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.
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.
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.
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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]]>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.
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.
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.
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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]]>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.
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 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:
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.
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.
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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]]>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 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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]]>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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]]>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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]]>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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]]>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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]]>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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]]>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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]]>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:
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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]]>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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]]>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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]]>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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]]>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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]]>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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