in Slough as their base, and that facility had in a previous life been used by the American Peerless corporation to build a handful of armored cars during World War I.

Despite the three men’s shared desire to build their own sports car from the ground up, they quickly agreed that a from-scratch creation was probably beyond their reach. Rodger, who owned a local restaurant that was a favorite of top brass from the Standard Triumph company, used his connections to convince those executives to offer up a handful of Triumph TR3 platforms that would serve as the base for the prototype Peerless.

The eventual product that rolled out of the shed doors in Slough only loosely resembled the TR3 upon which it was based. Though it shared the 2.0-liter, 100-hp four-cylinder and the four-speed transmission and Laycock overdrive system with the TR3, the Peerless GT (initially dubbed the Warwick, but eventually changed to GT) was far more racing-focused. The engine sat inside a fully arc-welded tube frame that gave the GT considerable rigidity. It was six inches longer than a contemporary TR3, with a track width 5 inches greater than that of the Triumph. Other differences to the Triumph included a de Dion rear axle design and a sultry fiberglass coupe body that concealed a 2+2 cockpit.

Keen to capitalize on the warm reception the GT received when it debuted at the 1957 Paris motor show, Byrnes, Gordon, and Rodger turned their eyes towards the crown jewel of European motor racing: Le Mans. Two cars, a primary and a reserve, were entered into the grueling 24-hour race in 1958, though only the primary car saw competition. Each one featured a hand-built engine, additional fuel tanks, and a lowered suspension. Shockingly, the Peerless GT took 16th overall, besting far more established players in the process.

The orders poured in following that French triumph. The Slough facility went into overdrive to fulfill them, and, as so many British upstarts had done before, promptly fell behind. Peerless’ leaders wanted to build five cars per week, but that goal quickly got out of reach. Just 325 Peerless GTs were created by the time the shop closed in 1960.

Of the 325 cars, 275 units were built to the original GT spec, which involved a fiberglass body and muted styling. The remaining 50 cars were built to what was known as the Phase II spec, which boasted a number of improvements. Chief among them was a new molded body that eliminated some 60 fiberglass body seams and the need for extensive bonding and riveting.

The car pictured here is one of those 50. It’s also one of just 70 cars built in a left-hand-drive configuration. According to the listing, the car is fresh from a frame-on restoration, completed in October of this year. The body was refinished in silver, and the frame was sealed with POR-15 as part of the restoration.

This example also ditched the Triumph running gear for the 2.6-liter inline-six engine and four-speed manual transmission from a 1974 Datsun 260Z. Both the engine and the gearbox were reportedly professionally rebuilt at some point in their lives. It also features a completely new interior with black vinyl upholstery, Stewart Warner gauges, and more. The odometer currently reads just 10,500 miles as of the time of listing, although it is noted that the true mileage is unknown. This Peerless GT Phase II features plenty of other neat details as well, far too many to list here. Check out the listing for yourself to see them all.

If orphaned British racing royalty paired with stout and engaging Japanese running gear sounds like something you might fancy, allow us to compliment the cut of your jib. The auction listing for this plucky Brit will close next Tuesday, November 28, so you even have a little time to make room in your garage.

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In the early 1990s, things looked grim for the large family sedan. The minivan was rapidly gaining territory as the American family hauler of choice, chomping away at a space once utterly dominated by the big-bodied automobile. As the Big Three sought to adapt to changing market tastes, little thought (and money) was granted to the platforms that underpinned four-door, big-motored vehicles with bench seating for six and trunks for another few. They realized that smart money might drag aging platforms into another decade of service, even if it would potentially be their last.

But before the big sedan’s curtain fell, General Motors sought to give its aging B-body platform, which had just been redesigned in 1991, one last shot of sizzle. At the 1992 Detroit auto show, The General debuted the Impala SS concept, resurrecting a name that had been dormant for more than 20 years. The brainchild of designer Jon Moss, the Impala SS concept boasted blacked-out bodywork, big-block V-8 power, and a menacing stance. It was an immediate hit, so much so that GM opted to greenlight production of such a beast.

By the time the Impala SS reached production lines in 1994, the car’s formula had been softened quite a bit. Gone was the 510-cubic-inch big-block; in its place, a detuned version of the 350-cubic-inch LT1 V-8 found in the contemporary C4 Corvette. Though the LT1 lacked the punch of a big-block, it still produced 260 hp and 330 lb-ft of torque, figures good enough to propel the two-ton bruiser to 60 mph from a standstill in around 7 seconds.

Blessedly, the river-stone-smooth bodywork, which was essentially cribbed wholesale from the slow-selling Caprice and treated to heaps of black paint, remained. Underneath that bodywork was a chassis that remained virtually unchanged since it’s inception in 1977 for the third-generation Caprice. To match the performance of the LT1, the Impala SS scored the 9C1 police car package which provided an upgraded and lowered suspension, a high-capacity cooling system, dual exhaust, a transmission cooler, and larger disc brakes for the rear. A limited-slip differential was also fitted, as were gorgeous 17-inch cast aluminum wheels.

The overall proposition of the Impala SS struck a dying, perhaps dormant chord with American buyers. When production ended just three years later in 1996, more than 69,000 units had found their way onto our highways and byways.

Five-figure-production runs do not a rare sleeper muscle car make, but this 1995 example, currently offered on Hagerty Marketplace, boasts a little something extra under the hood that will help it stand out: The car’s LT1 V-8 has worshipped at the altar of Lingenfelter, a storied name in the world of aftermarket GM performance. It now boasts a displacement of 383 cu-in and a handful of other upgrades that juice output to a claimed 440 horsepower.

Other drivetrain upgrades include a Tremec T56 six-speed manual transmission in place of the 4L60E automatic, 4.10 rear gears, a two-stage clutch, a Borla stainless steel exhaust, and more. When this car was cataloged for Hagerty Marketplace, its odometer showed just 54,445 miles.

It’s a well-equipped example elsewhere too, boasting convenience features such as a power antenna, leather seating surfaces, a PASS-Key II theft-deterrent system, an adjustable steering column, a power trunk opener, and much more. The only stated imperfections, according to the listing, are a bit of peeling clearcoat on the roof, hood, C-pillar, and driver’s-side doors.

To many, the Impala SS marked the end of an era in automotive history. If you’re into those “last-of-their-kind” vehicles, this example is a blue-chip piece. Add in the extra helping of power and that sweet six-speed, and this might just be the perfect rendition of a sleeper muscle car. The auction comes to an end on Monday, November 20 at 3:30 p.m. ET, giving you a few days to get your ducks in a row before you toss a bid or two into the fray.

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When Pontiac marketers called the redesigned 1970 Firebird “The Beginning of Tomorrow,” they likely didn’t imagine that the second-generation muscle car would see more than 4000 tomorrows in what would become a 12-year production run. The new Firebird not only looked good, it offered more power, a winning combination for performance-minded buyers of the era—and auto enthusiasts today.

As Hagerty Price Guide editor Greg Ingold wrote in 2021, “Although the second-gen Firebird achieved pop-culture fame in its later years—think T-Tops and screaming chicken—serious collectors prefer the high-horsepower, tightly wound thoroughbreds of the early ’70s.”

General Motors’ first-generation F-body cars were rapidly developed in response to the wild popularity of the Ford Mustang, and plans for a second generation were green-lit almost as soon as the first Chevrolet Camaros and Pontiac Firebirds went on sale in 1967. Designed by legendary GM design chief Bill Mitchell, the second-iteration Firebird received positive reviews when it was introduced at the 1970 Chicago Auto Show.

The new Firebird, wearing dramatic, European-influenced bodywork with long hood and truncated fastback rear end, was available in four models, all coupes. The entry-level Firebird offered both six-cylinder and eight-cylinder engine options; the Esprit had an upgraded interior, bright moldings around the hood, doors, and wheel lips, and a wider chrome molding on the rocker panel; the Formula 400 featured unique dual snorkel hood scoops and a 400-cubic-inch, four-barrel V-8 standard (with the Ram Air III 400 as an option); and that fourth model, the Trans Am, that became a legend.

With all of its high-performance options, the Trans Am was built for the serious driver—so serious, in fact, that in addition to the standard 345-horsepower Ram Air III 400, the racing-focused Ram Air IV 400 offered 375 hp and could only be had through the special order form. (Only 88 of those were built, 59 with standard transmission and 29 automatics, making them the most valuable and sought after second-gen Trans Ams.)

The top-end Firebird model’s styling also offered fender flares, “shaker” hood scoop, and spats ahead of the front and rear wheel openings, all unique to the Trans Am.

That brings us to this beautiful 1970 Firebird T-A, one of 1739 built with the venerable Ram Air III and mated to a four-speed manual gearbox. Fully restored in 2015 and offered on Hagerty Marketplace, this legendary muscle machine was refinished in its original factory shade of Polar White (10) with a blue stripe and Black (218) vinyl interior, and it rides on 15-inch Rally II wheels mounted with raised white-letter BF Goodrich Radial T/A tires. Its five-digit odometer shows 15,500 miles; exact mileage is unknown.

The car’s many features include front air dam, chrome rear bumper, color-keyed dual exterior racing mirrors, engine-turned aluminum dash panel, rear ducktail spoiler, thick stabilizer bars (front and rear), heavy-duty springs and shocks, bucket seats and lap belts, padded three-spoke steering wheel, Hurst shifter, power steering and brakes, manually operated windows, center console, gauges for voltmeter, water temperature, and oil pressure, dual-speed windshield wipers, Delco push-button AM/FM radio, heater, dual padded sun visors, locking glove compartment, lined trunk compartment, back-up lights, and dual exhaust outlets.

Known imperfections include cracking in the front grille surround and discoloration of the clear coat in some areas. Included in the sale are a PHS Automotive Services, Inc. information packet, digital copy of original build sheet, tire jack, and spare wheel/tire.

Currently located in Lakeville, Massachusetts, the Trans Am was originally delivered to All American Pontiac in San Jose, California, in June 1970 with a sticker price of $4748.64, which is the equivalent of approximately $37,670 today.

A 1970 Pontiac Firebird Trans Am with Ram Air III 400 carries an average value of $93,300 in #2 (Excellent) condition and $55,300 in #3 (Good) condition. With 11 days remaining in the auction, which ends on November 13 at 3:30 p.m., bidding has reached $18,500.

If you’ve been searching for a second-gen Trans Am, perhaps this is the beginning of your tomorrow.

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Cute, isn’t it?

This 1961 Chevrolet Corvair pickup represents an unusual chapter in automaking history, when Chevrolet, Ford, and Dodge offered “flat-faced,” cab-forward vans, and modified them into light-duty pickup trucks, a formula made popular by Volkswagen. This example is offered on Hagerty Marketplace.

This pickup’s formal name is the Chevrolet Corvair 95, so named because of the very short 95-inch wheelbase (the wheelbase of a modern Honda Civic wheelbase is a foot longer). This made the Corvair 95 maneuverable and easy to park, and the bed allowed for a lot of cargo room.

This Rampside version, built from 1961 through 1965, is so named because of a fold-down ramp on the passenger side, making the loading of motorbikes, karts, or lawn equipment (the Corvair 95 was popular with landscapers) simple and easy. There’s even a rubberized edge at the top so the paint doesn’t get scuffed. The Rampside was also popular with West Coast surfers, who could just place their boards in back and head for the ocean. There’s a rear tailgate too, of course.

The engine is a rear-mounted flat-six-cylinder displacing 145 cubic inches. It has 80 horsepower and 128 lb-ft of torque, and is listed as having the Corvair 95’s “beefed-up” engine “with more durable exhaust valves, exhaust valve rotators, lowered compression, and carburetors with larger jets for cargo-transporting duties.” It’s air-cooled, and you can see the vents in the rear quarters.

There’s 80 cubic feet of load space. Payload capacity is a healthy 1900 pounds.

The transmission was typically a three-speed, but this example has the more coveted four-speed manual transmission, operated via a floor-mounted shifter.

Inside, the 1961 Corvair 95 is pretty bare-bones, with a vinyl-covered bench seat. Aftermarket accessories include a steering column–mounted tachometer, and a dash-mounted Kenwood stereo. The big two-spoke steering wheel is nearly horizontal, like a bus driver’s, to make ingress and egress easier. Mileage shown is just over 75,000, but it isn’t known whether or not that’s correct.

Baby-moon hubcaps and thin whitewall tires complete the period look. Many Corvair 95s were two-toned, but this one is refinished in a single blue color with a matching dashboard. It wears chrome bumpers front and rear.

It’s a bit unusual to find a classic that is willing and able to work for its keep, but this Corvair 95 is. It’s available on Hagerty Marketplace, with closing bids due Tuesday, November 7, at 3:50 p.m.

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Few people that we know have seen a 1968 Opel Kadett Deluxe Wagon in person. The phenomenon begs the question: Are these German wagons so rare in the U.S. that the same vehicles keep getting sold and resold, or is this example just so nice that each new owner can’t resist the urge to flip it? Perhaps it’s both.

Crossing the virtual auction block via Hagerty Marketplace, this restored and award-winning Kadett Deluxe Wagon has changed hands several times since 2018. It’s an unusual automobile, to be sure, and there’s plenty to like about it.

The Opel Kadett, distributed by Buick in the U.S. and sold around the world as Opel’s entry-level car, was designed to compete directly with Volkswagen. Slightly different from its European brethren, the Kadett was offered stateside in a variety of two-door body styles: Sedan, Sport Sedan, LS and Deluxe Sport Coupes (fastbacks), Rallye (fastback), and Deluxe Wagon (with a swing-up tailgate).

Nicknamed the “Mini-Brute” by Buick-Opel marketers—a tongue-in-cheek description if there ever were one—rear-wheel-drive Kadetts were simple, lightweight, and economical. The “brutiest” of the Mini-Brutes was the Deluxe Wagon. Engine choices for 1968 included an overhead-valve 1.1-liter inline-four, the default powerplant, which mustered 55 horsepower; the optional higher-output dual-carb 1.1-liter SR, with 60 hp; the 1.5-liter CIH, 80 hp; and the 1.9-liter Super Kadett, 102 hp. Mated to a four-speed manual powertrain and with a high axle ratio, a Deluxe Wagon with the 1.1-liter engine could score 30 mpg. It also took an agonizingly long 18.4 seconds to go 0-to-60 mph.

Advertising, naturally, accentuated the positives of the Kadett (and also embellished a bit). “Impervious to desert heat, invincible in trackless sands, amazingly dependable from oasis to oasis: The Mini-Brute Buick’s new Opel Kadett Deluxe Wagon. The economy import that provides so much low-cost transportation for the price you’ll wonder why you ever tried any other way.”

Opel also promised that “confidence is part of the standard equipment you get with every ’68 Opel Kadett.”

Painted bright red with a black interior, this ’68 Opel Kadett Deluxe Wagon (chassis/VIN 391383662) was immaculately restored and looks as if it just rolled out of a Buick-Opel dealership—with its MSRP of $2070 (about $18,308 today). The wagon’s 1.1-liter engine has dual Solex 35 PDSI carburetors, and the California seller says its “underhood components were sourced from German suppliers, including Bosch, SWF, and ATE during its refurbishment.”

The interior features a replacement headliner and carpets, as well as a factory three-spoke steering wheel with an Opel center cap. Instrumentation includes a 100-mph speedometer and tachometer with a 6000-rpm redline. The five-digit odometer reads 85,096 miles.

In addition, the car has a padded dashboard, AM radio and supplemental FM receiver, electric clock, front bucket seats, a rear bench seat that folds down, hinged back windows, original German Sekurit glass, and 56 cubic feet of cargo space (“Enough for an average-sized refrigerator,” Opel advertised)—plus a luggage rack up top.

The Kadett wagon previously spent time in a collection whose owner showed it in events with the Opel Motorsports Club and won numerous awards, including Best in Show, First in Class, and People’s Choice at the Opel Nationals.

With less than one week remaining until the auction ends on Thursday, October 26 at 3:50 p.m. EDT, bidding has reached $5750. Perhaps this is your turn to own it.

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The Pinto you see here probably wasn’t exactly what Lee Iacocca had in mind when he initially pushed for Ford to create an affordable compact car, but the 1970s had a funny way of transforming all sorts of Detroit iron into colorful, bestickered lifestyle expressions. We’re still benefitting from that today, and this 1978 Ford Pinto Cruising Wagon is proof.

Born quickly—just 25 months between conception and production—the Pinto debuted in 1971 as Ford’s answer to the Beetle and the growing compact car segment. Initial offerings began humbly with the Pinto sedan, and the Runabout hatchback followed soon after. The Pinto wagon rolled onto America’s streets in 1972, though at the time the most personality the little longroof could muster was the faux wood-sided Squire trim package.

In response to domestic competition, Ford steadily increased the displacement and power under the little Pinto’s hood, but like most cars of the era, even the most powerful options weren’t going to do more than help the car get out of its own way. By 1974, Ford’s overhead cam 2.3-liter four cylinder became optional, and its 2.8-liter Cologne V-6 arrived the following year as the top available engine.

As the decade progressed, Ford steadily added colors, stickers, and style to its little economy car. The Sprint Decor Group and subsequent Sprint and Luxury Packages kicked things off, with 1976 bringing the Stallion’s sporty blackout package. Likely 1977 through 1980 may go down in history as peak theme and sticker, as least as far as American cars are concerned. Headlined by the flaming chicken on Pontiac’s Trans Am but spread across pickups, large coupes, and economy cars from just about every American manufacturer, nothing was immune from wild, character-imbuing packages. Enter the Pinto Cruising Wagon.

Making hay out of the nationwide van craze, Ford started with the Pinto wagon and replaced the rear windows with panels and distinctive bubble windows. They added slotted wheels, a stand-out sticker package, and some truly outrageous color offerings, including the Tangerine you see here. The interior positively screams style, with orange, plaid, and stripes everywhere you look.

For as many as Ford made, there aren’t a whole lot of Pintos left in good condition, much less these time-capsule Cruising Wagons. This example, available on Hagerty Marketplace, shows 58,919 miles and presents very well. Aside from its outgoing personality, this Pinto also features the venerable 2.3-liter four-pot backed by a four-speed transmission, air conditioning, a wealth of optional equipment, recent service, and fresh tires. Sold on Bring a Trailer earlier this summer, it does take a certain type to proudly parade around in this Pinto. Hop in, stick your favorite Styx cassette in the stereo, and relive one of the brightest moments in the Pinto’s history.

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The collector-car world loves a good barn find, and this 1936 Ford Model 48 Fordor Deluxe Sedan certainly qualifies: Just look at the vertical dust lines across the windshield and the length of the car, marks that confirm that it was parked and neglected years ago. If you’re a barn-find aficionado, you’re already salivating.

This handsome sedan is more than an 87-year-old car somebody forgot about, however. It’s an 87-year-old car that’s almost completely intact. Nothing rotten. No missing hard-to-find trim pieces. Reasonably tidy engine and interior. A perfect candidate for a mechanical refresh or full restoration.

The Ford Model 48 was introduced in 1935, and behind the car’s tall, vertical grille was a 221-cubic-inch flathead V-8 that produced about 90 horsepower and was mated to a three-speed gearbox. Although V-8s weren’t a new thing in the mid-1930s, the simplicity of Ford’s flathead V-8 made it more affordable for more people, an important factor during the Great Depression. In addition to the four-door sedan, the Model 48 could be had as a two-door roadster, four-door convertible, or four-door station wagon, each priced below $600 (or about $13,253 today). The car was a hit; Ford sold 820,000 Model 48s in 1935.

Improving upon one of the most significant automobiles ever produced by the Ford Motor Company, the 1936 Fords offered updated styling, including an inverted pentagonal grille with all-vertical bars beneath a longer hood, as well as three horizontal chrome side strips on DeLuxe models.

The ’36s also featured redesigned fenders and wheels—pressed steel instead of wire—that gave the car a more modern appearance. And, yes, finished in black, it also has the look of something a gangster might drive. Inside, the Fordor offered comfortable bench seating, stylish Johansson instrumentation, and typical amenities of the era.

This seller of this barn find, which is offered on Hagerty Marketplace and located in Van Nuys, California, notes that the Deluxe sedan (Chassis/VIN 2560487) features pivoted rear quarter windows, one-piece welded steel wheels, torque-tube drive, double-drop X-type frame, downdraft carburetor, and rearview mirror. The odometer displays 65,431 miles, but its actual mileage is unknown. Bidding sits at $1500 with nearly a week left in the auction, which ends Wednesday, October 11 at 4 p.m. EDT. A spare driveshaft and additional leaf-spring suspension components are included.

Since a similar 1935 Ford Model 48 Fordor Sedan Deluxe in #4 (Fair) condition has an average value of $11,400, the potential buyer of this ’36 Fordor Deluxe might be able to snag a deal. The barn-find dust is a bonus.

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Yes, of course, there were luxurious Cadillacs in the General Motors stable in 1963, and plenty of luxurious Oldsmobiles and Buicks—even luxurious Pontiacs and Chevrolets.

But there was a segment of the premium market singularly absent at GM: A genuine two-door personal luxury car.

This 1967 Buick Riviera, offered on Hagerty Marketplace with no reserve, is representative of the car that handily fits that bill.

Ford had a personal luxury car—the four-passenger Thunderbird—and GM was intent on creating something similar. Hence the distinctive, and distinctively collectible, Buick Riviera, which debuted as a 1963 model, supplying design cues that lasted through 1970. The sweeping styling made the car look like it was underway while standing still, but perhaps the most notable design characteristic was the concealed horizontal headlights, which lasted through 1969.

The first generation of the Riviera ran from 1963 to 1965, replaced by an arguably more aggressively stylized five-year generation that began in 1966. That same year, it was joined by the front-wheel-drive Oldsmobile Toronado, giving GM another personal luxury car (while the Olds and the Buick shared a basic platform, the Riviera remained rear-wheel-drive until 1979.)

Longer and wider than the previous iteration, that second-gen Riviera built on that personal luxury design language that had Ford scrambling to keep the Thunderbird relevant.

Sales were modest given Buick’s massive market footprint, but that lower volume was in part intentional: Sales were capped at 40,000 in 1963 to maintain the car’s unique flavor, and that philosophy of exclusivity carried forward. It wasn’t until 1969 when Riviera sales finally topped 50,000.

The model shown here is, as mentioned, a 1967 model, which was similar to the 1966 car, with one major improvement: The old “Nailhead” V-8 was replaced with a brand-new engine, a more powerful 430-cubic-inch (7.0 liter) V-8 with a muscular 360 horsepower and 475 lb-ft of torque. The transmission is a proven TH-400 three-speed automatic.

The 1967 cars were also fitted with a raft of new safety features, including a collapsible steering column, four-way flashers, dual-channel brakes, locking seatbacks, and soft interior surfaces. Full instrumentation was new for ’67 as well.

This particular car has a front-wheel disc-brake conversion (front discs were offered in 1967, but few Rivieras had them), “Electro-Cruise” cruise control, a town car-style vinyl roof, power windows, air conditioning, and a tilt steering wheel.

It appears to be exceptionally well-maintained, and multiple spare parts are included in the sale, along with an owner’s manual and service paperwork. The five-digit odometer currently shows just over 37,338 miles at the time of listing, and that mileage is thought to be original; however, the true figure is unknown.

Bidding ends on this 1967 Buick Riviera Sports Coupe on Friday, October 6, at 3:50 p.m.

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Mazda has always been a little quirky. In 1961, the company licensed Felix Wankel’s rotary engine, and through sheer determination, it perfected the design when other, larger automakers failed. Beginning in 1979, Mazda would use the RX-7 sports car to showcase its mastery of the funny-looking triangles rotating in a figure-eight-like housing. But 1995 brought dark times for rotary heads, as the third-generation (FD) RX-7 had left U.S. showrooms for good.

Fans would have to wait eight long years for a successor: In 2003, Mazda introduced the RX-8, a more practical take on the rotary sports car. Unlike the two-seat FD, the RX-8 had a unique four-seat arrangement. Two smaller, rear-hinged clamshell doors made it easy to get in and out of the RX-8’s back seats.

If you’re looking for a four-door rotary sports car, check out our auction pick of the week; this example from 2004 is offered without reserve.

Mazda learned its lesson with the FD’s complicated, temperamental sequential twin-turbo setup (look up the turbo vacuum diagram). Instead, the RX-8 was equipped with a heavily revised, naturally aspirated 238-horsepower engine dubbed the Renesis. While not as powerful as its 255-hp predecessor, it was enough to propel an RX-8 with a six-speed manual to 60 mph in 5.9 seconds.

Our featured car was used as an autocross toy, and thus, it has a few performance goodies. A Racing Beat intake and exhaust make the rotary’s chainsaw noises even angrier. Tein Flex coilovers and Mazdaspeed strut braces focus the already excellent RX-8 chassis. And finally, lightweight SSR Comp H wheels shod in Michelin PS2 tires help put the power down.

Cosmetically, our 41,493-mile Brilliant Black example is a nice-looking driver. There are some rock chips in the genuine Mazdaspeed front bumper and a few small dings on the body. The black leather eight-way power driver’s seat—only available on fully loaded Grand Touring models—shows minor wear. But if you’ll be tossing this RX-8 around cones, you probably don’t want a concours car.

If you’re an autocross weekend warrior, a rotary fan, or just looking for a practical sports car, this 2004 Mazda RX-8 should be right up your alley. Just make sure to get your bids in. The auction ends on Thursday, September 28, at 4:00 p.m. EDT.

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We’ve written before that if some automotive enthusiasts were stuck on a remote island since, say, 1960, and came back to civilization, there would probably be only two vehicles they’d recognize: The Jeep and the Porsche 911.

Well, we should have added one more to that list: the Morgan Plus 4 roadster. Like the other two, it’s a classic shape, and it has evolved, but there’s so much of the original left that it is genuinely a timeless design. The basic car went into production as the 4/4 in 1936, before it was slightly lengthened into the Plus 4 in 1950, when Harry S. Truman was president.

This is a mint 1961 model, properly cared for mechanically and cosmetically. Inside, it has classic leather upholstery, and an instrument panel with simple gauges (fuel, water temperature, oil pressure, speedometer, and tachometer) and refreshingly, not a hint of anything digital, plus there’s that large wooden steering wheel. It’s listed by Broad Arrow on Hagerty Marketplace.

This is a factory left-hand drive example, originally sold through Fergus Motors of New York. It was restored in 1992 using a factory-remanufactured chassis and ash wood frame, and finished in an appropriate two-tone green and black livery.

New models, now styled as Plus Four, have a BMW-sourced 2.0-liter four-cylinder; this 1961 model has a 2.0-liter four-cylinder from a Triumph TR3, a gutsy, 90-horsepower engine with ample pulling power. Transmission is a Moss four-speed manual. Brakes are hydraulic Girling front discs and rear drums. Suspension is a sliding pillar design up front, and a leaf spring design out back with a solid axle.

The sculptured bodywork is aluminum, with dual Brooklands windscreens. The wire wheels are painted gloss black to match the lower bodywork. The chrome accents, including the prominent radiator grille, set off the car’s substantial and welcoming personality. Side curtains are included.

Barely a year ago this Plus 4 received a $4000 service session in preparation for the sale, work that included a brake system bleed with new rear wheel cylinders, fresh Vredestein Sprint Classic tires and tubes, a new battery, a fuel system drain, new spark plugs, a distributor adjustment, a new ignition coil, a valve adjustment, ignition timing adjustment, carburetor balance and mixture adjustment, an oil change with filter, and a road test, and tune. The only known imperfections are some chips and swirl marks in the paint.

This 1961 Morgan Plus 4 roadster is available for bid here through 3:50 p.m. ET on September 28. It’s listed at no reserve. Someone is going home with the epitome of the proper British sports car.

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After automotive styling and performance slipped into the 1970s Malaise Era, Pontiac engineers offered a mid-engine, mid-’80s ray of hope: the Fiero. Marketed as an economy car—a claim that didn’t jibe with its sports-car good looks—it took several years before the two-seater’s performance matched its appearance. By then, however, General Motors deemed it too expensive to continue production. That’s unfortunate, because there’s a lot to like about the 1984–88 Fiero, especially the later versions.

As our own Jason Cammisa explains in Episode 27 of his popular Revelations YouTube series, GM’s brass gave Fiero the green light based on the assumption that it would be a gas-sipping commuter. As a result, Pontiac borrowed heavily from GM’s parts bin to keep costs low. Most notably, its front suspension came from GM’s compact rear-wheel-drive Chevette, and the front suspension of GM’s front-drive Chevy Citation/Pontiac Phoenix was repurposed for the rear. The car was compact, rigid, and relatively lightweight; it featured Enduroflex body panels over a steel space frame and weighed around 2600 pounds.

At its launch, the four-speed Fiero—Italian for “proud”—was powered by the 2.5-liter Iron Duke four-cylinder engine, which produced only 92 horses and fit its econo-car label. While Pontiac made tweaks every year to incrementally improve the car, the public yearned for performance to match its styling, and that upgrade arrived in 1985, when the GT model received a 140-hp 2.8-liter V-6 and wider tires. A five-speed manual transmission arrived the following year.

Dogged by a series of early engine fires, the Fiero’s reputation is forever tarnished in the minds of some enthusiasts, but the sports car (econo coupe?) has plenty of fans, too. In fact, the Fiero, the first and only mid-engine production car offered by General Motors until the launch of the C8 Corvette in 2020, has seen its values rise in recent months.

That brings us to this 1986 Fiero GT, which Cammisa drove in his entertaining and insightful Revelations episode. Located in Novato, California, VIN 1G2PG9795GP281348 is finished in black paint with silver accents over a gray cloth interior. Its 2.8-liter V-6 has been upgraded with Hypertech Street Runner tune, Accel 15-pound fuel injectors, and an MSD coil, cap, and wires. It also has upgraded Ravetti 18-inch wheels (originals are included with the purchase of the vehicle).

Purchased in Texas by its current owner in August 2021, the Fiero is equipped with a new air-conditioning compressor, lines, hoses, shocks, struts, steering damper, and cruise control components. It also received a 7-inch Garmin GPS unit with a backup camera, as well as a Delco radio with AM/FM/CD and hands-free Bluetooth capabilities in place of the original radio.

Features include: A/C, rear spoiler, fog lights, pop-up headlights, four-wheel power disc brakes, cruise control, power windows, power door locks, tilt steering wheel, electric rear window defroster, intermittent wipers, and carpeted cargo area.

While a 1986 Pontiac Fiero GT in #2 (Excellent) condition has an average value of just over $10,000, bidding for this one on Hagerty Marketplace has reached $6000 with less than a week remaining.

Will Pontiac’s “We Build Excitement” marketing slogan also describe the auction? We’ll soon find out, as bidding ends Wednesday, September 13 at 3:50 p.m. Eastern Time.

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Matt Bange is a “self-made” hot rodder, whose parents made up for their lack of car knowledge by passing down their creativity and pouring on the positive feedback. The combination proved valuable for Bange, who has built four hot rods. He would likely be working on his fifth if his first child weren’t due in a couple of months.

“I was pretty much on my own when it came to cars,” says Bange, 33. “When I was a kid I had fun tinkering with stuff and playing with Legos and K’nex. Then I got tired of drawing hot rods and decided to actually build one. I worked a bunch of jobs as a teenager and used that money to build my first one [a 1929 Ford Model A Tudor Sedan] when I was 20. I taught myself everything—welding, fabricating, woodworking, electrical … and over the years I’ve continued to grow my connections in the hot rod world.”

That first hot rod, which Bange sold when he was 25, gave him the confidence to do more. His second build was a 1928 Model A pickup, then he tackled a 1935 Ford Model 50 pickup before taking on the 1937 Ford Model 78 Slantback Tudor Sedan pictured here. Custom work on the sedan had already been started by a former Ridler Award winner, but the vehicle had been left outside and exposed to the elements for years. When the owner passed away, Bange bought the ’37 in April 2021. He drove 14 hours to pick it up in Minnesota and then trailered it home to Michigan. The roof had been chopped three inches, which gave him a decent head start, but the car was also covered with patina and moss, neither of which scared him off.

Bange installed a small-block 307-cubic-inch V-8 engine and a two-speed Powerglide automatic transmission from a 1969 Chevy Chevelle, upgraded with a 9 Super 7 intake manifold for three two-barrel carburetors, polished pulleys, a new water pump, mechanical fuel pump, Offenhauser fuel regulator, translucent red fuel lines, a small cap HEI distributor, and Smoothie Rams Horn exhaust manifolds. The Ford also has a nine-inch rear end, a Ford Mustang II front end, front disc brakes, rear drum brakes, Wheelsmith 16×4-inch wheels with polished baby moon hubcaps, and a staggered set of Coker Firestone vintage bias-ply tires. The car has no odometer or speedometer.

Bange’s creativity doesn’t stop at the body and mechanicals. He turned an aluminum “Bob’s Beer” can (a tribute to his wife’s grandfather) into the coil cover, used an early 1900s brass fire extinguisher container as his radiator overflow bottle, installed a replica 1890s revolver as an air vent handle, glued a Lego Frankenstein inside a hole under the hood, and painted a clown—reminiscent of Pennywise, the main character in the horror movie It—on the rear of the car.

“It’s wild and wicked, kind of like Frankenstein’s monster,” he says of the ’37 Ford. “It definitely snaps necks. A lot of people appreciate that it’s chopped and has a bare steel/patina body. Some will ask, ‘Are you going to paint it?’ And I’ll say, ‘No, it’s done.’ And they’ll say, ‘Thank you! I love it just the way it is.’”

Bange has always thrived on that kind of feedback. “There’s definitely creativity in the family,” he says. “My dad went to college to be an architect, and he likes tweaking things, just not so much on cars—he doesn’t even change his own oil. Mom is creative when it comes to crafts and stuff. And I’m told my grandpa worked on World War II vehicles.

“My parents and grandparents were always giving me positive reinforcement about the things that interested me, telling me I could do whatever I set out to do. My grandpa would take me to the airport to watch the planes, and that led to me becoming a pilot; I was in aviation for years.”

Bange has been into cars longer than he has worked in aviation, and someone out there may soon benefit from his self-made automotive skills. He says the ’37 Ford currently shares garage space with his 1935 Ford pickup truck and a 1929 Chevrolet 1.5-ton pickup that will become his next project—someday, just not someday soon.

“[My wife, Heather, and I] are expecting our firstborn, Wyatt, in late October, and obviously all of our attention is going to go to him,” Bange says. “And I have to make some room in the garage for something that’s good in the winter weather.”

That means something has to go, and that something is his ’37 Ford hot rod. Since Bange serves as Hagerty Marketplace coordinator, what better place to put it up for auction? With 11 days remaining in the auction, bidding has reached $7300. The auction closes on September 11 at 3:30 p.m. Eastern Time, when Bange can officially turn his attention to a new baby. We’re guessing little Wyatt won’t be lacking in creativity.

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America’s sports car was in sorry shape during the disco era. The later third-generation (1968–82) Corvette, although a strong seller, was not the performer that it used to be. In 1975, the once mighty Vette was down to just 165 horsepower due to new emissions regulations.

However, in 1984, Chevrolet made big strides to resuscitate Corvette performance with the release of the fourth iteration of America’s sports car. The C4, as it is known to enthusiasts, was the first all-new Vette since 1968. With its sleek styling, modern suspension, and stiff chassis, the C4 represented a clean break from the Duntov-designed C3.

The car was a phenomenal handler—Car and Driver clocked 0.95 g on the skidpad in a period test—but early examples lacked power. However, Chevrolet remedied the lack of grunt later in the C4’s 12-year production run.

By 1996, the final year of production, Vettes equipped with the ZF six-speed manual received a hopped-up small-block dubbed LT4. The engine was good for 330 horsepower and 340 lb-ft of torque, making a 5.0-second sprint to 60 miles per hour possible. Compared to the 1984 model’s paltry 205 horsepower, this was a big upgrade.

The later cars with the LT4 are more desirable, with Excellent condition (#2) examples being valued at $30,200 according to the Hagerty Price Guide. That brings us to our auction pick of the week, a one-owner 1996 Corvette convertible with a desirable engine and transmission combo.

Our striking yellow-on-black feature car has only seen 14,ooo miles since new. It’s a well-appointed example, equipped with the optional Delco/Bose Gold Series sound system, six-way power-adjustable driver and passenger seats, and electronic air conditioning. Unsurprisingly, the Vette is highly original—down to the as-delivered Goodyear Eagle GS-C tires—and in excellent condition. Really the only minor flaws are faded sun visors and light creasing in the upholstery.

If you’re in the market for a top-down Corvette experience, this one is hard to beat. Just slap on some new tires, and enjoy the V-8 soundtrack and six-speed gearbox for many miles to come. The auction ends Thursday, August 31 at 3:40 p.m. EDT, so make sure to get your bids in.

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Seminal French house duo Daft Punk released their final album, Random Access Memories, in 2013. Some critics prefer the group’s earlier albums like Homework or Discovery, but many regard the group’s last record as their magnum opus. So what does electronic dance music made by two guys dressed as robots have to do with cars? Well, like Random Access Memories, Porsche’s fourth-generation 911, codenamed 993, was the last of its kind. And while Stuttgart’s earlier air-cooled cars are great, the last iteration is arguably the best one.

Introduced in 1994, the 993 was the most refined 911 yet. It received a completely new aluminum chassis complete with a multi-link “Weissach” rear axle, which made the 993 less sketchy in the corners than earlier 911s. Also new to the all-wheel-drive Carrera 4 models was use of a viscous coupling that could send up to 40 percent of power to the front wheels. Compared to its predecessor’s computer controlled hydraulic unit, the viscous system was less complex and saved on weight.

The 993’s engine was more of an evolution than a revolution. Porsche took the 964’s air-cooled flat six, punched it out to 3.6 liters, added lightened connecting rods and pistons, extended the intake ports, and added lighter and larger valves. All this work was good for 272 glorious-sounding horsepower. Power is channels through a six-speed manual transmission. Car and Driver clocked an impressive 4.7 second 0–60 time with this combination.

Unfortunately, Porsche’s air-cooled engines couldn’t meet upcoming emission standards, and 1998 was the last year for not only the 993, but its unique power plant as well. The 993’s successor, the 996, ushered in Porsche’s water-cooled era.

Porsche produced a total of 68,881 vehicles of the Type 993. Our auction pick of the week is a well preserved Carrera 4 wearing paint-to-sample Silver Metallic over a Classic Grey partial leather interior. Fresh Michelin Pilot Sport 4S tires are installed on this 993’s 17-inch Cup II aluminum wheels. Both the interior and exterior show minor wear from traveling an indicated 98,140 miles.

There’s no reserve on this Carrera 4, so make sure to place your bids on the last of the air-cooled 911s. The auction ends Thursday, August 24th at 3:30 pm ET. Maybe you’ll get lucky.

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Of the true iconic American muscle cars, the 1974 Pontiac Firebird Trans Am Super Duty 455 ranks near the top of the list. One of just 943 Pontiac Firebirds equipped with the Super Duty 455 cubic inch (7.5 liter) V-8 for the 1974 model year, this numbers-matching Trans Am is a true survivor and a stellar representative of the pony car era. It’s offered on Hagerty Marketplace.

Publicized as having 310 horsepower and a whopping 395 lb-ft of torque—big numbers for 1974—the SD 455 was among the last of the true over-the-top muscle cars of the 1970s, an era when political correctness, gas prices, and emissions standards began to trump sheer potency.

Along with the very first Firebird Trans Am model that debuted in 1969, the SD 455 is among the most collectible of its kind. The 1974 Firebird’s visibility also rose thanks to the Rockford Files, whose star Jim Garner drove one in the TV series’ debut season.

Borrowing technology from the Pontiac racing engines, the hand-assembled SD 455 V-8 underneath the shaker hood featured heavy-duty connecting rods and an entirely new block with a revised crankshaft and heads. Other improvements include thicker internal-block bracing, four-bolt main bearing caps for greater crankshaft support, and an 80-psi oil pump for better lubrication at higher speeds. The 455 was offered for just two model years, 1973 and ’74, as an option in the Trans Am and Formula models. Rear axle is a 3:08:1 unit.

At a time when many Trans Ams were white, blue or, later on, black, this one is finished in Buccaneer Red over an optional custom interior trimmed in red perforated vinyl with a center console. It even has the factory-correct red oxide underbody coating.

Wheels are the Rally II style with bright trim rings, coupled with BFGoodrich Radial T/A radial tires and a “Radial Tuned” suspension. It comes with a copy of the original window sticker (suggested retail price: $6233.75, with the 455 SD package costing just $522). It has power windows, locks, and trunk, and even air conditioning. 

The transmission is the sturdy three-speed Turbo 400 automatic. The odometer reads just under 54,000 miles, but it is not believed to be accurate. It was treated to what appears to be a high-quality restoration under previous ownership. The seller represents it as being a strong running and driving example with no known mechanical issues.

Many of us who had Trans Ams in the 1970s wish we had never sold them. Count me as one of them, and as someone who seriously covets this red 1974 Trans Am SD 455. Bidding ends Monday, August 21, at 3:50 p.m. ET.

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There’s a reason Harley Earl is often referred to as the father of car design. Multiple reasons, in fact, including the Buick Y-Job, Project Opel, and the LeSabre Concept. One of Earl’s most famous production vehicles, however, isn’t a car but a pickup. As head of General Motors’ first design studio, Earl is responsible for Chevrolet’s stylish and hugely popular Advance Design light- and medium-duty trucks, which were produced from 1947–55.

Although Chevy wasn’t the first of the Big Three to enter the pickup market—that honor goes to Ford—the Bowtie was Detroit’s No. 1 truck seller entering World War II. Following the war, GM was back in the business of building civilian automobiles by May 1945, but it would be two years before new designs rolled off the line. They were worth the wait. As America got back to work, so did Earl, and his new Advance Design pickups were much more than utilitarian.

Wider, longer, and lower than the prewar leftovers, the Advance Design models looked thoroughly modern. Headlights were incorporated into the wide front fenders. The grille featured five curved horizontal chrome bars, much like Chevy passenger vehicles. The windshield was larger. Under the hood was Chevy’s proven 216-cubic-inch “Stovebolt” six-cylinder engine, mated to a three-speed, column-shifted manual transmission.

The new cab was wider and offered more head and leg room. Thanks to its Unisteel design, which formed a single unit, the cab offered enough room for three people. The bench seat could be adjusted to the height of the driver, and it rose when moved forward, increasing visibility for shorter drivers. A pop-up cowl vent routed fresh air inside. Heater/defroster and AM radio were optional.

The same basic design was used for all Chevrolet Advance Design trucks, including the Suburban, panel trucks, canopy express, and cab-overs.

Advance Design pickups received new series designations based on cargo capacity. A half-tons was known as a 3100, a 3/4-ton as 3600, and a one-ton as 3800. Vent windows in the doors first appeared in 1951, and push-button door handles (as opposed to the previous turn-down style) were introduced in 1952. That year, half-ton Chevys were also available as chassis and cowl, chassis and cab, panel trucks, canopy trucks, and Suburbans with either tailgates or doors in back.

All of this brings us to the 1952 Chevrolet 3100 pickup on Hagerty Marketplace. Offered from the Gateway (Colorado) Automobile Museum Collection, it features a deluxe five-window design and has been beautifully restored in two-tone Cream and Windsor Blue. 

Among its features are a heater, AM radio, dash-mounted traffic light refractor, rubber floor covering to reduce noise, running boards, 16-inch steel wheels with chrome hubcaps, chrome grille, and oak-varnished bed floor and matching bed rails.

Purchased by the Gateway Collection in 2012, this 3100 (VIN 14KPK12372) has received multiple AACA awards,  including a First National Junior and Senior, and a Second Place Grand National Award.

Although the odometer reads 799 miles, actual mileage is unknown.

With a base price of $1407 when new (that’s about $16,200 today), 1952 Chevrolet 3100 pickup trucks have an average value of $45,600 in #2 (Excellent) condition. The bid for this one is at $23,000 with less than a week remaining until the auction closes on Wednesday, August 9, at 3:30 pm EDT.

A total of 147,756 Advance Design 3100s were produced for the 1952 model year, making them America’s most popular Chevrolet commercial vehicles that year, and they remain popular among collectors. Regardless of their age, it seems that these old-school pickups just never get old. Thank you, Harley Earl.

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If the sound of four jingling bells makes your mouth water like that of Pavlov’s dog, you’re probably of a certain age. You’re also now craving Good Humor ice cream bars, and, most likely, you love the vehicles that once delivered those delightful summertime treats to kids of all ages.

We can thank confectioner Harry Burt for both.

As our own Ronnie Schreiber explained last fall, Burt started the Good Humor company in Youngstown, Ohio, more than a century ago. The Burt family ran an ice cream parlor and had some success selling the Jolly Boy Sucker, a hard sugar candy mounted on a wooden stick. Business really took off, however, when Burt replicated the chocolate-shell coating first used on the rival Eskimo Pie and added a stick handle to create the Good Humor ice cream bar.

Before long, Burt no longer waited for customers to walk into his ice cream parlor; he took his new ice cream bars to them. Burt purchased a dozen Ford pickups, mounted an ice box on the back of each truck to keep the ice cream frozen, and installed a set of bells up front—the first of which he borrowed from his son’s bobsled—so that drivers could announce their presence to children of all ages. It worked. 

Although Burt died in 1926, the sight and sound of those white Good Humor trucks has had a profound effect on millions of Americans. In 1950, Columbia Pictures even made a murder-mystery movie titled The Good Humor Man, in which comedian Jack Carson’s Ford F-1 Good Humor truck is the star of the film.

Although Good Humor’s sales continued to increase into the 1960s, and the fleet expanded beyond trucks to include push carts and pedal carts, competition eventually took its toll. The last two traditional Good Humor trucks were built in 1973. By the end of the decade, the company had sold off what remained of its fleet for $1000–$3000 per truck. Many of those went to Good Humor vendors, who continued to operate as independents.

Most vintage Good Humor trucks are now in the hands of collectors, and the vehicle’s value has skyrocketed in recent years. For example, a 1966 Ford Good Humor truck sold for $107,000 at Barrett-Jackson’s Palm Beach auction in 2018, while a 1948 version went for $88,000 at Barrett-Jackson’s Scottsdale auction in 2020.

All this brings us to this 1956 Ford F-100 Good Humor ice cream truck from the Gateway (Colorado) Automobile Museum Collection, on offer through Hagerty Marketplace. Based on a Ford F-100 truck chassis, the nicely restored replica is powered by a 223-cubic-inch inline six-cylinder engine, which is mated to a three-speed manual transmission. The single-seat Good Humor truck (VIN F10D6E53987) features beautiful hand-painted exterior lettering and graphics, 16-inch painted steel wheels with Ford hubcaps, and, of course, a set of those iconic bells. It also has Hotchkiss straight-line drive universal joints, a parallel channel frame with heavy-duty cross members, and a modified I-beam front suspension made of heat-treated, forged alloy steel. The odometer shows 71,500+ miles, but the truck’s true mileage is unknown.

Although the vehicle’s ice cream cooling system is inoperable, that doesn’t appear to be a deal breaker. The bid is already up to $42,600 with nearly two weeks remaining until the auction closes on Wednesday, August 9, at 3:40 pm EDT.

If you’ve always wanted to own an iconic Good Humor ice cream truck, perhaps now is the time to test the mesmerizing power of those bells. It may even be working on you.

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Celebrating Ford’s 100th anniversary, the 2005–2006 Ford GT supercar is one of the most coveted American vehicles of the modern era. Updating the look of the 24 Hours of Le Mans–winning Ford GT40, designer Camilo Pardo left no doubt that his creation is a Ford GT. Though the lines may be familiar, under the aluminum-and-composite skin is a thoroughly modern machine.

The Ford GT was a direct competitor to European supercars like Ferraris and Lamborghinis. With an original price of $139,995, Hagerty’s editor-in-chief, Larry Webster, tested the Ford GT in a 2004 and Car and Driver comparison test and proclaimed, “We know of only one car that would surely outrun the Ford—the $659,000 Ferrari Enzo.”

Only 2027 copies of the 2005 Ford GT were made. This car, from the Hendricks Collection at the Gateway Museum in Colorado, has just 8238 miles on the odometer. It sports the 550-horsepower, dry sump, 5.4-liter alloy V-8 with a twin-screw supercharger—signed by the two engine builders, “hand built with pride,” it says—and a Ricardo six-speed manual transmission.

Painted the desirable Mark IV red with red Brembo brake calipers on the drilled discs, the car wears twin white stripes from front to rear, ending just above the center-mounted, stainless-steel dual exhaust outlets. Those stripes are joined by smaller twin white ones on the doors.

Z-rated Goodyear radials are mounted on forged BBS 18-inch factory wheels, a $4000 option. Inside, between the Ebony leather seats, there’s a McIntosh sound system, which was also a $4000 option. There were only four factory options available in 2005; this car has all of them.

According to the CarFax, which is supplied with the listing, this Ford GT was involved in a front-end collision in September of 2015, apparently not serious enough for the airbags to deploy. It was professionally repaired.

Bidding ends Thursday, August 3 at 3:30 p.m. ET.

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In 2017, Hagerty arguably debunked the myth advanced by safety advocate Ralph Nader in his 1965 book, Unsafe at Any Speed: The Designed-In Danger of the American Automobile, that the Chevrolet Corvair was inherently unsafe.

In the story and accompanying video, Hagerty editor-in-chief Larry Webster, an experienced race car driver, put a vintage Corvair through its paces on an airstrip. While slipping and sliding around, he found that the rear-engine, rear-wheel-drive, swing-axled Corvair did handle differently than most of the American lead sleds of the 1960s. It was more nimble than its competition, yes, but at no point in the experiment did the car exhibit a willingness or tendency to flip, as Nader claimed.

Thus making the final score one for the Corvair, zero for Ralph Nader. He made some valid observations in the book (the Corvair took up only one chapter) but the car’s exoneration did, of course, come far too late. The Corvair was marketed from 1960 to 1969 and was Motor Trend’s Car of the Year in 1960.

But the market for Corvairs has long been solid among car collectors, and that remains so now.

Which brings us to this three-owner 1964 Chevrolet Corvair Monza 900 being offered at auction on Hagerty Marketplace. It’s a very original survivor, powered by a 110-horsepower, 2.7-liter air-cooled six-cylinder engine mated to a two-speed Powerglide automatic transmission. The rear suspension was substantially improved in the 1964 model with a traverse leaf spring to handle camber compensation as the rear wheels move through their travel, making the ’64 the last and best of the Corvair’s first-generation models.

The car is believed to be still wearing its original Ember Red lacquer paint and red vinyl interior, as stated by the consignor, who believes that the odometer, which shows just over 35,000 miles, is likely correct.

The Corvair’s exhaust has been upgraded with a dual-pipe setup. The transmission was serviced with new fluid and a pan gasket, a new engine oil pan gasket, oil cooler seals, pushrod tube seals, fuel pump, left and right heater hoses, front and rear shock absorbers, rear stabilizer spring bushings, and both rear axle universal shafts.

The car is wearing chrome baby moon hubcaps on body-colored wheels, and raised-white-letter tires, but Monza wheel covers come with the car. On the rear panel is the badge from the original selling dealer, Gibson Motors of Fond du Lac, Wisconsin.

Bidding on the 1964 Corvair Monza ends Friday, July 21, at 4:30 p.m. ET.

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Don Knowles, former Deputy Secretary of the U.S. Department of the Interior, could have had a career as a professional race car driver had he not spent 30 years working for the federal government. He had multiple wins in the Sports Car Club of America Runoffs—the annual event where all the SCCA members from around the country converge on one track and race against each other—but only one win, in 2007, was commemorated with a special edition of the Pontiac that Knowles raced: The 2008 Solstice GXP SCCA T2 Champion Edition.

One of those rare Solstices is our Sale of the Week. (It’s worth noting, too, that besides Knowles’ win in the T2 Class, Kenneth Flory also won his SSB class in a Solstice in 2007.)

There have been multiple “answers” to the Miata since it was introduced in 1990, and the Solstice was one of the more successful ones. At the behest of GM executive Bob Lutz, the designers and engineers of General Motors came up with the rear-wheel-drive sports car and its near-twin, the Saturn Sky, in record time and still delivered a solid little car. I recall driving one home on the Florida Turnpike in an absolute deluge and thinking I’d rather be in the Pontiac than in a Miata. It was tractable, absolutely waterproof, and handled the rain with aplomb.

On the track, the Solstice held its own against cars including the Miata, the Lotus Elise, and the BMW Z4. It had few flaws, aside from the fact that its trunk could only hold a few soft bags of groceries—a roll-on suitcase was out of the question. Otherwise, there was little not to like about the Solstice, which Pontiac offered with a manual or an automatic transmission.

This week’s SOTW is a very pretty Mean Yellow Solstice with silver stripes on the hood and rear deck, plus a black top. With only 3300 miles, it’s barely broken in. The engine is a gutsy 2.4-liter Ecotec turbocharged four-cylinder, mated to a five-speed manual transmission, that pumped out 57 percent more power than the non-turbo 2.4. It has a sport-tuned suspension with Bilstein dampers, a tight 3.73:1 rear axle ratio, a limited-slip rear, and a top (with a glass rear window) that is easy, but not quite as easy as a Miata’s, to put up and down.

According to the CARFAX Report for the car, the original dealer retained the Solstice GXP SCCA T2 Champion Edition until it was first sold in January 2010. The car remained with its original owner until the selling dealer acquired it in March of this year. There were reportedly just 88 of the cars made.

Production of the Solstice ended in 2010, when the Pontiac brand was killed. But this Solstice GXP SCCA T2 Championship Edition remains as one of the best examples of Pontiac’s remarkable performance history.

Bidding ends next Wednesday at 4:20 p.m. ET.

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If you’re going to be late to the party, why not be fashionably late? More than five years after Ford kicked off the pony-car wars by unveiling the Mustang, and three years after Chevrolet answered with the Camaro, the last of the Big Three automakers entered the fray with the 1970 Dodge Challenger. 

The Mopar muscle machine, designed to compete with the Mercury Cougar and Pontiac Firebird, offered a slightly longer, 110-inch wheelbase and a spacious and well-appointed interior. Designed by Carl Cameron, who also penned the 1966 Dodge Charger, the E-body Challenger’s aggressive look included a long hood, short decklid, and low-slung stance.

The car, similar in appearance to its slightly shorter cousin, the Plymouth Barracuda, had power to match its badass looks; Dodge left no doubt that it intended the Challenger to be “the most potent pony car ever.” Offered as a two-door hardtop or convertible, the Challenger could be had with virtually every engine in Chrysler’s repertoire—eight in all—including seven eight-cylinder options ranging from a 230-horsepower, 318-cubic-inch V-8 to a thundering 455-hp, 426-cu-in Hemi V-8.

Among the transmission choices were three- and four-speed manuals, which could be equipped with a Hurst pistol-grip shifter, and Chrysler’s TorqueFlite automatic.

Paint colors were even more varied than the myriad engine choices, and some came with unforgettable names like Plumb Crazy, Sublime, Go Mango, Panther Pink, and Hemi Orange. Buyers could further customize their cars with twin-scooped hoods, “shaker” hoods, and rear deck wings.

According to the original Dodge brochure, the Challenger could be had in base and R/T (Road/Track) models in two-door hardtop, two-door convertible, and two-door hardtop SE (Special Edition) configurations. R/T upgrades included wood-grain finish on the dash and a blacked-out grille, and the SE package came with “vinyl roof, formal roof line with small rear window, leather and vinyl bucket seats, and many distinctive exterior trim touches.”

Wasting little time putting the car on the track—and in the spotlight—Dodge offered the Challenger as a limited-edition T/A model to meet homologation requirements for Sports Car Club of America (SCCA) Trans-Am racing. Sam Posey famously raced a Sublime-painted Challenger T/A in 1970, and although the No. 77 car didn’t win a race, Posey finished fourth overall in the series.

Dodge had hoped for sales of 200,000 cars annually, but 1970 turned out to be the Challenger’s best year, with only 83,032 sold. First-gen production ended after the 1974 model year. Among ’70 Challenger models, base hardtops were most common, with 53,337 sold, starting at $2851 ($22,347 today). The second-most popular Challengers that year were R/T hardtops, with 14,889 sold from $3266 ($25,600). The rarest ’70 version is the R/T convertible, with only 1070 built, starting at $3083 ($24,166).

That brings us to this 1970 Dodge Challenger hardtop coupe on offer through Hagerty Marketplace. Although it is among the highest-production versions of the ’70 Challenger, the car is also among the rarest of classics: It was purchased new by its owner and has never changed hands in the 53 years since—until now.

Packing a 318-cu-in V-8 and wearing iconic Posey-preferred Sublime paint with a black vinyl roof, the Challenger was built in Los Angeles on March 31, 1970, and the cosigner took possession in April 1970 at Skyline Dodge in Denver, Colorado. The car underwent a complete frame-off restoration (performed by Wheels of Time LLC in Englewood, Colorado) beginning in 1998, and the engine was rebuilt in 2011 with larger pistons and a more aggressive camshaft.

Aside from the front bucket seats being rebuilt on the original frames in 2015, the interior is unrestored.

When ordering the car, the owner selected: 

• Light Package (A01): ashtray light, glove box light, ignition light with time delay, map and courtesy light, instrument panel flood lamp, and fender-mounted turn signal indicators.
• Basic Group (A04): power steering, left remote control mirror, and a Music Master Radio.
• Three-speed automatic transmission (D31)
• Bucket Seats (C55)
• Three-speed Variable Wipers (J25)
• Drip Rail Moldings (M21)
• Console w/ Woodgrain (C16)
• Black Molding (V5X)
• Painted Driver Side Racing Mirror (Left)/Remote Adjusting (G34)
• Ungraded JVC head unit
• Larger capacity radiator

The Challenger’s odometer shows 54,372 miles; the consigner says the actual mileage is 154,372, as it was used on “rides to work, pursuing the woman who would become his wife, and even bringing his son home from the hospital,” and served as a family car, the second car, the third car, and even as his son’s high school car.

Among the Challenger’s known imperfections: The steering wheel is mounted upside down; the differential fill plug is reportedly stripped, as per a mechanic at the most recent oil change, which was performed earlier in 2023; the windshield washer tubing and nozzles are missing and the reservoir is original but cracked; the cigarette lighter and ashtray lights are inoperable; and some of the interior light bulbs are burned out and need replacing (but believed to function once replaced).

In addition, there is a rock chip on the passenger-side rear deck; the original chrome strips on the trunk lid show signs of wear and tear; and there is a small scratch on the passenger-side front fender near the turn signal, a rock chip on the driver-side door, and a large chip on the drive-side rearview mirror.

The Challenger was unfortunately involved in a front-end accident in 1994, but it was repaired then, in addition to its restoration four years later.

Included in the sale of the Colorado car are a spare tire, aftermarket jack, repair and tune-up guide, Budge car cover, and ownership history.

Here’s your chance to become only the second owner of this well-loved, pony car–era icon. The auction closes on Monday, July 10, at 4:20 p.m. Eastern.

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There was a time when Mercedes-Benz vehicles and diesel engines went hand in hand, starting with the 1936 260 D and ending, for American buyers, in 2017. While newer diesel-powered cars have some dark historical clouds above them, it’s nothing but blue skies for a classic Mercedes. Consider the OM615 diesel powerplant in this 1967 Mercedes 200 D, whose engine’s meager output (around 55 horsepower) is overshadowed by its legendary durability. Mercedes diesels are adored across the U.S., and this Palm Springs–based example looks to be living its best life in a city passionate about preserving classic cars and modernist architecture.

Both building and car make an excellent pairing. Together, they would qualify as a tourist trap in this iconic city. as this W110–bodied Mercedes 200 D still wears the vestiges of mid-century tailfins on its quarter panels. It’s all very space-age, though with German sensibility in place of American ostentatiousness.  This example presents well in the photos provided: It was purchased new in San Francisco and remained with the original owner’s family until 2021. Mercedes’ famous color-keyed wheel covers remain intact, but the seller states the tires have aged out. The next owner will need to replace them.

Watch out for the gloriously chromed grille when you sneak a peek at the four-cylinder OM615 diesel engine under the Mercedes’ hood. The seller states the vehicle was recently inspected in Palm Springs, receiving fluid servicing and a new battery in the process. The honest condition of the engine bay is refreshing; there’s no added shine from engine-dressing sprays. Instead, we find a straightforward representation of the iconic Mercedes diesel. Behind the mill is a four-speed manual transmission to ensure you have the most control over its torquey power curve.

The interior presents as well as you’d expect from an antique with such a long ownership history with one family. While the seller states the steering wheel is cracked (an issue easily remedied by yourself or others) the rest of the interior looks fantastic. The headlining appears clean and tight, and the seats have been reupholstered in fresh MB-Tex vinyl. A Becker Mexico radio provides period-correct audio to go with the vintage diesel soundtrack.

As of this writing, this W110-chassis Mercedes diesel has six days left on a no-reserve auction. Bidding is currently significantly less than what a clean and well-cared-for model would appraise for on the Hagerty valuation tool. The high bidder is likely to get a diesel Mercedes in wonderful condition, and we hope they love it as much as the original owner has.

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Wire wheels, a convertible top, a six-cylinder engine, sharp styling, and even sharper handling. During the golden era of British sports cars, Austin-Healey combined those ingredients to create an instant classic.

If you have a hankering for top-down British motoring, check out our Hagerty Marketplace auction pick of the week, this 1967 Austin-Healey 3000 BJ8 Mk III.

The 3000’s story began at the Earls Court Motor Show in 1952. Designer Donald Healey unveiled the Healey 100, denoting the car’s top speed of 100 mph. It was a hit, and Healey had to partner with BMC, the owners of Austin, to keep up with orders.

Austin-Healey dropped in a six-cylinder engine in 1956 to make the 100/6. The displacement increased to 2902 cc in 1959, and the 3000 was born. Known as the Big Healey to differentiate it from the smaller Sprite, the 3000 racked up 43,000 sales during its eight-year production run, with most cars sold in the U.S. market.

By its final production year of 1967, the Big Healey was in its third iteration. The Mk III introduced improvements to the interior, like a wood dashboard and a 2+2 seating arrangement. The car’s 2.9-liter inline-six, breathing through two SU carburetors, was good for 148 horsepower and 173 pound-feet of torque. All 3000s came with a four-speed manual, and most North American cars were equipped with a finicky Laycock de Normanville overdrive.

Our feature car is a 1967 model that has been owned by the same family since October 1971. The 3000 is finished in Metallic Golden Beige—a one-year-only color for the 3000—with a red leather interior with a black folding soft top. To make the Austin-Healey more usable in modern traffic, the car has a few upgrades: The transmission has been changed to a Toyota W58 five-speed ‘box, a popular swap for these cars. Also, the radiator fan has been upgraded to an electric push-fan for more reliable cooling.

The Big Healey was treated to an extensive restoration in 2011. Since the work is now 12 years old, the car wears a few flaws: The paint is chipping in the driver door jamb, stress-cracking in the paint is present around the hood, and minor pitting is visible on the chrome bumper and wire wheels. The good news, however, is that the undercarriage is remarkably clean.

Twisty roads, tweed jackets, and a straight-six-cylinder soundtrack are calling. Don’t miss out on this Austin-Healey 3000. The auction ends on Monday, June 19, at 4:20 pm EDT.

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I don’t think we ever found out what Floyd the barber drove on The Andy Griffith Show, but it doesn’t take much imagination to picture this 1952 Chevrolet pickup in front of Floyd’s Barber Shop in downtown Mayberry.

The show emphasized that sometimes the world is best viewed low and slow, off the main drag. The “slow” part wouldn’t be a problem with this Hagerty Marketplace Auction Pick of the Week: It has a 217-cubic-inch Thriftmaster six-cylinder with a single-barrel carburetor, and the transmission is shifted via a “three on the tree”—the shifter is on right side of the steering column where a modern car’s wiper stalk might be.

Restomods are undeniably nice—something like this truck but equipped with an LS V-8 and an automatic transmission, with wide wheels and tires—though there’s something endearing about an almost all-original vehicle like this ’52 Chevy. Something gets lost in the chemistry when you yank out the original engine, forever gone, and replace it with a crate V-8 off the shelf.

And this truck on Hagerty Marketplace is probably 95 percent the way it looked when it rolled off the assembly line, but better. A genuine (and coveted) five-window model, it has a custom snap-on tonneau protecting the lovely wood bed, which even has a wood cover over an in-bed locking toolbox.

Inside, the dashboard is period-correct; a steering wheel cover and an added-on tachometer appear to be the only modern touches. Under the hood, the Thriftmaster engine is painted blue. Running boards are in excellent shape. The grille and chrome bumpers appear to be near-flawless. The undercarriage is solid and simple. The 6-volt electrical system has been replaced by a 12-volt, a very good thing for most buyers.

There are a couple of dings in the handsome metallic brown paint, but this ’54 Chevy is a runner, not a trailer queen. It’d make an excellent Home Depot weekend errand truck.

Information posted about the truck says that it was restored before the current owner bought it six years ago, and it has been driven modestly since. If your name is Floyd, and you used to be a small-town barber, we have your pickup.

The auction ends June 15 at 4:20 p.m. ET.

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The era of massive personal luxury coupes was coming to an end in the late 1970s. A couple of fuel crises made smaller more economical cars very appealing, and most manufacturers downsized their full-size offerings. But Lincoln was not most manufacturers.

Ahead of the 1977 Continental Mark V release, Lincoln proudly announced that “Our standard cars are full-sized in every sense of the term as are our luxury offerings.”

At over 19 feet long and the largest iteration of the Continental, the Mark V made good on Lincoln’s promise. If you need a car that’s as big as a whale or can seat about 20, check out our auction pick of the week, this 1979 Continental Mark V Bill Blass Edition offered with no reserve.

The Mark V was arguably the apex of the ’70s personal luxury coupe craze. Unleaded fuel and crude smog controls ended the golden era of performance, so manufacturers pivoted to very large, plush cruisers.

This giant slab of American steel is powered by an equally giant 400cid V-8 backed by a three-speed C-6 automatic transmission. With an 8:1 compression ratio, the V-8 only put out 179 hp, but the engine’s 329 lb-ft of torque made for effortless boulevard cruising.

As a continuation of its predecessor’s Designer Series, the Mark V offered four exclusive editions designed by either Bill Blass, Cartier, Givenchy, or Pucci. Each special edition embodied the style of its designer namesake through the use of exclusive paint schemes and interior appointments.

Our feature car is a well-preserved Bill Blass edition with just over 5000 miles on the clock. Exclusive exterior flourishes include a blue-over-white two-tone paint job, gold pinstriping, and Blass monogramming on the white vinyl carriage top and the rear decklid. The interior is finished in plush white leather with midnight blue accent straps, piping, and components.

The car has a few minor imperfections, including minor paint chips in the driver-side rear quarter panel and driver’s door. There is also a minor dent in the driver- and passenger-side rear quarter panels. But the car is mechanically sound. Recent maintenance includes new Hankook Kinergy ST tires in 2022, and an oil and filter change performed in April 2023 at 5,008 miles. The cosigner reports that the air conditioning is fully functional—perfect for summer trips to the local ice cream shop.

Regardless of how much this Mark V sells for, the price-per-inch will be unmatched. Get your bids in on this beautiful boat now. The auction ends on Tuesday, June 6th at 4:30 p.m. EDT.

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Pontiac built its last car in 2009, yet fans remain committed to the glory days that brought athletic styling, powerful engines, sporty suspension, and fun marketing to bear from the muscle car era all the way until the G8 GT and Solstice GXP at the end of the brand’s run. Some fans, like the crew at Trans Am Depot, were so dedicated they refused to let the triumphant muscle car days end after the Pontiac was shuttered. Take, for example, this 2013 Camaro that was transformed into a 6T9 GTO with custom body panels and graphics that evoke one of the most exciting muscle cars ever built, the 1969 GTO Judge.

The body modifications made to create the GTO look were extensive, with a custom hood, front fascia, grille, quarter panels, and decklid, as well as a rear fascia that incorporates the 1969 GTO’s signature twin-bar taillights. The custom grille features quad hidden headlights and the new, twin-scoop hood also features a Pontiac trademark hood-mounted tachometer. Completing the theme, 20-inch aluminum wheels are a modern verison of Pontiac’s Rally IIs. Inside, custom upholstery on the bucket seats features a nod to the stitch pattern on the ’69 GTO’s buckets. There are also several Hurst Judge emblems and a healthy dose of the same tangerine paint found on the exterior, which is like a modern take on Pontiac’s Carousel Red.

Of course, this car had to uphold Pontiac’s tradition of performance, so it rides on a lowered Eibach suspension. The first of seven planned 6T9 GTOs, this example is also fitted with the Stage II engine performance package, which includes a positive displacement supercharger that boosts the 6.2-liter LS3 V-8 to 580 hp, more than enough to back up its muscle car persona, even against the legendary Ram Air IV.

We admit it’s a little strange seeing a 1969 GTO face on a 2013 Camaro, but it all sort of makes sense if you look at the history of Pontiac’s archetypal American muscle car. While the GTO spent much of its life as a mid-sizer on GM’s A-body platform—with a brief stint as a compact X-body—it also made a comeback from 2004 to 2006 as an Australian import that was built on GM’s Zeta platform. That same platform gave us the Canadian-built fifth-generation Camaro that Trans Am Depot has used to build this homage to the GTO Judge.

Bidding on this custom convertible is off to a good start. If you’d like to make this brute a part of your collection, there’s still time, however. The final hammer falls on June 8 at 4:20 p.m. Eastern.

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During the Roaring Twenties, high-end car manufacturers were in a cylinder-number arms race to attract buyers. More cylinders meant more, smoother power. Cadillacs only had V-8s at the time, so in order to keep up with the competition, development started on a line of new V-12 and V-16 engines in 1927. The new models powered by these engines would be the pinnacle of Cadillac. Just as the development of these new powerplants was finishing up in late 1929, the stock market crashed, sending the economy into a tailspin.

The Cadillac V-12 and V-16 were introduced in 1930. Oops.

If you have an appreciation for prewar excess or bad timing, check out our Hagerty Marketplace Auction pick of the week, this stunning 1931 Cadillac Series 370A V-12 Phaeton.

In reality, most people who were able to afford a new Cadillac around the time of the Great Depression didn’t feel its effects the way the working class did. Nevertheless, it was still an era of belt-tightening, and even the rich had to curb some aspects of their extravagant lifestyles. The Cadillac Series 370 V-12 far outsold its more expensive V-16 counterpart.

The 370 suffix denoted the V-12’s 370 cubic inches of displacement, while the A signifies an early model. From that voluminous displacement, the twelve channels 135 horsepower through a three-speed synchronized manual transmission.

Like a lot of high-end prewar cars, the Series 370A could be had with a variety of custom and semi-custom bodies, with the standard models being designed by a young Harley Earl.

Our featured car has a Phaeton body by Fisher (one of Cadillac’s in-house coachbuilders at the time) draped over a 140-inch wheelbase. The term Phateon is taken from the pre-automobile era, where it referred to a dangerously fast, lightweight, four-wheeled carriage. The term was then adopted by car manufacturers to mean a sporty four- or five-passenger automobile with a convertible top. Other exterior touches include dual side-mount spare wheels, a radiator stone guard, and a goddess hood mascot.

The two-tone maroon-and-white paint presents well, but it’s not perfect. This car was restored in the late 1990s, and there’s a minor scratch on the front bumper on the passenger side, a minor paint crack in the passenger front fender below the spare, a paint chip in the rear passenger corner pinstriping, and flaking paint on the lower passenger corner of the trunk. But this beast should be driven, not locked up in a museum.

These cars cemented Cadillac as the “Standard of the World.” Don’t miss out on this piece of prewar history. Bidding ends on Tuesday, May 30, at
4:20 p.m. EDT.

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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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There’s a reason why the first-generation Mustang is so revered. With styling that will go down as one of the all-time greats, the affordable, sporty notchbacks, convertibles, and fastbacks flew off dealership lots. Performance variants, like the Shelby GT350, Boss 302, and Mach 1, further cemented the ‘Stang’s legendary status.

But what if you want a Mustang that’s a less common sight at the local car show and a bit more luxurious? This 1970 Mercury Cougar, our Hagerty Marketplace auction pick of the week, might be for you.

Released on September 30th, 1966 as a 1967 model, the first generation Mercury Cougar was positioned as a more luxurious alternative to Ford’s pony car. Indeed, the Cougar was essentially a Mustang under the skin, but it had a nicer interior, rode on a three-inch-longer wheelbase, and came with more standard equipment. Its handsome, European-inspired sheet metal replete with hide-away headlights had minor updates year-to-year until first-gen Cougar production ended in 1970.

Unlike the Mustang, a six-cylinder was not an option. The Cougar’s front shock towers were designed to accommodate Ford’s FE V-8 from the jump. In 1970, the base engine was a 250hp 351-cubic-inch V-8, but the monstrous 428 Cobra Jet with ram air induction was an option to satiate the speed freaks.

Our featured car is a Medium Ivy Green example that is in good driver condition. It was resprayed in 2017, but it retains its original green dashboard, carpet, and vinyl seats. Like a vast majority of first-generation Cougars, ours is equipped with an automatic transmission. But the car’s base engine is more suited to cruising the boulevard than it is ripping up a race track.

The car is not without flaws, however. There are slight rust spots on the rear bumper, the rear trim has a small dent, and the door locks are malfunctioning. The upside is that you don’t have to fret about putting some miles on it. The car is mechanically sound. When it was purchased in 2017, it reportedly had its brake system serviced, among other maintenance items. Under its current ownership, the gas tank was replaced and the rest of the fuel system was given a once-over.

The first-generation Cougar sold well but never caught on like its Mustang sibling. Total sales for the first-generation Cougar came in at 437,000. That sounds like a lot until you realize that the Mustang moved 467,000 units in 1967 alone.

Those numbers mean the Cougar stands out more at today’s car shows because it’s less common. If you want a Mustang that’s not a Mustang, this one’s for you. Make sure to get your bids in. The auction ends on Monday, May 8th, at 4:30 pm EDT.

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With spring in session and summer on the horizon, now is the time when military vehicle enthusiasts wake up their engines. Owning a wartime classic opens up a whole slate of commemorative events and reenactments to participate in, including Memorial Day and Independence Day parades. Beyond all the pomp and circumstance, however, it’s the subtle day-to-day joy of having a military classic around that often gets overlooked.

Hagerty member Rob DiNuzzo knows not to overthink it when it comes to his 1964 GAZ 69M and why it works so well amid the ranks of his family’s eclectic collection, “It will drive over anything. It’s super fun. It sits up high. It’s loud. My kids love it.” What more do you need it to do?

Finding retired military vehicles to buy isn’t difficult. Targeting those that have been restored or maintained appropriately is another matter entirely. Well-vetted examples will pop up for sale on occasion, but certainly not as often as your common muscle or sports car. Five vehicles of WWII-era militaria currently on Hagerty Marketplace are rare examples of well-cared-for machines that stem from a single collection—a history buff’s passing of the torch if you will—and each will make immediate enjoyment for the next steward(s) even easier.

1941 White Scout Car

Hey friend, want to man the .50? Sorry, this one is obviously a de-militarized prop, but don’t let that stop you and your closest pals from rumbling around in this fully kitted M3A1 Scout Car searching for era-appropriate play dates.

Produced by the White Motor Company of Cleveland, Ohio, and deployed in the Pacific and European theaters during WWII, the M3A1 Scout Car grew out of the previous M3, with more refinement and an extended wheelbase. As the scout car designation implies, it was outfitted primarily for reconnaissance use, with space for up to eight personnel. A front-mounted roller may give it an awkward face, but that advancement helped the M3A1 unstuck itself when going over narrow trenches and pits. Power is supplied from a 320-cubic-inch Hercules JXD inline-six making 110 hp, enough for a tolerable, 55-mph cruising speed with a stiff wind at your back. So avoid the interstate, Private, and let it shine in a different arena.

The seller bought it locally in the Colorado Springs area in 2019 (along with the rest of the collection). Prior to his ownership, in the 1990s it underwent a head-to-toe restoration, with either original or new old stock parts sourced as much as possible. As you’ll see in the gallery below, there’s no shortage of goodies to play around with.

The other four vehicles up for grabs in this party are all mil-spec WC-series Dodges, from 1941–42. Looking to expand on its prior VC series, Dodge manufactured its half-ton WC series trucks in over 38 different configurations, with 30 of them being 4×4-equipped. The chassis was incredibly popular for serving a variety of roles, as WCs became closed-cab pickups, open-cab pickups, weapons carriers, command cars, radio cars, and ambulances, to name a few.

1941 Dodge WC-3 and WC-21 Weapons Carriers

Trailing only Jeeps, Weapons Carriers are quite popular in WWII collector circles, with these two featuring less common open-cab layouts. At one point, these Dodges were even informally referred to as “jeeps” by some G.I.s, before Willys and Ford quarter-ton 4x4s arrived on the scene and mainstreamed the nickname.

The WC-3 here wears the newer restoration of the pair, finished in 2009 to “motor-pool-ready” operating standards. It even got a repaint that involved stripping the entire truck down to the metal, rare treatment for a vehicle of its type. Both feature 230-cubic-inch flathead inline-six engines and four-speed manual transmissions. The WC-3’s six burbles out 85 hp, while the WC-21 can make 90 hp from its correct, T-211-coded engine. Unfortunately, no prop guns are included with these, but nearly anyone can use some more jerrycans, shovels, and axes in their arsenal. Both trucks tote up to eight passengers and are true-blue body haulers.

1941 Dodge WC-6 Command Car

Only produced in 1941 by Dodge, this WC-6 made for a great candidate to go after some hardware. Restored in 1974 to award-winning shape, four years later it took home best in show at the inaugural Military Vehicle Preservation Association convention in Denver, Colorado. Later ditching the standard 230-cubic-inch flathead engine, this truck received a 251-cubic-inch Chrysler “Spitfire” transplant in the late ’80s, which gave it 30 additional hp, from 85 to 115. WC-6s have a rear storage compartment and seating for up to six. Inset tools and spare tires, along with swooping ingress/egress dips, give the body an unconventional shape in the world of utilitarian military cars.

1942 Dodge WC-54 Ambulance

It’s hard to resist staring at the eye-catching big red cross. Once manned by the best who saw the worst, this WC-54 ambulance got the restoration treatment in the ’80s and has only seen 94 miles on the ticker since. Unoriginal to the WC-54 is a two-speed transfer case that came from a WC-62, a later one-and-a-half-ton Dodge. Creature comforts like a matrix cab heater and the fully enclosed rear box make this historical relic a real life-saver during shows when inclement weather rolls in.

By 1942, Willys and Ford quarter-ton 4x4s were more abundant and had begun rooting into the Jeep nomenclature, so naturally the larger half-ton Dodge trucks were affectionately dubbed Beeps, for big Jeeps. The moniker didn’t stick, however, and the Power Wagon brand grew out of the Dodge military truck lineage on the civilian side of the fence. Pushing this WC-54 down the road is a 320-cubic-inch flathead six that generates 92 hp. Stretchers and all, this ambulance is in resplendent shape. We do suggest calling up the real thing in case of emergency, however, as this one will get you to the E.R. at a rather uncomfy 55-mph max. If only style could heal.

Happy bidding or browsing, and always, support our Veterans. Auctions will end on Friday, May 12, at 4:00 pm EDT.

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In the waning years of the golden era of muscle cars, Chrysler Corporation was on a roll. Cars like Plymouth Hemi ‘Cuda and the Dodge Challenger R/T captivated gearheads then and now with their ground-pounding performance. However, due to their reputation, ‘Cudas and Challengers have long been priced out of reach for many enthusiasts.

But A-body cars, like the Dodge Dart and the Plymouth Scamp, are still an affordable way to get into classic Mopars. That’s why this 1973 Plymouth Scamp, offered with no reserve, is our auction pick of the week.

The Scamp name first showed up in 1971, when Chrysler Corp. decided Plymouth needed to spice up the image of the conservatively styled Valiant. The Dodge Dart Swinger two-door hardtop was a success, so why not make a Plymouth version? Never one to pass up an opportunity for badge engineering, Mopar used an amalgamation of Plymouth Valiant and Dart Swinger sheet metal to create the Scamp’s muscular styling. The Scamp, and other cars using the compact A-platform, utilized unibody architecture with a torsion bar suspension setup up front.

The Scamp was a modest performer in base trim. The standard engine was Mopar’s indestructible but uninspiring 198 cid slant-six, but owners could select the venerable 318 cid V-8 for a performance bump. Additional options like the heavy-duty suspension and locking rear differentials were available for those seeking more performance. While a four-speed manual was available, most Scamps, like our feature car, came with a three-speed automatic.

The current owner’s father purchased our feature car in 1972, and it has been lovingly owned by the same family ever since. If your favorite color is green, you’re in luck. This Scamp is finished in Forrest Green Metallic with a complementing green vinyl roof and interior. The car looks extremely clean and presents well. It was reportedly treated to a complete body-off restoration totaling in excess of $120,000 by Paul’s Rod and Restos in Long Island, New York.

This Scamp has been lightly restomodded to make it more drivable in modern traffic. Originally equipped with the slant-six, the car was upgraded to the 318 V-8 which exhales through dual exhausts. Other modifications include upgraded brakes (discs up front and larger drums out back), and Cragar Magnum wheels.

If you’re looking for an entry into the “Mopar or no car” club, but don’t have Hemi ‘Cuda money, get your bids in on this Scamp. The auction ends on Wednesday, May 3, at 4:30 p.m. ET.

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Buick, long considered an affordable luxury brand, veered from of its traditional comfort zone in the 1960s in an attempt to snag a share of the muscle car market. Although Buick’s piece of the pie was small compared to the massive portion on Pontiac’s plate, the GS400 left a lasting impression, especially on those who dared to underestimate its performance on the street.

Of course, Buick engineers underestimated it a tad too. Purposely.

Launched midway through the 1965 model year, the Gran Sport (GS) was based on the Skylark Custom and was available with a 325-horsepower, 401-cubic-inch nailhead V-8. Except Buick didn’t market it as a 401. To conform to General Motors’ restrictions on engine size for its A-body chassis, Buick marketed the GS’ power plant as 400 cubic inches, bending the rules a bit to compete with its in-house competition.

Buick engineers were continuously looking for more power, and by 1968 they delivered the GS400 Stage 1. The high-performance Stage 1 package added a high-lift camshaft, a four-barrel Rochester Quadrajet carburetor, and a 3.42 positraction rear end to the already potent options list of the GS 400. Offering customers an impressive 345 hp (some say it was actually more than that), the Stage 1 upgrade also delivered a whopping 440 ft-lb of low-end torque crucial to upholding Buick’s “Fast with Class” reputation. It could be had with either a four-speed manual or three-speed Turbo Hydramatic automatic transmission.

For those who really want to blow their hair back, there’s a 1969 Buick GS400 Stage 1 convertible up for auction on Hagerty Marketplace. It is one of only 131 GS400 Stage 1 convertibles produced that year.

Finished in a striking Signal Red exterior with a white convertible top, the GS400’s bucket seats are trimmed in vinyl Pearl White upholstery. Among the car’s features are AM/FM radio, cigarette lighter, ashtrays in the front and rear, and low-profile window control knobs; the air-conditioning was converted to R134. It also has coil-spring front and rear suspension, functional hood scoops, power front disc brakes, power recirculating ball steering, power convertible top, and 14-inch wheels with BF Goodrich Radial tires.

The odometer reads 17,387 miles, but the seller notes that the true mileage is unknown.

This Buick GS 400 Stage 1 was purchased by its current owner in 2012, and while he reports that the paintwork was redone at some point during previous ownership, the car has received plenty of upgrades since he bought it. In 2022, the GS400 was given an upgraded oil pump, timing cover, timing gear, new belts, fuel pump, water pump, and transmission pan gasket. In 2020, a new frame was installed, along with new rear quarter panels, floor pans, trunk pans, brake lines, fuel lines, fuel pump, steering gear and lines, and transmission pan gasket. In 2018, the car received new suspension, shocks, progressive springs, Doug’s headers, and a 2.5-inch exhaust system sourced from the Buick GS Club.

Bidding is currently at $5000. The auction ends on Wednesday, April 19, at 4:30 p.m. ET.

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By draping a cute, fiberglass body over durable and inexpensive VW running gear, Bruce Meyers started a beach buggy craze. Meyers’ creation, dubbed the Manx, was a defining symbol of the carefree Californian lifestyle.

Volkswagen took notice of this craze and wanted to get in on the Manx’s market. In 1971, Dr. Henry Braner, Volkswagen of America’s Director of Market and Product Planning at the time, had an idea: Take the civilian-spec drop-top Type 181—which was already on sale in Europe and Mexico at that time, paint it fun colors, and market it to Californian surfers and free-spirit types. Thus the VW Thing, as it came to be known in America, was born.

If you’re in the hunt for a military beach cruiser born from a military vehicle, check out our Hagerty Marketplace auction pick of the week, this 1974 Volkswagen Type 181 Thing.

By the mid-1960s, NATO’s Europa Jeep project had stalled, but the West German Army was still in need of a small, all-terrain troop transport vehicle. To quickly meet military demand, Volkswagen slapped together the Type 181 in 1969 with parts it already had lying around. It utilized a reinforced floor pan from the Karmann Ghia, rear-swing axle suspension from the Type 2 Transporter van, and the air-cooled flat-four and manual transmission from the Beetle.

It didn’t take long for VW to realize that there was also public demand for a more rugged vehicle that could handle the terrain in Central Europe and Mexico. In 1971, the first civilian versions hit dealerships.

The Thing made its stateside in 1972 as a 1973 model. It was initially only available in three colors, but more followed in 1974. By the time the Thing had reached the U.S., VW had upgraded the Type 181 to have independent rear suspension. Sadly, it was ultimately dropped from the U.S. lineup in 1975 because it couldn’t meet that year’s more stringent crash test standards. For such a short tenure on the market, the Thing sold pretty well. The total production tallied 28,930 units.

Our featured Thing presents well with its Bright Sunshine yellow paint, chrome steel wheels, and black leatherette upholstery. The car has lived in South Carolina for its whole life, but the seller notes that the floor pan has had rust repaired. There are a few flaws in the paint, like a crack above the engine cover hinge, and a run in the rare, optional factory hardtop.

Summertime is fast approaching. This Thing would make the perfect fair-weather cruiser. Take off the doors, drop the top, fold down the windshield, and enjoy the open air. The auction ends on Thursday, April 13, at 4:30 p.m. ET, so make sure to get your bids in.

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Depending on who you ask, the Datsun 280ZX was either an abomination or a delight. Purists who appreciated the original 240Z (and the similar 260Z and 280Z that followed it) were disgusted by the redesigned 280ZX that Datsun rolled out in 1978. The Z they loved was tiny and quick. This new ZX was larger, heavier, softer, and lacked the performance of previous iterations.

But did those attributes make it a bad car? Hardly.

While it retained its predecessor’s L28 inline-six engine of its predecessor and some of the Z’s visual characteristics, like those scalloped headlight tunnels, the ZX brought a slew of changes that made it more of a grand tourer. The 280Z offered more aerodynamic styling, which resulted in better fuel economy and high-speed stability, plus better-integrated safety bumpers, T-tops, two-tone paint, a softer suspension, improved sound insulation, and a larger (21-gallon) fuel tank, as well as a luxurious interior with more comfortable seats, numerous power options, and a high-quality stereo system.

Two trim levels were available: the no-frills, two-seat version and the highly optioned Grand Luxury (GL) package, like the 1981 model shown here, on offer via Hagerty Marketplace.

In its first year, a two-seat ’79 Datsun 280ZX could be had for $1931 (about $8K today), while the MSRP for a 2+2 was $2321 ($9618). Those incredibly low prices would not stick around long. By the end of its five-year run, a new 280ZX cost $14,799–$18,599 ($44,700–$56,178).

The ZX received mixed reviews early on, but it found a believer in Car and Driver, which in its November 1978 issue admitted that skepticism had turned to appreciation.

“When Datsun introduced its 1979 model to the press, the joke of the meeting was that these cars would be competing head-on with Buick and BMW by Christmas—not because of a massive overhaul in the Japanese company’s marketing philosophy, but rather because of the plummeting value of the dollar relative to that of the yen. Datsun would not be building Buick-style cars; it would simply be offering its weight-watcher compacts at Buick prices.

“But driving the new 280ZX coupe suggests that Nissan has been anticipating exactly this sort of repositioning in the market all along and has already dialed in the appropriate correction. The new Z-car (ZX-car?) is strongly biased toward the luxury side of life. It’s longer, lower, and wider than the old version; quieter and more vibration-free on the inside; calibrated for a mashed-potatoes ride underneath; and just itching to be dolled up with all sorts of packages and gadgets, which the option list cheerfully offers. What was once an appealingly lean sportster has been transformed into a plush boulevardier, a personal cruiser not altogether different from what you’d expect of Buick if it took up a position in the two-seater and 2+2 market.”

The 280ZX sold well, proving its designers were onto something. By 1981, the car received added performance as well, thanks to an optional, turbocharged version of its I-6 engine. Brakes and suspension were subsequently improved in 1982. The ZX was discontinued following 1983’s production run; in its five model years, nearly 332,000 examples were sold in the U.S.

That brings us to the 1981 280ZX Grand Luxury up for auction on Hagerty Marketplace.

Our Pick of the Week is offered for sale from single-family ownership with 38,352 documented miles at the time of its cataloging. Its original owner purchased the ZX from Bobo Motors Datsun in Dallas, Texas, for $15,837.70 (about $52,416 today) on May 26, 1981.

Finished in a quintessential 280ZX combination of Light Brown Metallic over a tan leather interior, the Grand Luxury model is powered by a 2.8-liter L28E engine—the E stands for electronic multiport fuel injection, provided by Bosch using the L-Jetronic system—mated to a five-speed manual transmission.

The ZX features leather seats, power windows, power door locks, power steering, dual-needle fuel gauge, air conditioning, six-way adjustable seats with lumbar support, four-wheel independent suspension, tinted T-tops with storage bags and locks, AM/FM tape deck stereo, and 14-inch Datsun Z aluminum wheels with Vredestein Sprint Classic tires.

Among the car’s known flaws, the seller notes that the headliner is beginning to sag in the area between the T-Tops and the rear cargo area, the power antenna does not function, and there some minor wear is noted on the center console armrest.

The car was recently fitted with a 50-state-legal catalytic converter to make it emissions-compliant, and it passed the State of Colorado emissions test.

In preparation for the sale, the seller removed and resealed the power-steering rack, replaced the oil-pan gasket, and installed new exhaust-manifold gaskets and new rear swaybar link in addition to a fresh oil change.

The car is offered with a clean Carfax Vehicle History Report and recent service records, as well as owners manual, two vehicle keys, and ownership history.

After relocating from Texas to Aspen, Colorado, in 1984, the original owner of this 1981 280ZX Grand Luxury—valued at $24,900 in #2 (Excellent) condition and $13,600 in #3 (Good) condition—drove it only periodically. He had the car routinely serviced at an independent shop in Snowmass, Colorado, and it was completely repainted in 1994. The ZX remained with its original owner until 2020, when he sold the vehicle to his grandson.

Admittedly, a 280ZX isn’t a 240Z … or 260Z … or 280Z. But it wasn’t meant to be. As Car and Driver told us more than four decades ago, “Its extra length and weight in no way make it less fun to drive than the two-seater. The message here is that Datsun has made a bit of a side step. The old Z has grown up to be a 2+2 sort of car—a sporting carriage rather than a hell-raiser—and it’ll haul your body around with a minimum of abuse.”

Here’s your chance to own one. The auction ends on Thursday, April 6, at 4:30 pm Eastern.

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The original Thunderbird was a stylish, Detroit-built coupe with sporting credentials that was beloved by many in the 1950s. But, by 1980, the T-bird had morphed into an ungainly box that was more suited to cruising the boulevard than it was to carving corners. Sales suffered as a result, and a change was needed.

After studying its European counterparts and spending some time at the gym, the Thunderbird came back as a leaner, more sophisticated GT car. It ditched the landau roof and excessive chrome, adopted a fuel-injected and turbocharged four-cylinder engine, and a chassis focused more on handling.

If you want a turbo T-bird of your own, check out this 1985 Turbo Coupe offered on Hagerty Marketplace at no reserve.

The ninth-generation Thunderbird was the first North American Ford to feature the Blue Oval’s then-revolutionary aero styling when it debuted in 1983. A slippery o.35 coefficient of drag made for both an economical street car and a bad-fast stock car that dominated NASCAR’s high-speed ovals. Like its predecessor, this generation was based on the Fox platform that underpinned Fairmonts and Mustangs.

Unlike its predecessors, the top-of-the-line T-bird, the Turbo Coupe, was not powered by a burly V-8. Instead, a turbocharged, Pinto-derived 2.3-liter four lived under the hood. The non-intercooled engine ingested 10 pounds of boost to output 145 horsepower—more than the 5.0-liter V-8 offered in lower-trim T-birds.

By 1985, Ford increased the engine’s output to 155 horsepower and 190 lb-ft of torque. If you’re so inclined, the stout, all-iron four banger can take a lot more boost.

When equipped with the venerable BorgWarner (later Tremec) T-5 five-speed manual transmission, the Turbo Coupe could hit 60 miles per hour in around 9 seconds. Not exactly fast by modern standards, but the turbo noises will keep you entertained.

Our feature car is a ’85 Turbo Coupe finished in a two-tone Silver Clearcoat Metallic over Medium Charcoal Clearcoat Metallic. The odometer shows an indicated 100,805 miles, but it looks to be in great shape. This T-bird has only had two owners (the original owner had the car for 37 years) and it’s lived in California for its entire life. Recent maintenance includes a replaced alternator and accessory drive belts as well as an oil change.

There are a few minor condition flaws, like a scuff on the front bumper, stone chips, and clearcoat failure around the antenna. However, the car presents well and would make a good weekend driver.

If you like ’80s Fords and turbochargers, but want something a little more sophisticated than a Mustang SVO, this Thunderbird Turbo Coupe is for you. Be sure to get your bids in, the auction ends on Wednesday, March 29 at 4:30 pm EDT.

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For many decades, the large, rear-wheel-drive, American station wagon was a staple of family road trips. There’s a good chance you have fond memories of spending hours in the back seat of one. By the mid 1990s, however, the minivan had completely taken over as the preferred family hauler.

Buick was unfazed by this threat and released the Roadmaster Estate in 1991, a full year after the GM “DustBuster” minivans hit the streets. Unfortunately, Buick couldn’t beat back the storm and Roadmaster was dead in the water by 1996. If you want one of these final big-body Buick wagons, take a look at this 1996 Roadmaster Estate offered at no reserve on Hagerty Marketplace.

The ’90s Roadmaster was the first Buick to wear that nameplate since 1953. The station wagon was based on GM’s full-size, body-on-frame B platform and was positioned as an upscale version of its Chevy Caprice cousin. Typical of ’90s Buicks, the 18-foot-long Roadmaster had plush seats and an equally plush ride. Its cavernous interior could comfortably seat eight passengers with the fold-down, rear-facing third row. Sure, it was available as a sedan, but there’s something especially cool about a big ol’ American wagon with woodgrain body trim.

Nineties Buicks may have a reputation for being stodgy and listless, but from 1994 onward all Roadmasters received a hot-rodder-friendly LT1 V-8. It was the same engine found in contemporary Corvettes and Camaros, albeit detuned by 40 horsepower compared to the ‘Vette. Still, the 260-hp V-8 was potent for the time, especially in this class.

Because of its beefy frame and muscular engine, a Roadmaster Estate gave pickup trucks a run for their money in the hauling department. When equipped with the towing package, the Estate could tow up to 7000 pounds.

This Bright White example with Light Colonial Oak woodgrain vinyl has an indicated 84,982 miles on the odometer. It is equipped with the desirable “Limited Wagon Package” that features power-adjustable mirrors and six-way power-adjustable driver and passenger seats.

The original owner looks to have kept this big Buick wagon in solid shape. It’s described as garage-kept since new and it will come with comprehensive maintenance records. The only notable flaws are a small tear in driver seat by side controller and a small dent on the left body side trim piece.

If you haven’t heard it already, the secret is out on Roadmaster Estates. They were the last of a breed, and people are nostalgic for the days before minivans and SUVs were the de facto family haulers. We even featured the big Buick on our 2019 Bull Market List. The auction ends on Wednesday, March 22nd at 4:30 p.m. ET. Snag it while you can.

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General Motors’ reign over Saab began in 1989 with a 50-percent buyout of the Swedish automaker and lasted until the brand’s demise in 2011. The GM era is not remembered fondly by enthusiasts who were drawn to Saab’s off-beat styling, innovative use of turbocharging, and commitment to safety. Part of this distaste stems from GM forcing the Swedish automaker to use Opel family-car platforms wholesale in an effort to save costs through badge engineering. However, even the mighty General couldn’t iron out all of Saab’s quirks.

In 1999, Saab released the 9-3 Viggen, a limited-production, hot-rodded spiritual successor to the 900 Turbos of yore. Check out our Hagerty Marketplace auction pick of the week, this 1999 Saab 9-3 Viggen, if you have a hankering for a spicy Swedish meatball.

The first GM-influenced Saab came in the form of 1994’s New Generation 900 (NG900 as it came to be known among enthusiasts), a replacement for the classic 900 that brand loyalists held so dear. Saab engineers were apparently not impressed with the Opel Vectra platform that GM mandated they use for the new 900. So, the engineers made 1,100 changes to the NG900’s platform, including structural improvements for crash safety. Thus, the first generation of 9-3 was born.

In 1999, Saab released the high-performance 9-3 Viggen—named after Saab 37 Viggen (Swedish for lightning bolt) fighter jet. In collaboration with Tom Walkinshaw Racing, Saab fitted the car’s 2.3-liter turbocharged four-cylinder engine with a high-capacity intercooler, a performance-tuned ECU, and a high-flow exhaust system. The upgrades were good for 225 horsepower and 252 lb-ft of torque and a 6.5-second sprint to 60 mph. A thoroughly upgraded chassis, suspension, and brake system were also added to keep the power under control. To top it all off, a Viggen-only body kit and special wheels were added to distinguish it from the regular 9-3. It was initially available only as a three-door coupe, but a convertible and a five-door sedan followed later in the 4-year production run.

The Lightning Blue example seen here is one of 426 examples imported to the U.S. in 1999. Notably, the car lacks the common sunroof option, making this Viggen even more unique. Condition-wise, this Viggen has some bumps and bruises from traveling 119,462 miles. The nose has some damage from rock chips, there are some cracks in the front lip and the upholstery, and paint is peeling from the wheels. Also, the Carfax report indicates that the 9-3 Viggen was involved in an accident in 2007 under previous ownership noting that, “Airbags did not deploy.”

Despite the flaws, you can continue to enjoy and put miles on the Viggen without worrying too much. The seller does note that the engine and transmission were replaced at around the 114,000- and 110,000-mile marks, respectively. No need to worry about finding spares, as this example comes with a large crated collection of Viggen-specific parts from a 2002 9-3 Viggen, including a spare five-speed transmission, front and rear suspension arms, a spare ECU, and more.

If you want to ride the lighting in a very rare Saab, get your bids in. The auction ends on Wednesday, March 15th at 4:30 p.m. ET.

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At the height of the muscle-car wars in the late ’60s and early ’70s, things at Chevrolet got weird. The division took a two-door Chevelle wagon, chopped off the back to create a truck-like cargo bed, and voilà: The third-generation El Camino was born.

In a stroke of performance-obsessed genius, or maybe madness, the El Camino could be had with the same big-block-equipped SS package as its coupe cousins. If you need to smoke tires and haul cargo, check out our auction pick of the week, this 1970 El Camino SS 396.

Utility coupes were popular in the ’20s and ’30s, but they disappeared from the new-car market after World War II. Ford beat Chevy to the utility coupe revival in 1957 with its Ranchero. Although it took the Bowtie until ’59 to respond with a ute of their own, the El Camino proved the more popular of the two.

By 1970, the third generation of El Camino was in full swing—business in front, party in the back. It wore the same aggressive front-end styling as the contemporary Chevelle, but its 79 x 39.5-inch bed could handle plenty of cargo. It was available with a variety of engines, including six- and eight-cylinder options, but the power-hungry gravitated toward the SS package.

This generation of El Camino SS came in two flavors, 396 and 454, the numbers denoting engine displacement measured in cubic inches. (Fun fact: Despite the 396 moniker, the base (L34) engine found on the 1970 El Camino SS displaces 402 cubic inches.) The L34 is good for 350 horsepower, 415 lb-ft of torque, and quarter-mile times in the upper 13-second range.

Our example is Mulsanne Blue SS 396 with a numbers-matching L34 V-8. Transmitting the engine’s power to the ground is a correct Muncie M21 close-ratio four-speed manual gearbox.

The car has an odometer indicating 30,527 miles at the time of listing; that said, the total mileage is unknown. Nevertheless, it’s been well kept over the years. Around 2011, the ute received a quality repaint in its original color and a reupholstery of the gorgeous Bright Blue vinyl interior. The transmission, rear coil springs, wheel cylinders, axle bearings, and seals were reportedly replaced in November of 2013. Recently, the El Camino received a rebuild of the Rochester carburetor and new distributor cap, rotor, and spark plugs. It’s not perfect, with a slightly tweaked hood and a few dents in the bed, but you can use it for hauling stuff worry-free … and quite speedily.

The auction ends on Wednesday, March 8, 2023, at 4:30 pm ET, so don’t hesitate to put in a bid and show some love to this big-block utility coupe.

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Few people can say they’ve owned the same car for 55 years, and even fewer can say they’ve owned a muscle-car legend that long. Hagerty member James Hastings has owned his 1969 Chevrolet Chevelle Malibu SS 396 from new, but he has decided it’s time to pass the car along to someone who will enjoy it as much as he has.

Check out Hastings’ Chevelle, live now on Hagerty Marketplace and offered at no reserve, if you think you’re a worthy caretaker.

In order to compete with the smaller offerings from other automakers, like Ford’s Fairlane, Chevrolet released the first-generation Chevelle in 1964. Size-wise, it slotted between the Chevy II and the Impala. It was available with a myriad of engines—from thrifty sixes to burly V-8s—and a cornucopia of body styles, from two-door wagons to four-door sedans. Because of the platform’s versatility, the first-generation car was wildly successful, selling 1.6 million units over its three-year production run.

Chevy wanted to capitalize on the Chevelle’s popularity, and in 1968 it updated the model with all-new sheetmetal—boasting now-classic long-hood/short-deck proportions—and a shortened wheelbase. It maintained the same variety of body styles as its predecessor.

For speed junkies, Chevy’s big-block-powered Chevelle SS was the way to go. Starting in 1969, the SS could be ordered as a $347.60 option package, RPO code Z25, on any two-door model in the Chevelle/Malibu family. The Z25 package netted you a 396-cubic-inch, 325-hp V-8, heavy-duty suspension, power front-disc brakes, and 14×7-inch wheels shod in F70-14 tires. If you had extra cash, more potent versions of the 396 as well as even larger engines were available.

Hastings would have loved to own an SS. But in 1968, looking for a new car while serving in the army, all he could afford was a mid-spec Chevelle Malibu. And that’s what he bought. The dealership gave Hastings a loaner car while they sorted the paperwork.

Weeks went by. The dealership still hadn’t delivered the Malibu.

“I went back and told them, ‘It’s time for me to go—I’ve got to move on to the next Army base. I either needed a car or my check back,'” he says. Not wanting to lose a sale, the dealership brought around a Le Mans Blue Chevelle Malibu SS 396—equipped with bucket seats, Muncie four-speed, and center console—and offered it to Hastings for only $300 more than what he paid for the mid-spec car.

Understandably, Hastings jumped at the deal.

He loved driving the car and put 25,000 miles on it in his first year of ownership. “I would shove off on Friday night after I got off work and get home at like three in the morning,” he says, reminiscing about driving the SS on Pacific Coast Highway 101 back and forth to Fort Ord where he was stationed. “Because it was night time and [because of] the way the radio waves bounce, I could pickup Wolfman Jack pretty regularly at around midnight. Those were some of the most fun roadtrips I ever had.”

He never really fell out of love with his Chevelle. It served as the family car for a number of years after his stint in the Army. After that he enjoyed taking it to car shows.

Through the years Hastings has kept the Chevelle in great shape. He’s changed the oil every 3000 miles and had the numbers-matching 396-cubic-inch V-8 rebuilt in 1995. Aside from a quality repaint of the original color at around the same time as the engine rebuild, the car is very original.  “For some reason, even as a stupid kid, I decided I wasn’t going to hash this one up.” he says. “I’ve previously hashed up a lot of cars for drag racing.”

Now, at 75 years old, Hastings is looking for a good home for his SS. “I’ve had friends who’ve passed away, and what happened to their cars wasn’t too good,” he explained, “So I want to make sure that doesn’t happen to me.”

If you think you’ll enjoy this Chevelle Malibu SS 396 as much as Hastings did, put in your bid. The auction ends on Thursday, March 2, at 4:30 pm EST.

***

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Perhaps the most recognizable Chevrolet Corvette, the third-generation (C3) model dates back to the early 1960s and the first of the “Mako Shark” concept cars. While no production car ever truly recreated the magic of these designs, it is easy to see designer Larry Shinoda’s original Mako Shark II in the C3’s DNA. People loved them, too. During its 14-year run, the C3 became the most widely produced Corvette generation with over 540,000 cars built.

The C3 Corvette experienced a litany of changes throughout its production run from 1968–82. Early cars wore chrome bumpers and could be had with serious muscle, from hot small-blocks to barely streetable big-blocks. By the end of the series came a sharper focus on styling and better interior appointments, as well as electronic fuel injection. Among collectors, the early chrome bumper cars from 1968–72 are most prized, as they are considered excellent-looking and carry the most desirable performance engines. Smog and impact regulations forced big changes in styling and performance beginning in 1973.

The C3 featured here, and currently up for auction on Hagerty Marketplace, is available for bidding through February 22. Refinished in Can-Am white, the car boasts a white top and Saddle interior. It is a charming older restoration, kept in the loving care of the current owner since 2015 and showing just 33,636 miles at the time of listing. The restoration was completed prior to the current owner’s acquisition, and the listing photos indicate some spidering on the hood—something any C3 owner will tell you is unavoidable on older finishes.

Sitting under that hood is GM’s venerable 350-cubic-inch small-block. This was the standard engine for 1969, rated for a respectable 300 horsepower. Coupled with the M40 automatic transmission, this configuration is perfect for cruising or the occasional spirited back road drive. The Corvette is also factory-equipped with air conditioning and a luggage rack, as well as seat belts, which were added by the current owner. Not a miles-long option list, true, but this car is fairly representative of the average Corvette on the road in 1969.

If you’re looking for an early C3 on which you can rack up satisfying miles without guilt, look no further. For my money, it’s more fun to own a Corvette you can drive without worrying about affecting your NCRS judging score.

***

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If you wanted a red, mid-engine, wedge-shaped supercar in the 1980s, you had to deal with a temperamental Italian. Ferraris and Lamborghinis of the period had awkward ergonomics, were difficult to drive, and were not very reliable. When Acura introduced the NSX at the 1989 Chicago Auto Show, it was a revelation: Finally, a supercar as easy to live with as a Honda Accord, with reliability to match.

Check out our Hagerty Marketplace auction pick of the week, this 1991 Acura NSX, if you crave a classic supercar that you can drive every day.

The NSX was built to showcase the engineering prowess of Honda, Acura’s parent company. The extremely rigid, all-aluminum, semi-monocoque chassis was tuned to perfection with the input of legendary Formula 1 driver Ayrton Senna. Period reviews universally praised the car’s handling characteristics. Car and Driver called it “the most precise and attuned mid-engined machine we’ve ever driven.”

The naturally aspirated, 3.0-liter V-6 powering the first-generation NSX was as equally impressive as its chassis. The engine introduced Honda’s VTEC technology to North America. The VTEC (Variable Valve Timing and Lift Electronic Control) system in the NSX switches to a separate camshaft profile at high engine speeds to improve peak power. While most modern cars have some form of variable valve timing, VTEC was pretty trick at the time. The NSX’s V-6, internally known as C30A, also sported titanium connecting rods to help it rev to 8000 rpm.

The engine’s 270 hp and 210 lb-ft of torque, combined with the (manual) car’s 3010-pound curb weight, made it a real performer. When equipped with the slick-shifting five-speed gearbox, the NSX sprinted to 60 mph in 5.2 seconds. The contemporary Ferrari 348 was downright pokey in comparison and did not have the same build quality as the Acura.

Our example is a one-owner car that has been fastidiously maintained, and its Formula Red paint presents very well. The car had a major service in August 2021 which included replacing the cover gaskets, cam seals, oil pan gasket, timing belt, drive belts, water pump, and all the fluids.

This NSX is a high-mileage car, with an odometer reading over 163,000. But it’s an Acura; it will still run reliably for many more years. Our car has the desirable five-speed manual transmission, ensuring 88 pounds of weight savings compared to an automatic car, and a more engaging driving experience besides. Unlike many NSXes, this car hasn’t been modified. It still has its stock 15- and 16-inch staggered wheels. That unmolested nature makes it even more compelling.

The auction ends on Tuesday, February 14, 2023, at 4:30 pm ET, so don’t hesitate to put in a bid and show some love to this piece of Japanese performance car history.

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Mercedes has always offered its customers a top-tier driving experience with the SL, a model that long served as the brand’s flagship grand touring roadster. Through several generations, the SL roadster has led the pack with technological and luxury advances, and it looked good doing it. This 1971 280SL, the final year of W113-generation SL production before it was replaced by the long-lived R107 version, is now up for auction on Hagerty Marketplace.

The W113 generation marked the second generation of the SL, the first of which included the iconic gullwing 300 SL coupe. The R017 that followed was more stately and physically longer overall, but the W113 had classic roadster proportions that remain striking today. The hardtop (fondly referred to as the “pagoda”) created a tidy package that made the SL look just as good with the top on as it did with the top off. Or down as the case may be, as the car also had a retractable soft top.

This gorgeous example up for auction until February 8 had a thorough restoration before it was last sold in 2012 and has been lovingly maintained since then, with a recent refresh to bring up back into its full luster. The 280SL’s interior features bucket seats, three-point seatbelts, air conditioning, and a Becker Mexico cassette stereo.

As you may have noticed from that interior photo, the car is equipped with a four-speed manual transmission—rare for a car that was ordinarily fitted with an automatic in the the U.S. It also boasts power steering and four-wheel power disc brakes. Its air conditioning is neatly integrated under the dash, and the whole look of the interior, down to the simple and elegant gauges, is pure ’60s Mercedes.

Under the hood, its 2.8-liter, 180-hp inline-six engine looks fresh and clean, with detailed metal surfaces without much glitz or unnecessary adornment. The listing includes several videos, with a walkaround and a driver’s-eye view of a cruise down the road, allowing any prospective buyer to a get taste of how the lively inline-six engine sounds. It offers a nice rumble that’s perfectly fitting the sporty yet civilized looks of the jaunty roadster.

Bidding has just started on this elegant little drop-top, which looks especially appealing in dark red with matching hubcaps . If you’ve got an SL-shaped void in your garage, you’ll want to give this auction a look.

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The Porsche 911 Turbo has long been a member of the sports car pantheon. In the ’70s, original Turbo gained legendary status thanks to its turbocharged flat-six engine, which provided immense thrust. As of 2023, most generations of 911 Turbo have seen a strong uptick in value. But the 996-chassis cars (2001–2005) have lurked under the collector radar until only recently, and they are still performance bargains.

If you want the turbocharged Porsche experience on a budget, check out our Hagerty Marketplace auction pick of the week, a 2003 Porsche 911 Turbo Tiptronic offered at no reserve.

In 1997, Porsche introduced the 996 generation of its 911 sports car. This was the first iteration to receive a new chassis platform since the original, which debuted in 1972, and the first to cool its engine with water, not air. Purists weren’t sure what to make of the new headlights or the water-cooled engine, but the more open-minded commended the Porsche designers for trying something new.

The Turbo made its return in 2001, sporting a unique water-cooled engine derived from that of the 911 GT1 race cars. Known as the Mezger, the 3.6-liter flat-six engine produces 415 horsepower and 415 lb-ft of torque with the aid of two turbochargers. Because it was based on a racing engine, the Mezger has a reputation for being stout, and it wasn’t plagued with the issues of regular 996 engines. The Turbo’s sophisticated all-wheel-drive system is adept at putting the power down. This generation of 911s received a minor mid-model refresh in 2002, and these cars—like our pick of the week—are known as 996.2s.

Yes, Tiptronic means automatic, but the Mercedes-sourced transmission found in the 996 Turbo is a smooth shifter that will listen to your commands via steering wheel–mounted buttons. The Tiptronic Turbos are actually faster than the manual cars by a tenth of a second. Car and Driver reported a 0-to-60-mph time of 4.2 seconds for the Turbo Tiptronic in a period magazine test. Plus if you live in an area with heavy traffic, or your left knee isn’t what it used to be, the lack of a clutch pedal could make your commute easier.

Our feature car is a clean, black-on-black 996.2 that has seen a little over 135,000 miles. The car is mostly stock, but it has a handful of tasteful modifications like 19-inch BBS wheels and Bilstein PSS10 coilovers. With that many miles, the car has some expected wear and tear to the driver’s side bolster and kick plate. Also, please note that Carfax identifies a “Damage Report” on February 1, 2009. Additional comments from Carfax indicate that there was damage to the right front and that the airbags did not deploy.

To quote Car and Driver‘s review of the car, “Just put it in ‘D’ and off you go—as fast as you dare.” If that gets your blood pumping, give this 2003 Porsche 911 Turbo a look. Bidding ends Thursday, February 2, at 4:30 p.m. ET.

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In 1956 alone, the Lotus Eleven achieved 148 first places, 134 seconds, and 99 thirds. To borrow a line from America’s big-selling car magazine, Road & Track, “it would end up being the winningest Lotus of all time.” Drivers who competed with an Eleven included Stirling Moss, Innes Ireland, Mike Hawthorn, Graham Hill, and company founder Colin Chapman.

It was destined to be called the Mark 11, but Chapman preferred the way “Lotus Eleven” rolled off the tongue. There were also concerns that the name could have been read as “II”, as the company’s models had always been identified by Roman numerals. The switch changed the course of Lotus naming history, with all subsequent Lotus models beginning with the letter ‘E’.

With a streamlined body designed by Frank Costin and a tubular spaceframe chassis, the Lotus Eleven was one of the most advanced cars of 1956. Everything was designed to minimize mass and weight; the absolute definition of Chapman’s “Simplify, then add lightness” philosophy.

There were three versions: Le Mans, Club, and Sport. As the name suggests, the Le Mans was designed to go racing, which is something it did with incredible success, winning hundreds of races in the U.K. and abroad. Works team versions raced at Le Mans in 1956, with car number 36, driven by Reg Bicknell and Peter Jopp, winning the 1100-cc class.

The Club version was powered by the same 1098-cc Coventry Climax engine, but with a specification designed for the club racer. While the Le Mans used De Dion rear suspension, a magnesium differential case, and disc brakes, the Club featured drum brakes and a live rear axle from the Austin/Nash Metropolitan.

Both versions had rack-and-pinion steering from a Morris Minor, with Lotus offering a conversion kit for a Club owner to convert their Eleven to Le Mans spec. According to the Lotus Eleven co-registrar, Jay Sloane, the conversion could be completed in just a single afternoon.

The third Eleven was the Sport, which was essentially a Club powered by a Ford 10 engine and designed for road use and the occasional race. A total of 166 Lotus Elevens were built before the arrival of the Series 2, of which a further 104 units were produced.

In our round-up of historic race cars, we said: “Lotus Elevens were unbeatable in their class when they were new, and remain fiercely competitive in historic racing. Cars with significant race [pedigree] of course command a significant premium, but also come with a solid chance of entry into almost any historic racing event in the world.”

Which makes the $125,000 (£100,000) Jay Sloane is asking for his 1957 Lotus Eleven seem like a relative bargain. He bought the car in 1975 and has restored it to its original Club specification, saying it’s “a road-worthy sports car unlike any other.” Set aside 15 minutes of your day to watch the car in action and you’ll find it hard to disagree.

Given the Eleven’s rarity, opportunities to buy an original Series 1 model with the same engine and chassis it left the factory with—regardless of whether it’s a Le Mans, Club, or Sport version—don’t come up that often. Which might make Lotus fans consider importing the (right-hand drive) Eleven to the U.K.

We could say something about the levels of want being turned up to Eleven, but we won’t. Instead, we’ll invite you to check out the advert on our sister site in the U.S.

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Via Hagerty UK

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Who didn’t dream of driving a fire truck when they were a kid? These machines are big, red, loud, and can spray hundreds of gallons of water, all with a Dalmatian in tow. Our Hagerty Marketplace auction pick of the week, a 1971 International Loadstar 1700 Travelette fire truck, is for those who remain children at heart.

International was—and still is—a go-to name for anyone who needed to move really heavy stuff. In 1962, the company introduced the Loadstar line of medium-duty trucks to replace its aging B- and BC-series models. With its bubble cab, stubby nose, round headlights, and large, slotted grille, an International Loadstar is endearing in a cute-but-ugly way.

Loadstars, like most commercial trucks of the ’60s, could be ordered in a variety of configurations to serve the needs of farmers, construction companies, schools, firefighters, and more. During its 16-year production run, the Loadstar gained a reputation for being rugged and dependable. Many surviving trucks still see heavy use today.

Our featured truck was originally used by Forest Service fire crews to control wildfires out in the bush. It’s still outfitted with a functional, fire-fighting water pump, hoses, and on-board 500-gallon tank. The crew cab, originally meant to house a squad of firefighters, means you can ride around the neighborhood with five of your friends, yelling at passersby with the built-in PA system. The sirens and lights are still fully operational, ready to delight kids or provide ambiance for a backyard rave.

Our truck is equipped with the optional 345-cubic-inch gasoline V-8 that sends its power through a five-speed transmission into a rare, factory-installed Coleman four-wheel-drive system. The engine is not a powerhouse, outputting 197 horsepower and 309 pound-feet of torque. However, the durable V-8 will pull vehicle’s maximum total weight—a hefty 26,000 pounds—anywhere. You won’t be going anywhere fast, but you’ll be in a freaking fire truck.

The truck is in perfectly usable condition, with minor paint wear and floorpan rust. We’re more inclined to see the patina as a badge of honor: this truck has many years of active firefighting service and 58,000 indicated miles under its belt.

The possibilities for this ’71 International Loadstar fire truck are endless. It could be a perfect summertime parade vehicle. You could use it to fill your pool. Or you could just enjoy driving it around. Bidding ends on Tuesday, January 31, at 4:30 pm EST. If you still think fire trucks are cool, give this one a look.

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Each January, somewhere in the president’s address to Congress, you will hear the words, “The State of the Union is strong.” If I assessed the collector car market, I would be even bolder and say, “My friends, our beloved pastime is not just strong—it is, in fact, flourishing.”

Mine is certainly not an unbiased assessment, so I would enter into evidence the website you are currently reading. Last month, Hagerty Media announced the sixth annual Hagerty Bull Market List, highlighting vehicles from six different decades, including everything from bolts of lightning (2003 Corvette Z06) and beasts (2002 Hummer H1 and 1969 AMC AMX) to a curiously named motorcycle (the 1938 Harley-Davidson Knucklehead).

This year’s Bull Market List truly is a microcosm of today’s collectible market, which is seeing buyers who are younger and more diverse than ever before. The SUV and pickup on the list, for instance, are favored by millennials and Gen Xers, as are the Japanese makes. Those generations, incidentally, have sought more quotes from Hagerty than boomers four years running. The guard is both changing and growing.

From time to time, I hear the old saw about how people aren’t as interested in cars as they were in the past. Nonsense. According to a Hagerty poll last year, about 69 million Americans self-describe as car enthusiasts, which I take to mean people who get that tickle of excitement just thinking about their next car, their next drive, or their next afternoon under the hood. On average, each of those enthusiasts spends more than $10,000 annually on the hobby. A chunk of that, I would wager, is spent at online auctions, including Hagerty’s brand-new Marketplace. (Our goal: Be the most trusted platform for browsing, buying, selling, and financing cool older vehicles.)

Why did we get into digital auctions? Because modern humans are shopping animals, and online auctions are becoming the preferred way to buy. How big is the potential market? Of the 2.5 million vehicles that Hagerty protects, about 300,000—worth an estimated $12 billion—traded hands within the past year. And those are merely the ones on our books. Globally, the value of insured collector vehicles measures into the trillions.

That doesn’t sound like disinterest to me. In fact, it sounds like flourishing.

But raw numbers and car values aren’t why I’m so optimistic about the state of our beloved pastime. What has me jazzed is that owners today, especially younger ones, aren’t so much interested in amassing large collections of investment cars that sit unused in garages or storage facilities. They’re using them—whether that means doing laps at the local racetrack, or organizing a road rally with friends, or attending GridLife or one of the other weekend car-centric festivals that millennials are flocking to. Individualized experiences are where it’s at for today’s collector. And I love it. Cars are meant to be driven and enjoyed for what they are—vehicles to the best things in life. It doesn’t matter what car or era you favor. Hagerty Media ran a story recently about a guy who collects Ford Escorts. I’ve personally witnessed a gaggle of Pontiac Azteks tooling the picturesque peninsula near my home, their drivers happy as larks.

There’s no right, wrong, or better in today’s automotive pastime. Buy what you like. Drive what you want. Go have fun. That’s all there is to it.

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Between the Energy Crisis, air pollution concerns and new safety requirements, the 1970s was a pretty rough time to design a new vehicle.  But America has never run away from a challenge, be it the Interstate Highway System or a new chassis for full-size American sedans.  The B-body that emerged from GM’s Project 77 skunkworks proved that doing the right thing was also a fantastic move for the company’s bottom line.

And what’s good for the B-body was good for the larger, more premium C-body that underpinned many Cadillacs of the era. Make no mistake, lightweight plastic materials have certainly advanced from earlier implementations birthed during the Nixon administration. And computer assisted design is now measured in terabytes, not bits.

Those early days of high technology created a rear-wheel drive Cadillac sedan that advanced the genre, and it still feels luxurious by modern car standards. Perhaps even more so than a modern Cadillac. Yet the fact remains: examples like this 1978 Cadillac Sedan DeVille, currently up for auction on Hagerty Marketplace, provide an experience that synthesized the best of old and new.

While downsized relative to the outgoing 1976 model, the DeVille series was still larger and more luxurious than a comparable B-body GM product, and even perhaps the “International Sized”, leaf-sprung Cadillac Seville.

The downsized 1977 DeVille certainly had a smaller footprint, but was actually larger where it counts. There was more head and leg room for rear seat occupants (taller roofline), and a larger trunk. But unlike future implementations of GM platforms applied to the Cadillac brand, the C-body DeVilles were instantly recognizable with their bold egg crate grilles and iconic tail fins. This example is finished in a timeless silver paint job, with bolt-on wire wheel covers (in lieu of disc covers) and aftermarket window tinting to help the insulated, padded vinyl roof further beat the summer heat.

Power is provided by the standard 425-cubic-inch V-8, presumably with the standard carburetor and not the more complex computerized fuel injection system. An electronic rear air suspension remains intact on this example, likely because it sports a modest 37,511 miles on the odometer. A three-speed automatic transmission transmits the power to the rear wheels in traditional American fashion, while recent servicing includes an oil change, brake fluid, new valve cover gaskets, motor mounts, radiator, and spark plugs. The HVAC was refreshed with a new blower motor, and compressor.

The wood, leather and gray plastic interior trims certainly look the part of a low-mile original classic Caddy. The interior appears original, aside from aftermarket floormats and a handy cupholder assembly resting on the transmission tunnel. The original AM/FM 8-track stereo and passenger side waste bin are present, as are notable options like leather seating surfaces, a power passenger seat, cruise control and twilight sentinel headlights.

There’s just something about a Cadillac DeVille (or Fleetwood Brougham) from this era, as its pictures promise a visual and dynamic experience that will not disappoint. The luxurious cabin makes no sporting pretense, rather a guarantee of decadence with delightful touches throughout. We will definitely be keeping a close eye on this auction, to see just how desirable this understated C-body is in today’s crowded market for vintage luxury.

The post Auction Pick of the Week: 1978 Cadillac Sedan DeVille appeared first on Hagerty Media.

Strange, isn’t it? The car-based pickups, such as the Chevrolet El Camino and Ford Ranchero—and on a smaller scale, the Dodge Rampage/Plymouth Scamp and the Rabbit-based Volkswagen pickup—never quite caught on in the U.S. the way they did in, say, Australia. As the former owner of an El Camino (1969) and a Ranchero (1976), I find that a shame, since these “utes” served dual purposes very well—the comfort of a car, the utility of a light-duty truck, perfect for carrying my widowmaker Suzuki TM400 dirt bike to the track. Rancheros and El Caminos are sort of the opposite of a mullet haircut—business out back, party up front.

Unless it’s an SS model El Camino, the price of Rancheros and El Caminos are quite reasonable given their collectible status. Here are some examples, all $30,000 or under on Hagerty Marketplace, that would make for fun and useful vintage vehicles that could very well appreciate in value.

1966 Ford Ranchero

Asking price: $15,500

Here’s a mildly customized gold-and-black example that was used on a 5000-mile trip on Route 66, and the owner and the Ranchero returned home still friends. It has a 289 cubic-inch V-8 that has been updated with aluminum heads, Comp Cams, aluminum roller rockers, an Edelbrock four-barrel carburetor, plus electronic ignition with vacuum advance, so it should make all the right noises. The transmission is a C4 automatic, wheels are Cragar Street Pros with Michelin rubber. Inside, twin bucket seats. For that asking price, this strikes us as a bargain.

1969 Chevrolet El Camino

Asking price: $30,000

This ’69 El Camino, one of the most desirable years, already has a pair of fuzzy dice hanging from the rear-view mirror that match the handsome red Sikkens exterior paint, which has five layers of clear coat. “Lovingly cared for over the last 33 years by the current owner,” the ad says, and it looks it. The engine is a built 5.7-liter V-8 with a Turbo 350 automatic transmission. It’s not an SS, but it’s probably as close as you’ll get for $30,000.

1961 Ford Falcon Ranchero

Asking price: $22,000

By 1961, Ford had downsized the Ranchero and moved it to the Falcon platform. This is another mild custom, with the original inline six-cylinder engine replaced by a 5-liter V-8, with a floor-shift C4 automatic. A bonus: It has working air conditioning. This two-tone beauty with custom wheels also boasts a very clean interior—it’s a rare little bird for $22,500.

1977 Chevrolet El Camino

Asking price: $11,500

The last of the big El Caminos before they were downsized for 1978, this example has a 5.7-liter V-8 that has been bored .30 over, an Edelbrock four-barrel carburetor, 10.5:1 pistons, and a performance camshaft, all coupled with a Hydramatic automatic transmission. The interior needs a little work, but that’s reflected in the $11,500 price. An underrated model year.

1968 Chevrolet El Camino

Asking price: $13,000

This 1968 El Camino looks to be one paint job away from being a very nice vehicle. The interior is very clean, but there’s a little surface rust on the body and the paint is faded. Under the hood is a 5.7-liter crate V-8 that has a 650 Quadrajet carburetor, MSD ignition, and an Edelbrock intake manifold. The transmission is a B&M 350 Turbo with a Hurst floor shifter. The seller says the vehicle was built from the factory as an SS, and it has an SS double-vent hood.

1965 Chevrolet El Camino

Asking price: $22,500

This is a pretty 1965 El Camino that the owner says sat for years until he got ahold of it, freshened it up, and had it painted. It has a 355 cubic-inch V-8 with a 750 Holley carburetor, and an automatic transmission. It has Chevrolet-correct Rally wheels and good tires, the owner says, and the interior has been updated with some new parts and pieces.

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The post El Camino or Ranchero? Find ute nirvana with these 6 beauties appeared first on Hagerty Media.

Shelby’s most famous Mustang-based racers are the GT350s. The high-revving, small-block-powered fastbacks were road-race champions (and Rent-a-Racers!), nearly as fun to watch and hear as they were to drive. However, Shelby knew that there was more to racing and selling cars than simply carving corners on road courses.

Enter the GT500, the more musclebound Shelby, which packed Ford FE V-8 power and 428 cubic inches of displacement that could only come from a larger engine family. If you were a drag racer or just wanted a street car that could hang with the big-blocks on the boulevard, the GT500 was your Shelby-shaped ticket.

For 1968, Shelby beefed up the GT500 with the top-of-the-line Mustang suspension as well as power steering and brakes, improving the latter with larger rear drums and shoes. The instrument cluster was upgraded with an 8000-rpm tachometer, and, of course, there were a host of cosmetic changes. A reshaped face created a new grille opening and it was matched with a fiberglass hood and decklid. Scoops on the hood were joined by the scoops on the C-pillar and quarter panel. The tail panel received lights from a 1965 Thunderbird and they looked like a natural fit.

Under the hood, Shelby added a strut brace, but the real magic was in the big dose of horsepower and torque. The standard GT500 came with a 428 rated at 360 hp while the GT500 KR, for King of the Road, packed a 428 Cobra Jet with high-flow heads that are immediately recognized by their four manifold bolts per exhaust port. The Cobra Jet was rated at 335 hp, but that wasn’t fooling anyone, the King of the Road was a serious performer and its output was likely in the low 400-hp range, on par with the high-performance 7.0-liter V-8s of competitors. Its valve covers proclaimed “COBRA LE MANS” to highlight Ford’s triumph over Ferrari, just in case anyone had forgotten the back-to-back wins in 1966 and 1967 with the FE-powered GT40.

This candy apple red GT500 from Hagerty member Billy Espich is a great example of the more muscular Shelby. It has its original engine, suspension, and interior, and is a virtual time machine with original assembly markings on the undercarriage. It’s equipped with a four-speed manual transmission and has a limited-slip differential to help make the best use of its tire-frying torque. The unrestored car has just a few traces of rust under the carpet and is missing its air conditioning system, although is almost totally complete otherwise. Espich has done some work to undo a few modifications, including a return of the correct 1968 intake manifold, but the original carburetor has been replaced with a functionally identical Holley.

Espich is asking $175,000 for his GT500 KR, which puts the price between #1 (Concours) and #2 (Excellent) value. This could be a great weekend driver for the Shelby fan looking for the right muscle car to prowl the streets for 427 Corvettes or Hemi E-bodies.

The post The GT500 KR “King of the Road” was the Shelby for the street and strip appeared first on Hagerty Media.

A base 2022 Mustang with the 2.3-liter Ecoboost four-cylinder engine, a manual transmission, and one option—premium floor mats—priced on Ford’s configurator lists for $29,710, including $1395 in shipping and a $645 “acquisition fee.”

Are you sure you wouldn’t like a vintage Mustang for under $30,000?

We’ve listed a half-dozen here available on Hagerty Marketplace. See if one of these tickles your fancy.

1973 Ford Mustang

The 1971–1973 Mustangs have gotten an unfair rap for being, well, a little bulbous compared to the slicker 1969 and 1970 models. If you’re just looking for a stock cruiser, this ultra-clean, yellow 1973 Mustang convertible is awfully appealing: second owner, 46,000 miles, the proper Magnum 500 wheels, and a 5.0-liter V-8, which produces an EPA-strangled 136 horsepower but will still make the right noises. A nice Sunday afternoon ride for $16,000.

1999 Ford Mustang SVT Cobra

One owner, 61,000 miles, some performance modifications such as a Superchip, Kenny Brown suspension components, 18-inch Ford Racing FR500 wheels, Eibach springs, and an Optima battery. It all adds up to a very nice, well cared-for, manual-transmission 1999 Ford Mustang SVT Cobra convertible for $18,000, if you don’t mind what is likely a stiffish ride on rough pavement. The sticker shows an original price of $32,000, by the way.

1966 Ford Mustang

Yes, this 1966 Mustang needs a little work—the owner says it has basically been sitting since 2019, but it supposedly runs well, though it likely needs a tune-up and a new rear seal in the transmission. Mileage is unknown, but that really doesn’t matter much with a car this age.

Yellow with a black vinyl top, Magnum 500 wheels, a very clean interior—we’d guesstimate this one in #3, or “Good,” condition, and since Hagerty values such a base Mustang V-8 coupe at $23,800, this price of $25,000 is pretty close to the target.

1968 Ford Mustang convertible

“Not a show car or trailer queen but a very reliable, nice weather cruiser,” says the 28-year owner of this 1968 Mustang convertible, with a V-8 and an automatic transmission.

The car was repainted 15 years ago, and some of the interior has been redone, including upholstery. Red with a black top—an appealing color combination. A solid car with good bones, and like the owner says, “Enjoy it as it is, or invest small amount to have a great car.” The price is $30,000, a bit under the Hagerty #3 condition value.

2000 Mustang GT (Saleen S281 Speedster)

If you’re looking for a little extra performance and a lot of extra flash, this 2000 Mustang GT convertible with the Saleen S281 Speedster package in a rare, one-of-one “Sunburst Gold” exterior and black leather interior (it’s confirmed by Saleen) might be up your alley.

This 281 Speedster (281 is the displacement, in cubic inches, of the 4.6-liter V-8) is a lifetime California car with only 28,000 miles. It has Saleen bodywork, Saleen chrome wheels, a hard-shell tonneau cover and a roll bar. It has minor blemishes inside and out, but otherwise is exceptionally well turned out. It comes with a clean CarFax for $26,000.

1993 Mustang GT

The like-it-or-leave-it bodyside cladding was a mark of the 1990s on multiple vehicles, including this 1993 Mustang GT convertible, the last year of the Fox-body style.

This car, nicknamed “Sheba” by the owner, has 59,000 miles and everything on it works, including the fabric top. There are no photos of the cloth interior, but it is said to be “in very good condition.” The 5.0-liter engine and five-speed manual transmission have a reputation for durability. Priced under the Hagerty “Good” condition value of $14,800.

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The post A new Mustang lists for $30K. Would you rather have a vintage one? appeared first on Hagerty Media.

Whether it’s a customized 4×4, a hot-rodded two-wheel-drive street truck, or a nice survivor, 1967–1972 GMC/Chevrolet pickups have long been popular with collectors and hobbyists. My most recent browsing session on the Hagerty Marketplace classifieds turned up this 1972 GMC 1/2-ton. It’s more of the hobbyist sort of truck—seemingly both used and cared for—and I dare say it’s now at the top of my holiday wish list.

First off, the classic body style is an obvious win. The GMC grille, with its quad lights, is a bonus. These trucks used a trailing arm rear suspension with coil springs, which offered surprisingly good handling and a nice ride. Its eight-foot-long, wood-floored bed offers a ton of utility, as well. The fact that it’s painted light tan and copper is just a slam dunk, not to mention sure to impress Brown Car Appreciation Society card-carrying member (and Hagerty senior editor) Sajeev Mehta.

Inside, the upholstery on the bench shows some wear but nonetheless appears fully serviceable, and the gold carpet was recently replaced. That brings up another thing to love about this generation of GMC pickup: several companies make replacement panels, carpet, upholstery, and trim. Access to such interior goodies makes this pickup a great project to poke at around the shop. Restore? Modify bit-by-bit as the need or desire arises? Sure, or just drive as-is until something needs attention.

Similarly easy to service, the drivetrain of this truck is ready for anything. It’s equipped with a Turbo 350 three-speed automatic and Chevy 350 small-block V-8, which was the top small-block offering in 1972, only eclipsed by an optional 402 big-block. We don’t need to extoll the virtues of a Chevy small-block, particularly the 350, which has got to be the most widely produced of all Gen 1 V-8s … but we will anyway! The ubiquitous engines are easy to take care of and there are scores of parts available from the factory and aftermarket to help you build whatever motor your want, be it torquey truck mill or high-powered drag motor. This one is equipped with an Edelbrock carb and appears stock otherwise, but that’s not stopping us from daydreaming about a Vortec cylinder head swap and a roller cam to wake things up a bit.

With an asking price of $12,500, it’s above the current #4 (Fair) value, but well below the #3(Good) value of $20,800. The truck is a bit weathered but far from worn out, and the paint is far better than we would expect for such a workhorse. A little buffing might bring out even more shine. I’d certainly love to see this in my driveway, so I’m sure its next owner will feel the same.

The post All I want for Christmas is this 1972 GMC pickup appeared first on Hagerty Media.

From the 1949 overhead valve V-8 engine influenced by Charles Kettering to the modern LT4-powered Blackwing cars that were essentially four-door Corvettes, Cadillac has always looked to outperform the competition when it comes to what’s under the hood.

In many ways, the arc of the Cadillac V-8 is a fitting embodiment of Theodore F. MacManus’ now-famous 1915 Cadillac ad, simply called “The Penalty of Leadership.” Not every engine innovation was a smashing success, but you’d be hard-pressed to knock the marque for resting on its laurels for more than a few years at a time.

Throughout numerous periods in the 20th century, folks bought a Cadillac because they had come to associate the brand with the idea of “class-leading” engines—whether that was actually the case or not. Let’s take a quick look at the best (and worst) of Cadillac V-8s, as illustrated by five examples found on the Hagerty Marketplace.

1951 Cadillac Series 62 Sedan

Asking price: $13,800

The 1949 Cadillac ushered a new era of overhead valve (OHV) V-8 engines with the 331-series engines. (Yes, Oldsmobile released its 303-cubic-inch Kettering/Rocket V-8 in the same year, so it isn’t terribly unique.)

What made the 331 truly special was that it reached production at a time when flathead- and overhead-cam engines were the standard of the world (sorry) and took them all to school. The 331-cubic-inch Cadillac OHV motor was much lighter than the L-head, side-valve V-8 it replaced, with a superior powerband to boot.

A fine example of the 331 sits under the hood of this 1951 Series 62, which has remained mostly original thanks to being owned by a single family for its entire life. That one family stored this Caddy in a Detroit suburb for 45 years, but the listing states that it runs and drives thanks to an ignition tune up and a revitalized fuel and cooling system.

There’s a new battery and refreshed brakes, but the interior looks like it hasn’t been touched for decades, looking just as good as it did back in the 1950s!

1976 Cadillac Eldorado convertible

Asking price: $27,500

While the original 331-series did undergo a significant revision in 1963 with the debut of the 390-series, the new, larger engine wasn’t a clean-sheet redesign. That would arrive for the 1968 model year, which heralded the debut of the 472-series engine.

By the late-’60s, the power and displacement wars had reached a fever pitch in the luxury segment. Chrysler had a 440-cu-in big-block, and Lincoln went all-out with a unique 460-cu-in mill. Although the 472 topped both competitors from the outset, Cadillac went full mic-drop in 1970 when it punched the 472 out to a full 500 cubic inches of displacement.

Is the 500-cubic-inch mill the definition of “peak Cadillac,” and is the last factory-made Cadillac convertible the best place to enjoy said engine?

I’d like to think so, and this white-on-black example is a nice change from the white/red scheme found on the famous Bicentennial Edition. Not to mention this one has the original 500-cu-in engine, which was rebuilt 12 years ago and retains its fuel injection system.

According to the listing, the brakes have been refreshed and upgraded with bigger calipers, and a host of wear items (from wheel bearings to belts) have already been sorted out. The only flaw appears to be a need for refreshed cosmetics: Fresh paint and some rust repair might be in order.

No matter, this is about as subtle as you could get for a topless flagship before the entire genre met its maker the following year. That swan song identity is becoming more and more desirable to folks who love the automotive Malaise Era.

1987 Cadillac Allanté

Asking price: $7200

If you’re reading this article, you probably already know how badly the HT-4100 “High Technology” series of engines tarnished Cadillac’s reputation. But the initial 4.1-liter motor was improved significantly over the years, and many of the issues were resolved by the time that the Allanté roadster debuted in 1987.

One of the biggest improvements was the addition of port fuel injection, as seen on the Allanté from day one. The HT-4100’s performance and reputation continued to improve with the addition of a 4.5-liter version in 1988 and a 4.9-liter version in 1991.

Everything that made the Allanté so special presents well on this example, and the conversion from full leather seating to a period-correct leather/cloth arrangement looks absolutely fantastic.

The seller’s assertion that this Allanté is “above average” sounds fair, as the photos and the recent work (tune up) combined with honest assessments of flaws (A/C needs a recharge, tachometer light went out, audio amplifier quit working) is nice to hear in a world of half-baked online descriptions.

1993 Cadillac Allanté

Asking price: $17,500

We previously went into detail about the last year of Allanté production, and the performance benefits over previous models is clear for all to see. One such improvement was replacing the HT-series of V-8 engines for the now-familiar Northstar V-8 with four camshafts and 32-valves in its arsenal.

Unfortunately, the Northstar’s legacy of questionable durability has also done the Allanté no favors. That said, this example with only 49,000 miles and a strong service history isn’t likely to fall victim to the problems that plagued more approachable Cadillacs with this engine.

This Allanté looks as clean as the mileage suggests, and includes new Michelin tires (on period-correct Seville wheels?), Arnott shocks (to replace the original electronic units that are now difficult to find) and even new components to restore the cruise control and power antenna.

There’s also a full set of repair manuals, which never hurts to have lying around—even in the internet age.

2017 Cadillac CTS-V

Asking price: $75,000

Sadly we didn’t have an example of Cadillac’s 4.2-liter, twin turbocharged CT6-V amongst our ranks. That motor, called the Blackwing, met a tragically early end for reasons we may never fully understand.

Instead, we found this snarling 2017 CTS-V with just 12,700 miles on the clock to make up for it. Let’s face it, isn’t the small-block, pushrod OHV engine design of the V-series more true to the 1949 original than anything else Cadillac could come up with?

In our eyes, the answer is most certainly yes.

This 2017 CTS-V proudly sports GM’s 6.2-liter supercharged LT4 V-8, which made 640 horsepower from the factory. The aftermarket conical air filter might net a couple more ponies, because when is more not better? Thankfully, road rash from all this speed is less likely thanks to a paint protection film.

The seller states this automatic-equipped CTS-V was color changed to a Mercedes-Benz Sunburst Yellow, and comes with a clean CarFax to prove a history free from collision repair.

While the definition of a Cadillac flagship V-8 has changed since 1949, it’s clear that the brand has plenty of performance to offer its most loyal fans.

The post 5 V-8s that reveal Cadillac at its best (and worst) appeared first on Hagerty Media.

If the best time to buy a winter coat is in the summer, perhaps, the best time to purchase a race car is during the winter. Regardless of whether this logic follows, we visited the Hagerty marketplace to see what they had in the way of go-fast rigs and compiled a list of drag strip racers (and one bonus car) for you to peruse.

After all, race cars—like chocolate cake or a good book—never go out of style. (I realize that I may be biased.)

1965 Plymouth Satellite

Drag racing fanatics are sure to recognize the words “Color Me Gone” painted on the doors of this 1965 Plymouth Satellite. Back in 1960s and ’70s, Michigan drag racer Roger Lindamood was a venerable threat on the quarter-mile in a similar Satellite.

Prior to making the leap to full time racer, Lindamood was a transmission specialist for Chrysler. According to drag racing historian Phil Burgess, Linadmood was influential in helping another Detroit-area Mopar team, the Ramchargers, switch from manual transmissions to automatics. Thus, the tribute Satellite for sale, here, has a 727 Torqueflite automatic. The gearbox is mated to a 528-cubic-inch Hemi built by Godfather Racing.

A full roll cage, Mikey Thompson race slicks, and a removable Ram Air hood complete the strip-ready appearance. Though, it’s not just for show. Lindamood’s son raced this car professionally as recently as 2012, and the car comes equipped with a B&M ratchet shifter and Hurst line lock (for supremely smokey burnouts).

Should you wish to transform the Satellite back to a more reserved appearance, all glass and all trim are included in the sale. But why would you? Instead, take it to a local strip and say “Color me gone.”

1993 Dodge Dakota

If you’ve ever wanted a 12-second drag car, this truck might be an excellent place to start. Built for NHRA Stock Eliminator competition, this Dodge Dakota features a dragstrip-ready 318-cubic-inch V8. “I never thought a 318 would have the potential that this Dakota has displayed,” says the seller who has owned the Flame Red pickup since 2004. Since then, they’ve taken the truck down the strip eight to ten times. Front discs help bring the whole show to a stop.

For $21,500, you can own the Dakota with its current 904 Torqueflite automatic transmission. In addition to the pickup, the seller is also selling a new lightweight 904—which, by their estimations, will propel the rig to 12.30-second elapsed times. Regardless of where the truck lands on the time sheets, these 1990s minitrucks look like a hoot at the strip.

1957 Chevrolet 150

The Dakota seller seems to have the market cornered on streetable race cars. Listed from the same stable, this 1957 delivery wagon is powered by a “fresh” 355-cubic-inch small block Chevy. Its seller is in the process of transforming a cruiser into a drag racing Junior Stock competitor, a tribute to their father who started racing in 1964. A Muncie four-speed, Hedman headers, and Cragar SS wheels help round out the image of this American Graffiti-era wagon. It also comes with a barrel of aftermarket parts—some installed, some outside the car—such as CalTrac tractions bars, tubular A-arms, Calvert shocks, and a chambered exhaust to be hung this week.

According to the seller, this Arizona car is rock solid. Should you have the dough, this card-carrying member of the Bowtie brigade would make a perfect stoplight thumper befit for Woodward and retro drag racing alike.

1965 Ford Mustang Pace Car

This is not a race car, nor is it complete. It is worth mentioning for our pace car collectors out there. This 1965 Mustang is in the middle of a full subframe-off restoration, and the seller wants you to take over the project. According to the listing, the bodywork is almost complete, and, from the pictures, we can see the pony taking shape on shop stands.

Of the 180 Mustang pace cars produced this year, only 66 are registered. Should restoration see completion by the next owner, it’s sure to lead the pack at any car show or race track.

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The post These 3 drag racers are ready for the strip appeared first on Hagerty Media.

There are a lot of great brands and models that fall under the Mopar umbrella. There are trucks, SUVs, sports cars, and of course, muscle cars.

We took a quick look around Hagerty’s Marketplace to find some interesting rides that we’d consider adding to our stable. Here are five, each from a different Mopar brand, that we spotted.

Be careful, though—once you have one Mopar, you’re surely gonna want to add another to the stable. That’s just the way it is.

1966 Chrysler Newport

Asking price: $8800

We could hardly think of a better vehicle for a family road trip than this gigantic, big-block-powered Newport. The mellow, metallic green is practically the official color of late-’60s and early-’70s cruisers from the Big Three and it looks fantastic with the gray Torq Thrust–style wheels.

Inside, the ’66 Chrysler’s fan-shaped gauge cluster is a sculpture and its twin bench seats and column shift allow for plenty of room for everyone. This car was originally powered by a two-barrel version of Mopar’s 383 big-block V-8, but it has been treated to a new intake manifold and carb for better breathing. The engine wears them proudly.

1974 Jeep CJ-5

Asking price: $13,900

The CJ-5 was the shorter-wheelbase predecessor to the CJ-7, the 4×4 that evolved into the Wrangler. Although it has some modifications and upgrades, this resto-modded CJ still keeps things simple with its carbureted AMC 304 engine and three-speed manual transmission. Its 29-inch tires aren’t very tall compared to those on a lot of modern Jeeps, but this ’74 is also a bit more compact and would make for a fun, maneuverable runabout and trail rider.

We can practically hear the little V-8 rumbling through its headers already.

1993 Dodge Dakota

Asking price: $21,500

This truck hauls more than just groceries. If you’ve been waiting to dip your toes into drag racing, perhaps this turn-key NHRA Stock Eliminator Dakota is your ticket into the sport.

Its 318 small-block uses a dual-plane intake and looks rather traditional, but there appears to be a set of fuel rails that give the drag racer multi-port fuel injection. Its best elapsed time is a respectable 12.47 seconds with a trap speed of 105 mph, suggesting that the Dodge launches very hard and makes good use of its available power.

1972 Plymouth Road Runner

Asking price: $30,000

It doesn’t get much better than a Mopar muscle car in a High Impact color.

These fuselage-body Road Runners bridged the end of the muscle car era and by 1972 were no longer available with 426 Hemi power. Instead, they brought 340, 400, and 440 V-8s to the table, each with a four-barrel carb.

This Limelight Roadrunner is not wearing its original color, but it does come with a correct, numbers-matching 340 small-block V-8 that makes it lighter up front, a setup that’s perfect if you’re after a more nimble ride and a pro-touring build is your goal. Of course, the 340 has lots of performance heritage and potential as well.

1969 AMC Javelin

Asking price: $18,000

AMC was purchased by the Chrysler Corporation in 1987, so this is a retroactive Mopar.

AMCs tend to be accepted as part of the Mopar fold, however, so you would probably be welcomed with open arms at most shows. Maybe they’re included because both AMC and Chrysler had 360 V-8s, or maybe it’s because AMC was also willing to give its muscle cars wild paint colors.

This piece of AMC pony car history doesn’t have a monster engine or flashy graphics, but it does appear to be well-preserved as it still has its original engine and upholstery. The early Javelin has elegant, sporty lines that embody American style and this beautiful machine would likely be the only one of its kind at just about any car show you’d take it.

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The post Catch Mopar fever with these five finds $30K and under appeared first on Hagerty Media.

WARNING: The following article includes major project-vehicle enabling by someone who can hardly finish a box of cereal.

As frosty conditions and snow tires become more frequent sights, plenty of enthusiasts are tucking their collectible vehicles in for the winter, readying them for a couple of months of storage. This is also the season when procrastination ends and projects can once again get underway, as there are long stretches of time perfectly suited for uninterrupted wrenching.

Perhaps you don’t have a classic car—or you do, and it’s been complaining of loneliness. Picking up a winter project can benefit sellers who don’t want to store an undriven car over the winter as well as buyers who will have the time to make the vehicle roadworthy.

We visited the Hagerty Marketplace to find vehicles that could be transformed over one winter (depending on your skill level and investment) and did some daydreaming to come up with the projects we’d tackle.

Here are five of our project-car frontrunners.

1963 Chevrolet Corvair

Asking price: $5900

The listing for this solid coupe notes that the door cards could use some freshening, so this rear-engined runabout would likely just spend the winter getting some cosmetic upgrades to the interior as well as a good detailing.

The resprayed paint is said to have some flaws as well; maybe there’s enough to allow some of the orange peel to be wet-sanded and buffed back to a good shine. If not, this sporty little Chevy still looks like a heap of fun for backroad jaunts next spring.

1993 Ford Mustang

Asking price: $14,800

Since this Fox-body looks remarkably clean, we’d be tempted to leave it as is. However, we know we’d still spend the winter combing through eBay and various Mustang forums trying to scrounge up the perfect mid-’90s 5.0-liter speed parts to dress up the engine bay and get the small-block some additional performance with the right day-two looks. Perhaps we’d visit a wrecking yard and liberate a set of GT40 cylinder heads from an Explorer for a stealthy performance upgrade that’s still OEM Ford.

The aftermarket has not been slacking on Fox-body suspension, so we’d keep our eyes open there as well, with the goal of building a car that still looks appropriate for the era but performs a bit better.

1974 BMW 2002

Asking price: $17,500

Watching vintage racing has really put the BMW 2002 into the forefront of our minds, and this Teutonic two-tone had us from the moment we first saw it.

Unfortunately, there are some problem areas as the seller detailed several spots where rust is bubbling up. With this nimble two-door in-hand, our winter would be spent perfecting the art of trimming patch panels and MIG-welding them in place. Of course, a new paint job would be in order, and we’re not sure if we’d keep the Malaga and Pepper White two-tone or choose between the two for a more understated look. What say you?

1964 AMC Rambler wagon

Asking price: $6500

We’re already suckers for wagons. Throw in the fact that this one’s from an orphan brand and we are pining even more.

The bodywork on this long-roof Rambler looks to be rather straight, although the paint, or what’s left of it, is losing its battle to the elements. If you’d like to brush up on your spraying technique, this would be a good candidate to strip down and coat in primer/sealer, provided you’ve got a place that would be warm enough to serve as a spray booth.

As for the powertrain, we think that AMC’s venerable 4.0-liter inline-six would make for an excellent upgrade while keeping things in the AMC family, although we wouldn’t say no to a 360 V-8, either.

1974 Dodge W200

Asking price: $7800

There’s a whole lot of potential in this 3/4-ton 4×4. Apart from taking on any chore you could throw its way, this could be the platform for a great adventure vehicle.

The 440 V-8 that’s been swapped in could be treated to a mild roller cam and an aftermarket dual-plane intake to really emphasize the mid-range power of the big-block, while the rest of the effort could be put into filling the bed with camping gear. If you pray to the Craigslist gods, perhaps a vintage camper shell will find its way onto this 4×4 and help make it a retro overlander, previously known as a “hunting rig.”

The listing notes that the bodywork is not the best, so perhaps keeping this former DOT truck as a workhorse in one of these roles is the best option.

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The post 5 projects to keep you busy over the winter appeared first on Hagerty Media.

The Hagerty Marketplace is filled with lots of powerful muscle cars, sleek sports cars, and vintage SUVs that are sure to become the jewel of some devoted owner’s collection. However, our daily drivers are often utilitarian, and sometimes there are jobs that our prized cars just aren’t cut out for. Here are a handful of affordable vehicles that we on the media staff would consider adding to our own fleets to fit various winter roles.

1972 Datsun 510

Asking price: $4000

We’re not going to pretend that a 50-year-old Datsun makes sense as a winter driver. But, after visiting some vintage races at Laguna Seca, we’ve been bitten by the 510 bug. $4000 is about right for a car in #4 (Fair) condition, and this one has more than its shares of bumps and bruises. Those imperfections make that price seem a tad high, but on the other hand it does have a 2.0-liter engine swap from a Datsun 610, making this a bit of a muscle car. Maybe. If we squint just right we can see it in vintage rally livery that makes those dents look like battle scars. Ice racing, anyone?

1991 Mercedes 300D

Asking price: $4000

This beige beauty, powered by a five-cylinder diesel, has racked up nearly half a million miles, although it seems to have survived them quite handily. The owner notes it does look like the 300D needs a paint job, as the clearcoat is failing on many of the car’s horizontal surfaces. If its past is any indication, this Benz could be one in which to rack up the winter miles without worry. After all, it’s not like another 100,000 miles is going to hurt its resale value.

1992 Volvo 240

Asking price: $4500

Volvo’s long-lived 200 Series was built for nearly 20 years before it was discontinued in the United States in 1993, making this ’92 model one of the last of the breed. These Swedish standbys were built in huge numbers and have a reputation for reliability and simplicity. Their staid design has become both endearing and iconic, and this one looks pretty darn good in seldom-seen red paint. It has survived 30 years of service relatively unscathed, and with only 150,000 miles, this brick has plenty of life left in it. And if the 2.3-liter four-cylinder does start acting up, there’s plenty of room in the engine bay to upgrade.

1984 S-10 Blazer

Asking price: $5000

Chevrolet’s entry into compact SUVs in the 1980s, the Chevy S-10 Blazer, came out to battle Ford’s Bronco II, and we’ve got to say that its styling has aged a bit better than its Blue Oval rival. OK, truth be told, your author is biased because a 1986 4×4 model was his first car, which served valiantly through high school and into college.

Chevrolet’s 2.8-liter V-6 was never a powerhouse and is only adequate in these compact SUVs, but the overall package was pretty well thought-out and nimble. This one has plenty of blemishes, but they just make the rough-and-tumble little 4×4 ready for splashing around in inclement weather. You’d be hard-pressed to find a 4×4 that’s more affordable.

1985 Ford E-150

Asking price: $5500

If you’ve got a winter project in your garage, you may need to haul some bulky parts. How about this simple, utilitarian, 302-powered Ford Econoline that keeps all of your gear both secure and out of the elements? We don’t have enough time to extoll all the virtues of vans, although we will point out that this one doesn’t cost a whole lot more than a camper shell for a pickup.

We’ll always find a way to rationalize a vehicle purchase, especially when it has a V-8.

1979 GMC K2500

Asking price: $5500

We’re not sure what the current owner calls this 3/4-ton 4×4, but we think the blue beast of burden would make an excellent “Babe.” Aspiring Paul Bunyans, take notice: Even its wooden stake sides are painted to match.

The drivetrain consists of a crate replacement Goodwrench 350 V-8 and a four-speed manual with a “granny” low gear. Although not mentioned, its transfer case could be the famously burly NP205, which would make GMC a seriously stout work truck for just about any job you could throw at it.

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The post 6 winter workhorses under $6000 appeared first on Hagerty Media.

Even though the brand has been retired for more than 12 years, Pontiac fans are still loyal and make up a big portion of the muscle car and classic car market. We have several Pontiac owners on the Hagerty media and valuation staff, so the watercooler chat frequently includes mentions of Poncho project cars and potential future project cars thanks to the Hagerty Marketplace. We skimmed the listings to find some prospects that span a wide variety of enthusiast niches, from light and sporty coupes to big and comfy cruisers. Being realistic, we started with the most affordable and worked out way up. Which one of these five, each under $20,000, is your kind of driving excitement?

1977 Pontiac Trans Am

Asking price: $6500

Yeah, this one’s rough, and it doesn’t have an engine, but bear with us. This is a real Trans Am and its asking price of $6500 could make it a good place to start on the ’77 Trans Am of your dreams, especially if numbers matching isn’t your bag. Want to build a Bandit tribute? Here it is. Looking to welcome the aftermarket with open arms and build a Pro-Touring beast to conquer canyon roads and your local track? This could be the one.

1985 Pontiac Fiero

Asking price: $8,000

GM’s first production mid-engine car, the Fiero was billed as an economical commuter but its light weight and mid-engine design naturally made it a fun driver, too. This well-preserved 1985 model is equipped with the largest, most powerful engine option, a 2.8-liter V-6. GM’s 60-degree pushrod V-6s of the era weren’t known for incredible performance, but the Fiero made the most of it. We love the red and tan combo here, and just know it would look amazing at RADwood. We’d find every excuse we could to get behind the wheel of this little beauty of it found its way into our collection.

1968 Pontiac Grand Prix

Asking price: $10,000

We’ve always advocated for late-’60s and early ’70s full-size coupes. Many of them had great lines and came with the same burly V-8s that turned mid-size coupes into muscle cars. This 1968 Grand Prix is a great example, as it packs a Pontiac 400 V-8 behind its stylish perimeter grille and hidden headlights. The engine bay is almost as clean as its white-upholstered interior and the asking price is right at the current #4 (Fair) value. This was the last year for Grand Prix on GM’s B-body platform, but the chassis lived on well into the 1990s and saw lots of suspension and brake upgrades over the years, so OEM plus modifications are a piece of cake.

2007 Pontiac Solstice GXP

Asking price: $15,000

The Solstice created quite a buzz when it was launched, with its design translating nicely from concept to production. It sold well and received solid reviews thanks to its spirited handling and solid grip. While its 2.4-liter naturally aspirated four-cylinder base engine wasn’t anything special, the GXP model received a direct-injection 2.0-liter turbo four good for 260 horsepower that gave the compact roadster a solid shot of performance. GM Performance Parts also offered a warranty-backed Stage 1 kit that included a MAP sensor and a tune to add 30 more ponies and a boatload of torque for those that wanted to really surprise the pony cars of the era. This GXP comes with relatively low miles and some fitted luggage, which is good considering the convertible’s strange trunk situation. It’s an awful lot of top-down fun for $15,000.

1972 Pontiac Grand Prix

Asking price: $18,000

Pontiac moved the Grand Prix to a long-wheelbase version of the A-body platform in 1969, giving its personal luxury coupe unique proportions. Chevrolet would follow suit with Monte Carlo in 1970. Like the Monte Carlo, the Grand Prix would offer upscale interiors and some powerful V-8 engine options. This clean example is powered by a 250hp version of Pontiac’s 400 V-8 and its interior, chrome, paint—possibly Lucerne blue—and vinyl top look to be in great condition. This one needs nothing, so if you’re looking for a turn-key cruiser it might be your best bet.

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The post 5 potential Pontiac project cars under $20K appeared first on Hagerty Media.

Hagerty has created a new trusted, easy-to-use platform to buy and sell enthusiast cars at auction, via the online Hagerty Marketplace. The first 10-car capsule joining the platform includes a variety of vehicles and price ranges, with everything from a 1963 Ford Fairlane 500 Squire Wagon to a 2019 Ford GT.

What makes Hagerty’s Marketplace auctions unique? It’s the way that team members assist in the process from beginning to end. Sellers will work with the Hagerty Marketplace research team to craft the written description and curate photos for the listing. From there, the Hagerty Marketplace auction team will provide experienced support with pre-sale and post-sale logistics, including facilitating payment and transfer of ownership. Each buyer will provide a government-issued identification and credit card before bidding, ensuring that real enthusiasts are behind each bid. Each week will feature a new group of collector cars up for auction.

“Over the past few years, the collector car industry has seen exceptional growth in demand for online car auctions, driven by the convenience of bidding from practically anywhere,” said Kenneth Ahn, President of Hagerty Marketplace. “But when car collectors are buying and selling five, six, or seven-figure cars online, we believe there are areas for significant improvement over the status quo. Our goal is to provide an online auction platform that is differentiated by trust, with unparalleled level of service and data-driven expertise. We are excited to launch Hagerty’s Marketplace online auctions and we are committed to continuing to innovate and grow along with this emerging market.”

Why Hagerty Marketplace online auctions?

Unlike other online auction sites, Hagerty’s support does not end once the bidding is complete. Our trusted brand will handle payment and transfer of ownership, making this a hassle-free way to buy and sell the most sought-after vehicles.

Every vehicle listed is selected by experienced car specialists and all titles are verified by our team. All consignors and bidders are validated with government-issued identification for a safer, more secure auction experience. In other words, Hagerty does the heavy lifting for buyers and sellers alike.

Registering to bid is free and more information on how to register to bid and sell on Hagerty Marketplace online auctions can be found at the Hagerty Marketplace website. This online auction platform offers a uniquely safe, trusted buying experience WITH post-sale support for ownership transfer and payment facilitation. Submit your car for consideration here. Questions? Email marketplace@hagerty.com.

In addition to the new online auctions, in August Hagerty acquired Broad Arrow Group (an auction and asset-based financing specialist), whose team hosts in-person car auctions. Broad Arrow will work in tandem with Hagerty’s online auctions to provide more options and opportunities for car collectors and enthusiasts to buy and sell collectible cars.

Cars currently listed on the brand new Marketplace online auctions:

1968 Ford Mustang GT/CS California Special

A lot of Mustangs claim to be “rare” and “collectible,” and even though they built millions they are still among the most popular classic cars. The GT/CS California Special was only made for seven months and only sold on the west coast, making this Mustang stand out in a very crowded field. This is a Mustang that attracts attention wherever it goes. With input from Shelby Automotive Inc, a V-8, a limited run of about 4000 cars, and this example’s largely unmodified status, this pony is truly collectible. Bid here. 

• Two owner car prior to current ownership in 2022
• Original assembly line quality control ‘X’, ‘OK’, and check mark stamps
• Previous owner commissioned engine out reseal with request to retain originality where possible

2019 Ford GT

One of Ford’s most anticipated and dominant vehicles began life as a secret project influenced by the desire for victory in racing. Much more than an act of nostalgia, the second-generation GT was a carbon-fiber supercar with its eyes on Le Mans. Every design element was built to maximize downforce, minimize drag, and boost efficiency. The reworked 3.5-liter EcoBoost engine generates 647 hp and can hit 60 mph in under three seconds. Ford even hand-picked who would get to own the 1350 examples made and implemented an aggressive anti-flip contract. This is an example of a race car modified to be a road car. Watch a video of the car. Bid here. 

• Features optional extras totaling $117,500 including carbon fiber wheels and titanium exhaust
• Extended color palette: Avalanche Gray exterior costing $30,000
• Showing less than 8000 miles

1963 Ford Fairlane 500 Squire Wagon

The Squire was the most luxurious of the four-door wagons offered by Ford. The Squire Wagon featured power steering and brakes, a tailgate with a power window, a rear-facing third row seat, and the ability to fold the second seat into the floor producing a flat load space more than nine feet long. This example includes original documentation and a 289-cu-in crate motor. OFFERED WITHOUT RESERVE. Bid here. 

• Floor mounted four-speed manual
• Sport bucket seats
• Showing only approximately 55,000 miles

2000 Mercedes-Benz E55 AMG

The W210 generation of E-Class was released in 1996 and was major stylistic change from the decade-old W124 model before it. It has a curvy understated styling with elliptical headlamps yet can hustle to 60 mph in a mere 4.8 seconds (that’s faster than a Porsche 911 of the day). The E55 AMG was the top of the range for the E-Class and came with an AMG body kit, sportier suspension, and a 349 hp 5.5-liter V-8. OFFERED WITHOUT RESERVE. Bid here.

• Showing only approximately 55,000 miles
• Includes Mercedes-branded Motorola StarTAC integrated cellphone
• One of 2,500 E55 AMGs delivered to the U.S.

1990 Jaguar XJ-S Convertible

The design of this long, low cat lets you know it is special. The flared wheel arches, quad headlights, and long hood let you know this is an elegant yet powerful car. With legendary looks and performance, the XJ-S is a proper droptop V-12 grand tourer. The 292 hp 5.3-liter V-12 is a direct descendant of the engine used in the E-Types. OFFERED WITHOUT RESERVE. Bid here.

• Showing only approximately 66,000 miles
• Current owner has maintained it for 20+ years
• Clean Carfax

1992 Porsche 968 Cabriolet

The 968 was a front-engine Porsche featuring a 236-hp 3.0-liter that was the most powerful naturally aspirated four-cylinder engine available from Porsche at the time. It was an evolution of the 944 (but with a more modern look and additional standard luxury features), which traced its roots to the 924. The front-engine was mounted way back, and along with the gearbox in the rear, helped the 968 achieve its balanced weight distribution. The combination of speed, practicality, and low production numbers (4665 sent to North American between 1992–1995) make this car collectible. OFFERED WITHOUT RESERVE. Bid here.

• Single owner
• 17” 993 Cup 1 wheels
• Clean Carfax report

1988 Mercedes 560SL

In 1988, Car and Driver described the 560SL as “powerful” and “oozing prestige.” The magazine said it was the two-seat sports car that “seriously affluent Americans think of,” and with a base price of $65,780, ($165,000 today) the cost reflected that. The SL was often said to be built like a bank vault and had a 5.5-liter V-8 designed to run for hundreds of thousands of miles. The four-speed automatic with overdrive made it an effortless highway cruiser. It was a luxury car paired with a V-8 burble and featured a removable hard top or soft top. OFFERED WITHOUT RESERVE. Bid here.

• Showing only approximately 58,000 miles
• Includes the factory color-matched hardtop
• Original radio and automatic climate control

2004 Aston Martin Vanquish

The Vanquish offers upscale styling and feel paired with scorching performance and served as James Bond’s spy car in Die Another Day. This hand-built high-performance grand tourer with 460 hp was the flagship car for Aston Martin from 2001–2007. The V-12 Vanquish was more advanced than almost any production car at that time with a monocoque tub made of heat-cured aluminum, bonded with a carbon fiber central tunnel. Bid here.

• Base MSRP of $228,000
• Showing only approximately 35,000 miles
• Noted designer Ian Callum was responsible for the Aston Martin Vanquish’s looks

1992 Mercedes 300SL

Mercedes-Benz has a long history of producing popular two-seat sporty convertibles under the SL-Class moniker. This extremely low mileage 1992 300SL continues on the tradition of combining sporty touring qualities with comfort and quality. It’s a luxury cruiser with the smooth 3.0-liter inline-six. The R129 generation was released in 1990 and featured 229 hp, 201 lb-ft of torque, along with a power retractable soft-top. OFFERED WITHOUT RESERVE. Bid here.

• Showing only approximately 14,000 miles
• Recent major service completed in October including new tires
• Includes hardtop stand, tool roll, and original window sticker

1979 GMC Sierra Grande 25 Pickup

The third generation of the C/K trucks, often referred to as the “Square-Body”, was released in 1973 (lasting for 18 model years) and grew in size and features increasing use of these trucks as everyday drivers. This was the first generation of the C/K to be designed with the use of computers and wind tunnels leading to lower drag and improved fuel economy. This 3/4 ton pickup is ready for a new owner with air-conditioning, dual fuel-tanks, and upgraded Bluetooth head unit. OFFERED WITHOUT RESERVE. Bid here. 

• 5.7-liter 350 cu-in V-8 and three-speed automatic
• Seller reports a recent engine rebuild
• Newer tires with less than 1000 miles on them

The post Hagerty’s first online auctions begin this week with a variety of classic and modern cars appeared first on Hagerty Media.

What vehicle comes to mind when you imagine a hot rod? Some conjure up an image of a ’32 Ford coupe, others may go to a drag-race-prepped gasser, while others have an entirely different image that’s far from the norm. That’s the beauty of hot rods; they are entirely up to the builder to define. Here are five hot rods from Hagerty’s Marketplace that you could drive as-is or make your own. If one of the following vehicles made its way into your garage, what would you do with it?

1927 Ford Model T Roadster

Asking price: $20,000

This track-nosed T roadster is powered by a 2.8-liter V-6 pirated from a Capri. While it doesn’t have is the V-8 soundtrack; there’s not much metal to move around here. We’re sure it more than gets out of its own way. We especially love how the frame and body blend together nearly seamlessly, and the DuVall-style windshield is a great look for such a sleek, low ride. It features some fabulous scallops, but the color choice is a little too subdued in our opinion. Our very own Sajeev Mehta, brown car aficionado that he is, may argue that it’s a lovely rootbeer float of a combination, but we think that a racy roadster needs something a bit bolder.

1929 Ford Model A Roadster

Asking price: $32,000

This rather monotone roadster might not be an original Model A, but it is steel. Brookville bodies have a great reputation among hot-rodders, and this one looks fantastic. It has a ’32 grille shell and, hiding under those full fenders, is an independent front suspension. Its Chevy TPI V-8 dates it a bit, as those were the hot swap when those unique-looking engines were new in the ’80s and ’90s, but the overall package is still quite appealing. We’re sure that torquey engine would be a blast in such a small package.

1930 Ford Model A Sedan

Asking price: $17,500

A Ford Model A with a flathead V-8 is a quintessential hot rod. While a coupe or roadster would look racier, this sedan has a real Ford steel body, a ’32 grille shell, and a ’53 Ford flathead V-8 with a trio of what look like Holey 94 carbs atop an Edelbrock manifold. That’s not a bad collection of parts at all. It has an interesting look with its swoopy fiberglass front fenders, but it could also be the start of something entirely different. We see lots of potential here.

1956 Chevrolet 210

Asking price: $60,000

Tri-five Chevys make fantastic hot rods, and this traditionally flamed two-door certainly looks the part, almost like it rumbled in off the set of American Grafitti. The yellow and orange flames lick down the black body, and there are no emblems, trim pieces, or door handles to distract from the car’s clean lines. Of course, a hot rod needs plenty of performance, and this ’56 delivers there as well. Under the hood, you’ll find a Chevy 454 big-block decked out in chrome and topped with an Edelbrock intake manifold. That’s a lot more engine than any factory ’56 ever had.

1992 Jeep Cherokee

Asking price: $32,500

You probably didn’t expect to see a Jeep Cherokee in a list of hot rods, but when we were browsing through the Marketplace and came across this V-8 swapped machine we couldn’t deny that the hot rod label applies. This two-door Cherokee ditched its factory inline-six for a Chevy LS2 V-8 to more than double its power. Considering how light these unibody Jeeps are, 400 hp should be quite fun. The owner notes that the SUV spent most of its life in California and therefore wasn’t subjected to road salt, keeping the undercarriage from rotting away. If you’ve got an itch for a unique off-road plaything, this XJ might be the one for you.

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The early 1970s was a tough time for Detroit automakers. Amid the demise of the muscle car and the fuel crisis, glimmers of future brilliance shone through. There were major advancements in the areas of plastics engineering, computer-assisted design, and an increased usage of aluminum. Catalytic converters and other emission technology vastly improved urban air quality. Was 1973 the beginning of the end for American performance? Maybe, but the realities of the world forced car companies to think in new ways.

Emissions and safety ruled the roost in ’73, and we should be clear that the effects were disquieting. Bigger bumpers added weight in the wrong place (i.e. more mass at the end of the nose hurts handling), and emissions restrictions sapped engines of power output. It would take a decade for the benefits of new technology to enter the market (looking at you, 1982 Mustang GT) but there was a lot of simmering potential. Much of it appeared in the Oldsmobile Cutlass.

GM’s A-body platform and its various sedans, wagons, and “Colonnade” coupes (like the Cutlass) were extremely innovative. Colonnade is an architectural term referring to a series of pillars connecting a sleek roof, placed in harmony and providing a dramatic effect that couldn’t be replicated otherwise. General Motors had previously designed cars with A-, B-, and C-pillars (or sometimes a hardtop with no B-pillar), but the 1973 Colonnade cars employed just an A and a B. The big innovation was the revival of the classic Opera Window, albeit in newly radical form. The Colonnade cars were, after all, rather theatrical in the realm of hardtop styling.

The Cutlass’ styling creativity didn’t end there, as the mandated larger bumpers were cleverly finessed into the body. It was one of a few vehicles of the era with a spring-loaded grille, saving itself from a hydraulically-assisted front bumper, and for 1973 it boasted a pair of them. Note how designers wrapped them both down over the front fascia to continue the hood’s long lines. Details like this support the thesis that GM design superiority in this era remained in full force—all the more impressive given that it was the Feds dictating many of their changes.

If they had to be bigger and heavier, at least the styling could be bolder. GM designers got more comfortable with attention-seeking looks, leaning into the national discotheque that was the 1970s. Ford’s 1973 Torino/Montego twins would have killed for such an impressive upgrade, as their legally-mandated implementation was downright dowdy.

Changes under the skin make the Colonnade cars appealing, too. The most appealing of all 1973 Cutlass Colonnades was the Olds 4-4-2 and the Hurst/Olds. While more of a grand tourer compared to predecessor versions, these souped-up Cutlasses sported a handling package, unique trim, and a few engine choices: a 350-cu-in V-8 and a pair of 455-cu-in big blocks with either 250 or 270 (SAE net) horsepower. The latter was available with a four-speed manual, and it was the last year of a stick shift Hurst model. (The 4-4-2 came with downright revolutionary five-speed manual just four years later.)

Here’s where I’ll point out that the A-body benefitted from some serious Malaise-Era modernization. The implementation of steel-belted radial tires for higher-trim Colonnade coupes demanded significant refinements to the platform’s suspension design, which had long-reaching consequences in the GM lineup. Even better, all A-bodies for 1973 have suspension component interchangeability with the highly regarded B-body that came out in ’77, which makes them an underrated delight for modern hot-rodders. So yes, a ’73 Cutlass can take full advantage of the same aftermarket/OEM-plus upgrades available as the 9C1 Caprice and 1994–96 Impala SS.

One of the coolest tricks available for 1973 was the Hurst/Old’s optional digital tachometer. Unless you worked at NASA, computerized displays in your console were beyond rare in the early 1970s, not becoming an optional feature in Lincolns (Continental Mark V fuel computer) and Cadillacs (Seville trip computer) until the latter part of the decade. Hurst’s implementation measures engine revolutions in hundreds of rpm, providing granular data that will likely appeal to the most fanatical engine tuners of the time.

The W-30 model soldiered on for 1973, but thanks to ever-tightening emissions controls, it faded into more of a trim package. If the aesthetics still do it for you, then check out the W-30 1973 Olds 4-4-2 we found posted on Hagerty Marketplace. It’s finished in black and gold and sporting a Hurst automatic shifter to add more appeal to an already rare ride from GM’s rocket brand. (No, it isn’t a Hurst/Olds as it lacks those specific cosmetic upgrades.) The only thing more appealing would be an example with the 4-speed manual, but some of us prefer an automatic anyway.

This particular example comes with the cloth seats (which swivel for easier entry/exit), and looks to present the upgraded Cutlass “S” interior trim surrounding the Hurst-equipped goodness. The seller states this example has a pop-up roof, cold A/C, and it runs strong. The $21,500 asking price may raise some eyebrows, but that’s in line with our prices in our valuation tool for a similarly-equipped Cutlass Supreme in #2 (excellent) condition.

For anyone who enjoys a good Olds, an obscure example of the breed like this is pretty special. Hopefully, if you didn’t already, you have as much appreciation for the engineering and design efforts of this era as we do. With the 1973 Cutlass, 4-4-2 (and the Hurst/Olds), GM truly made a sweet, sweet lemonade from bitter lemons.

The post In the Oldsmobile Cutlass, Rocket-powered muscle collided with Malaise engineering appeared first on Hagerty Media.

Whether it’s a fun weekend cruiser or back-road runner, a manual transmission adds a whole lot to the driving experience. More direct engagement between driver and machine goes a long way. That’s especially true when our beloved collector cars are a tonic for the more clinical, modern daily driver.

In many cases, the personality of a car can shift considerably without a sluggish torque converter in the mix. A clutch and a third pedal don’t have to cost big bucks, either. No matter the number of speeds, we bet there’s something you can find out there that would make a fine next addition to your collection.

1997 BMW Z3

Asking Price: $8300

Whether you want to go top-town, top-up, or hardtop, this low-mileage Z3 has you covered (or uncovered)! The 1.9-liter roadster is finished in Boston Green with a well-kept beige leather interior and shows fewer than 100,000 miles on the odometer. Its flywheel, clutch, and pressure plate were apparently replaced about five years ago, and its slave cylinder was replaced about a year after, so it should have plenty of more miles of happy shifting yet to give. In this lightweight, four-cylinder roadster, the engagement from a manual is a key ingredient.

1974 VW/Corsair Stripper

Asking price: $11,000

According to the seller, this early ‘80s dune buggy is one of about 150 built by Corsair during the ‘80s. Those numbers make it rare, but the fact that it’s a VW-based dune buggy that isn’t trying to copy a Meyers Manx puts it in a completely different category. The unique concept behind the Stripper was that it used a steel tube chassis rather than lots of buggies that used a shortened VW Beetle floor pan as the chassis. The idea was that the car could be run on the dunes without the body as a sand rail, and the body could be installed for use on the street. We just like the way the swoopy creation looks, with its louvered rear hatch making a perfect late-‘70s and early-‘80s styling statement.

1988 Chevrolet Corvette

Asking Price: $11,500

C4 Corvettes are a bit underrated. They have clean styling, a competent chassis, pop-up headlights, and, most important, a digital dashboard. Who needs a mid-engine platform when you’ve got a digital tachometer that looks like it came from an arcade game? This 1988 Corvette has had significant maintenance, including a new clutch, pressure plate, and flywheel so that the next owner can enjoy shifting the 4+3 Doug Nash transmission for many miles to come. Most of the accessories and the serpentine belt is new, along with a new Magnaflow cat-back exhaust to help that Tuned Port Induction 350 sing. You could certainly spend a lot more money on a car that’s nowhere near as rewarding to drive.

1978 Chevrolet Camaro

Asking Price: $13,900

By 1978, the Camaro’s factory engine offerings weren’t much to write home about, with the top offering sputtering out just 170 hp. The body style was still quite sleek, however, making them just as good a project car as earlier second-generation Camaros. Luckily this car up for offer in Homestead, Florida, has a fresh 350 under the hood that replaced its 145-hp 305. Now with over twice the power, rowing the gears is even more fun.

Of course, we also have to mention the blue-on-blue, Canadian tuxedo look. We love it, and not just because Jay Leno is one of our writers. The paint has been refreshed, but that interior is original. We dare you to fight the urge to suit up in jeans and a chambray shirt when getting behind the wheel of this classic.

1989 Ford Mustang GT

Asking Price: $22,500

The lightweight Fox-body platform is like a Swiss Army knife and can be put into a variety of roles depending on the driver’s need. Their massive popularity and vast aftermarket of parts to choose from meant that they became the go-to chassis to build into a drag car, track toy, and everything in between. That also means that it has become increasingly more difficult to find clean examples of Mustangs from the ‘80s that didn’t turn into highly modified hot rods. Even this seemingly pristine example has been modified, in this case from automatic to manual transmission. However, if the right factory parts were used, and proper care was taken, this conversion could be seamless. We especially like this Cabernet Red over Titanium two-tone convertible because it does look like a well-maintained original as the interior as well as under the hood has aged quite nicely.

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Due to their popularity, long production life, and use of plentiful Chevy V-8 engines, Chevelles are some of the easiest ’60s cars to restore and maintain. If you’re in the market for a Chevy muscle car, then there’s probably a Chevelle that will fit the bill. From sporty to formal, and flashy to utilitarian, there’s a Chevy A-body that can get it done. We browsed Hagerty’s Marketplace to find five Chevelles (or Chevelle derivatives) that can serve a wide variety of roles and do so while looking like a million bucks.

1964 Malibu SS

Asking price: $47,500

Chevelle arrived in 1964 and marked the first year for GM’s intermediate A-body chassis that would underpin some of the most influential muscle cars of the era. This red-on-red convertible is powered by a 305 V-8, presumably from a later ’80s GM intermediate. So it may be a bit light on the muscle. Still, the small-bore small-block can still churn out enough power to get a mid-sized Malibu up to speed with ease, and, as the listing noted, this car is about cruising and being seen rather than all-out speed. The bright red paint looks amazing in the photos taken at the car’s current home in Miami, where the vivid hue contrasts nicely with the palm trees. With views like that, we’d take the scenic route with the top down.

1965 Malibu SS

Asking price: $30,000

Chevelle got a little more aggressive in 1965 with a new fascia and tail lights, as well as a major influx of muscle with the addition of the 396 big-block option with the fabled Z16 Malibu SS 396. This four-speed Malibu was originally powered by a 283, a far more common and far less powerful option. However, this metallic blue stunner is now powered by a 454 big-block and four-speed automatic transmission. It’s not a clone of the Z16 however, as there was no attempt to disguise the 454 as an earlier 396. Instead, the engine wears the air cleaner decal from the vaunted LS6 454 and is painted to match the exterior of the car, which sort of gives the big-block V-8 some Pontiac vibes. Besides the engine upgrade, the Malibu features Vintage Air A/C, power brakes, power steering, and an upgraded rear suspension from Hotchkis.

1968 El Camino

Asking price: $35,000

An El Camino is not a Chevelle in name, but it’s a Chevelle in spirit, so we’re not going to apologize for including one in our list. Early El Caminos looked more truck-like with their upright C-pillars, but Harry Bentley Bradley made a sure the second-generation of Chevelle-based El Caminos were significantly more stylized. Based on his custom-built 1964 El Camino, his design for the production 1968 El Camino featured sweeping C-pillars that mimicked those found on GM’s A-body coupes. The result, in our opinion, is one of the most striking coupe utility designs ever built.

This restomod ute features a host of replacement sheet metal and a few upgrades, including a Classic Performance Parts steering box, a Comp camshaft on its 1971 402-big-block V-8, and a deletion of the bed access panel to the “smuggler’s box.” That modification makes the bed floor smoother and removes the potential for leaks. It’s one more reason to leave the bed uncovered and use it for your minor hauling needs. We personally would find any excuse we could to run errands around town and put the four-speed shifter to good use. There are few better options for hauling muscle car parts than in the bed of a big-block El Camino!

1970 Chevelle SS 454

Asking price: $70,000

To many Bow Tie faithful, the 1970 Chevelle SS 454 is the quintessential muscle car. There were two versions of the 454 available in SS Chevelles in 1970: a stout 360-hp version, and the legendary LS6. With its Holley four-barrel, aluminum intake manifold, and solid lifter camshaft, it was rated at 450 hp. That made it the meanest 454 Chevrolet put into a production Chevelle, and it was exclusive to Chevy’s A-body, shared only with El Camino (although rumors persist of very few Monte Carlos so equipped). This 1970 Chevelle is a replica of that most powerful of Chevelles, but under its hood is an even bigger big-block, a 496 stroker.

The listing notes that the restoration is starting to show its age, although the photos certainly make it look good. For those in the market for a textbook example of a Chevy muscle car, you couldn’t do much better than a real LS6 1970 Chevelle, but those are going for $127,000 in #3 (Good) condition. This one pays homage to those original cars quite nicely and could pack just as much power or more, to deliver the classic roar and thrust of big-block muscle at a fraction of the price.

1972 Monte Carlo

Asking Price: $22,500

If El Camino is the other Chevelle, then Monte Carlo is the other other Chevelle. While its exterior body panels are almost all unique thanks to an upscale, formal roofline and longer wheelbase, there’s plenty of Chevelle underneath, including the cowl and most of the chassis. The 1970–72 Monte Carlo’s 116-inch wheelbase is four inches longer than a standard GM A-body coupe and two inches shorter than the Pontiac Grand Prix, which paved the way for Chevrolet’s personal luxury coupe.

This 1972 model is powered by a Chevy 350 V-8 and Turbo 350 three-speed automatic and is finished in a “chameleon green” paint with white stripes that are very fitting for its upscale coupe persona. The small-block V-8 has been upgraded with a few aftermarket parts, but with an engine bay that large, just about any engine swap is on the table. Big-block? Bring it on! LS V-12? Why not?

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The automotive enthusiast community has a love-hate relationship with station wagons over time, but is it actually a hate-now-love relationship? Because what was once the butt of many a joke in the 1980s and ’90s fizzled into obscurity, only to arrive in the classic car realm with a new name: Longroof.

Indeed, the vehicles that look like a family sedan but with a far longer, far more practical roof are fully in vogue. No longer beaten down by minivans, SUVs, and crossovers, these station wagons are not only part of a bigger trend in longroof appreciation, but surprisingly obscure examples (of an already modest automotive genre) exist, surviving a seemingly-expected fate atop the scrapheap. So here are four examples of such longroofs on Hagerty Marketplace, none of which are the usual players in this space. And who doesn’t love having an obscure example of an under-appreciated automotive genre?

1978 Dodge Aspen

Asking price: $11,500

The Dodge Aspen and Plymouth Volaré made their mark on society with several major quality concerns, but do you remember they also came in a longroof with Chrysler’s legendary slant-six “Leaning Tower of Power” under its downsized hood? This Aspen wagon has an automatic transmission, power steering, and air conditioning. The colors are pure Malaise-era perfection, as the seller lists its hue as “Tahini Tan” with a dark tan vinyl interior.

The interior looks very clean and original, only with a bluetooth-enabled radio as both a modification and concession to modern times. The Magnum 500 rims also come with the original hub caps, making this Aspen wagon one of the best ways to embrace the downsized lifestyle of the late 1970s.

1986 Pontiac Parisienne

Asking price: $27,500

How could a General Motors station wagon be named after female denizens of France’s capital city, be sold in the United States and Canada, and get away with it? It probably has to do with the great bones underneath and the fact that it’s a catchy name no matter what. The Parisienne started life in Canada, but became a staple in stateside Pontiac dealerships by the time it was affixed to GM’s B-body as a coupe, sedan, and (wait for it) station wagon. Offering a bit more luxury and swagger than your average Caprice Estate, but not the ostentatiousness of the Buick Electra Estate Wagon, the Parisienne Wagon was perfect middle ground in a market that was rapidly contracting after the 1984 introduction of the Chrysler minivan.

But Pontiac persisted, keeping it around with a new name (Safari) until 1989. This example from 1986 sports a rather unconventional color scheme of sleek black paint, maroon cloth, and aftermarket wood-toned vinyl with blonde highlights. The list of expected interior features includes a rear-facing third row of seating, and is propelled by a 305-cid V-8 with a four-barrel carb. The seller states that every electronic assist works as intended, aside from the radio and cruise control, which is “spotty.” Like many GM products of the era, the bumper fillers need replacement, but a set of repair manuals are included with the wagon.

1963 Pontiac Catalina Safari

Asking price: $42,000

Wait, we have two Pontiac station wagons on Hagerty Marketplace? While Pontiac made the previous example into a throwback “Safari” towards the end of production, this 1963 example is a better representative of what made Pontiac’s longroof more appealing in the wagon’s heyday. This particular Catalina body was a big stylistic influence for the second-generation Pontiac Tempest, which became the GTO. (You can see it most in the split grille and stacked headlights.) Who wouldn’t want a family hauler with the style and street presence of Pontiac’s seminal creation for muscle car fans around the world?

This example sports Pontiac’s 389-cubic-inch “Trophy” V-8 with the standard two-barrel carburetor and an automatic transmission. The seller states that 18,446 Catalina Safaris were built, and he has collected significant amounts of documentation to prove the vehicle’s authenticity. There’s fresh paint and a redone interior, along with a promise of further improvements, as the owner states that items “like the dome light don’t work, but I’m slowly addressing things.”

1987 Mercedes-Benz 300TD

Asking price: $4600

No list of obscure station wagons for sale in America is complete without a diesel Mercedes-Benz wagon, right? But unlike your average, chrome-laden Germanic oil burner from the 1970s (the ones that put the brand on the map in America), this is a later 300TD based on the modern W124 chassis. Cutting edge at the time and still a stunning drive by modern car standards, adding a longroof and a turbo diesel engine to the W124 only makes it cooler. Maybe even cooler than the high-performance 500E?

This example has a whopping 425,000 miles but sports its original paint and interior. The owner stopped using it as a daily driver in 2013, but it comes with many restoration parts and previously serviced it with a “local Mercedes Specialist.” At this price, this W124 could make for a great project car that will take advantage of the diesel longroof’s long term profit potential, as they seemingly become even more popular over time.

HI-TOP LONGROOF: 1997 Chevrolet Express

Asking price: $5000

Clearly this isn’t a wagon, but it’s one heckuva long roof. The fullsize van has one of the best ratios of roof to (engine compartment) hood in the universe, and this one has the “high top” conversion that includes enough headroom for most folks to stand up inside the van’s massive cabin. The 1995-up Chevrolet Express and GMC Savana take all the best of van culture and pair it with modern day truck hardware.

While this older example lacks the LS-series engines, the Vortec 5.7-liter V-8 is no slouch for family hauling and can easily be souped up with bolt-ons, if a hot-rod long roof is in order? This example does need some attention after 289,000 miles and 25 years on the road, but the hi-top roof has a power-operated rear bed/seat, rear HVAC, wood trim, and accent lighting under its elevated cover. You can make a scene with a longroof these days, but there’s only one way to literally raise the roof at a car show.

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