In 2000, High Performance Pontiac magazine featured a wide-ranging interview with Bill Porter, chief designer at the GM Design Center, and studio chief at Pontiac Styling through 1979, the meat of development years for the second-generation Pontiac Firebird. By the time he’d worked his way up to studio chief, he said, the first-generation Firebird was just about wrapped up. “I never identified with that car personally,” he said. “But that ’70½ second-generation Firebird was another story altogether. I was absolutely crazy about that car from day one and I really threw myself into it. I put the best designers on it, and we were consciously trying to create an important American sports car. We knew we had our chance, and we wanted to do it bad.”

They did, and it was bad, in the best sense of the term. With the exception of the Corvette, the Trans Am and the Formula 400 were the baddest street cars available at that time, cramming high-horsepower 400-cubic-inch V-8s into a platform built to turn as well as it took off in a straight line. The Camaro was tough enough, but the Pontiac Firebird—with its own interior and exterior design staff and engineering teams—kept Pontiac on the map during some exceedingly grim years in the 1970s.

Of course, the Trans Am and Formula 400 get the attention, but lower-trim cars like the Esprit were massively popular. Long before Burt Reynolds drove a Trans Am in 1977, Jim Rockford put a series of brown Esprits in millions of American living rooms. Sales commensurately took off and stayed elevated throughout the entire decade, almost until the very end of production.

From the beginning, the Firebird was a driver’s car, and not just for drivers of the hot-performing trim levels. It went right down to the base car, and everybody involved with the Firebird’s production wanted to deliver a holistic driving experience.

Good ergonomics, for example, were a Firebird standard feature in every trim level. “Too many people cling to the notion that the inside of a sports car—especially a low-budget sports car—is a wind-in-the-face, knees-in-the-chest, pain-in-the-neck,” read the promotional material. Even the back seat gets a mention for its overall comfort, comparing its relative spaciousness to international sports cars that considered the rear seat an afterthought better suited for bag lunches than human occupation.

The basic shapes of the interior were similar to the Camaro, but as Porter mentioned in his interview, there was a unique synergy between the inside and the outside of a second-gen Firebird that might have been a bit lacking in the Chevrolet. “One of the design approaches pioneered in the ’70½ F-car and that’s coming into the industry in a more widespread way is the integration of the interior and exterior,” he said.

John Shettler designed the interior of the Firebird to mimic shapes that were used on the outside of the car. “I actually had templates taken off the grille openings and the nose profile,” said Porter. “John used those for the seatback shapes, the instrument panel cowl shapes . . . so that the exact same curves were used through the interior and exterior of the car. When you open the door of a Firebird, there is—I would like to think—a subliminal sense of the unity of the interior and exterior.”

John DeLorean—at the time general manager of the Pontiac Division—exerted his own influence on the interior design. “[I]f your hand didn’t fall right where it should’ve been when you reached for the shifter, or maybe for a switch, [DeLorean] and Johnny [Shettler] would talk about it, make modifications and try again,” said Porter. “Everyone involved with that vehicle wanted it to be really good, not only from a performance standpoint, but from an ergonomic standpoint.”

Like all cars of the era, the Firebird was challenged by increasing restrictions from the EPA and corporate mandates, by inflation, and by the general malaise that overtook the country, but it simply didn’t seem to hurt what most Americans considered to be a fun, good-looking mode of daily transportation. Especially in the early years of production, it wasn’t the Trans Am or the Formula 400 that kept customers flowing into Pontiac showrooms. From 1970 to 1976, it was the Esprit and the base trim Firebird that represented the largest sales volumes. That’s kind of fascinating for a car that has long been synonymous with the excess of the era.

1970

Depending upon who you talk to, the second-gen Firebird was a 1970 or a 1970½. Porter talks about the half-year, but the brochure clearly identifies it as a 1970. Regardless, the Camaro and Firebird debuted within a day of each other, on February 25 and February 26, 1970.

Like the Camaro, these cars were built at the Norwood, Ohio, and Van Nuys, California, plants. Later in the production run—from ’72 to ’77—Norwood exclusively built Firebirds. Cars built in Norwood will have an “N” in the fourth digit of the VIN from 1970 to 1971, in the sixth digit of the VIN from 1972 to 1980, and in the ninth digit in 1981, when the 17-digit VIN finally arrived. Van Nuys cars will all have an “L” (for Los Angeles) in the same positions.

Pontiac offered four trim levels in 1970: The “basic Firebird,” as identified in the sales brochure, the Esprit, the Formula 400, and the Trans Am.

“Economy is what the basic Firebird is all about,” read the copy, leaning on the car’s overall value proposition rather than its performance. The Endura nose, for example, is called out for its long-lasting resistance to dents and chips and its imperviousness to rust. The long door with no rear quarter window is identified for ease of access to the rear seat.

The base car sadly avoided the Pontiac-specific overhead-cam straight-six in favor of Chevrolet’s 250-cubic-inch six, though a Pontiac-specific 350-cid V-8 was available. Horsepower jumped from 155 in the six to 255 in the V-8, with the larger engine putting out an impressive 355 lb-ft of torque. It made a base 1970 Firebird with a 350 and a Hurst-shifted four-speed a smoking bargain.

The Esprit was marketed as a “luxury” Firebird, but not at the expense of performance. “We never let luxury get in the way of sport,” read the promotional materials. “You won’t find anything frivolous or wasteful about Esprit’s kind of luxury.” And you won’t, especially through a modern lens. “Luxury” includes things like knit vinyl upholstery (along with straight vinyl and cloth options), an available console, storage pockets in the doors, and “soft, squeezable vinyl” wrapping the wheel. Even in the “luxurious” Esprit, power steering was still an option, but you did get chrome window opening trim, and a 15/16-inch front stabilizer bar.

A differentiator from the Camaro was the fact that the Esprit was only available with a V-8 engine, either the base 350 or a 265-horse 400-cid V-8 with almost 400 lb-ft of torque. You could buy an Esprit with a manual transmission, but only the three-speed, and only with the 350. The Esprit with a 400 came exclusively with a TH350 automatic.

In nearly every way, the Formula 400 may have been the best car in the Firebird lineup for 1970. With its lack of spoilers, side scoops, and tape stripes, the Formula is a much cleaner design, hewing close to the car’s original sketches and avoiding nearly all identifying markers except for the fender callouts. The brochure called the styling “almost stark.” Dual exhaust, a flexible fan, fat front and rear stabilizer bars, and F70-14 tires were all part of the trim level.

The Firebird 400 featured—as the name implies—the 400-cid V-8, delivering 330 hp and 430 lb-ft of torque. The 400 could also be had with the 345-horse Ram Air III package (the same engine was rated at 366 hp in the GTO), though fewer than 700 were so-equipped. The Hurst-shifted three-speed was the base transmission, with a four-speed or an automatic transmission on the options list. The optional Ram Air twin-snorkel hood scoop was a particular bone of contention for Bill Porter. “I always kind of wished the double-scooped hood that became the Formula hood—originally done for the Trans Am—would have prevailed [as the hood for the Trans Am] because it’s functionally superior,” he said. “Those twin boundary scoops up front really gulp in the air.”

Top shelf was the Trans Am, with its spoilers, air extractors, and shaker scoop, all of which was functional. The 345-horse Ram Air III came standard in the T/A, while the 370-horse Ram Air IV 400 was an option that only 88 buyers took advantage of. The stabilizer bars are the thickest available for 1970, with 1¼-inch up front and 7/8-inch in the rear. Heavy-duty shocks, Rally II wheels without trim rings, and F70-15s rounded out the handling package.

There were 15 color options in 1970, and that year, Pontiac produced 18,874 base Firebirds, 18,961 Esprits, 7708 Formulas, and just 3196 Trans Ams. Watch that Trans Am number between now and 1979, because it goes through some wild fluctuations.

1971

The biggest news for 1971 was in the engine room of the Formula and Trans Am trims. The Formula now offered the two-barrel 350 and a four-barrel 400, and the cars were identified as “Formula 350” and “Formula 400.” Then there was the Formula 455, which shared the 455-cubic inch V-8 with the Trans Am. Compression ratios had dropped across the board, but the 455 was available in two flavors: The four-barrel 455 delivered 255 net horsepower (though gross horsepower was still listed in the brochure), with 455 lb-ft of torque. Then there was the 455 HO, with 305 net horsepower and a Wide Oval–boiling 480 lb-ft of torque.

Several trim items were revised, too, including fake side air extractors all the way down to the base Firebird, a new console-like armrest with an ashtray between the rear seats, and new Polycast honeycomb wheels. Bill Porter designed those himself, with the help of Maurice “Bud” Chandler, with whom Porter shares a patent. “It was inspired by Buckminster Fuller’s geodesic domes that I had admired since I was a student,” said Porter. “The idea of doing a wheel with a deep cell structure that would be inherently strong, not only radially but laterally, was intriguing.” Porter’s intent was to make the wheels completely aluminum, but that never made it to production. Instead, they were Polycast, “much to my regret,” said Porter. “In the Polycast approach, all of the structural requirements are taken care of by the underlying stamped steel wheel. The honeycomb pattern—now an injection molded appliqué—merely goes along for the ride, reduced to just so much pastry icing, only there for its decorative pattern.”

For 1971, again, 15 colors were available. Pontiac produced 23,021 Firebirds, 20,185 Esprits, 7802 Formulas in all three engine sizes, and 2116 Trans Ams.

1972

The Firebird underwent some exterior changes in 1972, including a new honeycomb grille pattern that mirrored the design of the Polycast wheels. Inside, the front seats all featured a new high-back design, the third consecutive year the front bucket seat design changed. In 1970, the low-back seats had small individual headrests. In 1971, the seat backs got slightly taller and the headrests left. And for 1972, the headrest was fully integrated into the high-back design, which would essentially carry through until the end of second-generation Firebird production.

Power outputs took it on the chin across the board, with the 250-cubic-inch six dropping to 110 hp, the 350 two-barrel to 160 hp, the 400 two-barrel to 175, and the 400 four-barrel to 250 hp. The standard 455 in the Formula 455 and Trans Am was eliminated for 1972, focusing solely on the HO, which dropped to 300 hp and 415 lb-ft of torque. (Some of the change in output coincided with the switch from SAE gross to SAE net calculations.)

The VIN code change for 1972 is significant. Prior to 1972, the only engine identification in the VIN was that V-8 cars had serial numbers starting at 100001, and six-pluggers started at 600001. From 1972 through 1980, the VINs got much more specific, helping future owners understand the DNA profile of their Firebirds. These letter designations change through the years, though they are fairly consistent for the next three model years. For a more explicit breakdown, visit PontiacFormula.Free.fr:

• D = 250-cid
• M = 350-cid 2-barrel, single exhaust
• N = 350-cid 4-barrel, dual exhaust
• P = 400-cid 2-barrel, dual exhaust
• R = 400-cid 4-barrel, single exhaust
• T = 400-cid 4-barrel, dual exhaust
• X = 455-cid HO 4-barrel, dual exhaust

Fifteen colors were again available in 1972. Thanks to a UAW strike, this is the lowest-production year for the second-generation Firebird, with just 12,000 base cars, 11,415 Esprits, 5250 Formulas, and a scant 1286 Trans Ams.

1973

It’s interesting to consider just how far ahead Pontiac was with the Firebird compared to the Camaro. Over at Chevrolet, there was hustling afoot to make the split bumper comply with new 2.5-mph crash requirements. The second-generation Firebird was born with it, thanks to the Endura bumper, which required no design changes to comply, regardless of trim level. The slender rear bumpers were beefed up a bit, but still chrome.

Inside, the Esprit got a “Custom Interior” as standard, with deeply scooped bucket seats, a grab handle on the dash for the passenger, rear ashtrays, a fitted rubber trunk mat, and a body-color insert on the exterior door handles. The Custom Interior package was optional on the Formula and Trans Am.

And most notably, the exterior of the Trans Am featured—for the first time—the bird decal on the hood that had been an emblem and a small decal in prior years. Porter said he sketched it roughly on a napkin and had intended it for the 1970 Trans Am. Norm Inouye—who later attained greater fame for designing the logo for Disney’s EPCOT Center—worked out the graphics, and Porter had it applied on two concept cars. “[GM styling chief Bill] Mitchell saw it in the paint shop and just went into one of his horrible tantrums. I was back in the studio. He called me up and I had to hold the phone away from my ear. That was the end of that,” said Porter.

But three years later, designer John Schinella had another bite at the apple. Schinella had worked on the Chaparral 2, the Mako Shark II, the ’67 Camaro, and the ’68 Corvette, before making his way to Pontiac. In a 2014 interview I conducted with Schinella for Bangshift.com, Schinella shared that Mitchell was driving a Trans Am in custom John Player Special livery that had been a show car. Schinella had a set of gold foil decals made up, applied them to the John Player Special car Mitchell was driving, and parked it outside Mitchell’s office. Evidently, that was enough to seal the deal for the hood bird to reach production.

Power reset again for 1973, with a paltry 100 hp for the inline-six, 150 for the 350 two-barrel, 170 for the 400 two-barrel, and 230 for the 400 four-barrel. The 455 HO disappeared, and in its place were the 455 four-barrel with 250 hp, and—one of the last significant muscle car–era engines—the 455 Super Duty with 310 hp.

A choice of 16 colors provided the most extensive palette to date, and seven vinyl top colors expanded the range as well. Five interior colors were available, but only two were available in cloth trim. Production picked back up to more normal levels, with 14,096 Firebirds, 17,249 Esprits, 10,166 Formulas, and 4802 Trans Ams.

1974

The 5-mph federal bumper standards came into effect for the 1974 model year, and it changed the nose of the second-generation Firebird for the first time. As a result, the Endura bumper morphed into something that was much more in line with the design of the Camaro.

The bumper itself is interesting and unique to the Firebird. Instead of the aluminum bumper that the Camaro had, the Firebird got a full rubber bumper, along with bumperettes that were all cast in one giant rubber piece. A body-color Endura chin piece covered most of it and provided the housings for the lower air intakes and marker lights.

Inside, seat belts changed to a three-point design, which moved through a seat-mounted holder, along with an inertia reel.

Power steering moved to the standard features list for all Firebirds, while power brakes became standard on the Trans Am. The fuel tank increased from 18 gallons to 21. Mechanical changes also included the late introduction of HEI ignition on the 400 and 455 engines, beginning around May 1, 1974. The balance of the engines kept their points distributors.

Sixteen colors made up the paint options. Production ramped in a big way, with 26,372 Firebirds, 22,583 Esprits, 14,519 Formulas, and Trans Ams broke the five-digit mark for the first time, with 10,255 units.

1975

The HEI distributor made its way to all Firebirds for the 1975 model year, and that’s probably the only positive news for performance. It was part of what the brochure pitched as “The Pontiac Travel Plan,” which included radial tires and a catalytic converter. The 455 bowed out, and the Trans Am instead featured a 400 four-barrel just like the Formula.

There were only minor exterior updates again, including the ever-moving marker lamps, which now moved up to the grille inserts. Like the Camaro, this was the year the Firebird got a wraparound rear window for better visibility, made more crucial because of the high-back bucket seats.

The brochure shows a new AM/FM stereo as an option, along with infant and child love seats (GM-branded baby seats), which were a first-time option for the Firebird. Again, 16 colors were available, but black was not one of them. Production dipped slightly to 22,293 Firebirds, 20,826 Esprits, 13,670 Formulas, and—in what would now be a relentless march skyward for the next four years—27,274 Trans Ams.

1976

Most of the changes for 1976 were cosmetic, but they seem rather dramatic in some cases. Take the Formula, for example: The twin scoop hood was still there, but it was drastically scaled back for 1976, with the two nostrils almost vestigial and moved back at least 10 inches on the hood.

Two full model years before the Camaro had them, the Firebird sported monochrome bumper covers rather than the aluminum bumper employed over at Chevrolet. It made the Firebird look much more modern, and it provided some interesting color contrast between the standard Firebird and the Formula, which now had more elaborate lower colors and graphics. The “Canopy” vinyl roof was new for 1976, essentially a reverse landau top with the vinyl over the front passenger compartment.

Hurst T-Tops were available for the first time in 1976, a late-enough option that they didn’t make the brochure that year. They were only available on the 1976 Trans Am Special Edition and had unique, one-year-only weatherstripping that both sealed the T-Tops and held up the headliner. The design changed in 1977 to a plastic trim held in with a series of screws. The Hurst T-Tops used between 1976 and 1978 were smaller—only 30¼ inches x 17½ inches wide—and left a foot of roof between the two panels.

In the engine room, things carried on pretty much as before, with a 250-cubic-inch inline-six as the standard in the Firebird, with a jump up to a 350 as an option. Formulas had a TH350 automatic as standard equipment, which was optional on all other trims.

There were 14 colors for 1976. This was the first year when Trans Am production really started to raise some eyebrows. The Firebird still sold respectably at 21,209 units, with another 22,252 for the Esprit. The Formula still sold well at 20,613, but the Trans Am massively outpaced all other Firebird trims at 46,701 cars.

1977

You can make arguments for the merits of Firebird design prior to 1977, but this is the Trans Am that everyone remembers, thanks to the second-most popular movie that year behind Star Wars. For the first time, the Trans Am was the halo car, showcased prominently on the cover and the opening spread of the Pontiac brochure.

The biggest obvious change was the nose, with a phoenix-like beak, and four DOT-certified rectangular  headlamps, set deep into the grille. The front fascia is one continuous piece, and it set the stage for more elaborate soft bumper covers to come. Incredibly, this icon of Pontiac design was around for just two years before it underwent a significant change in 1979.

The initial 1977 Trans Ams had shaker scoops that were recessed a bit into the hood, before a design change made the scoop more prominent later in the production year. Formulas also got another revision to their twin-nostril scoops, which moved them from the center of the hood to the leading edge, for a more aggressive look. Formulas and Trans Ams both shared the iconic chrome quad exhaust outlets.

Wheel and wheel cover designs changed as well, with Trans Ams using the Rally II as the base offering, while new cast aluminum wheels to replace the old honeycombs were available on all trim levels. Firebird, Esprit, and Formula all had a spoked wheel cover available as an option, a tragedy for any Formula.

Sadly, the lesser Firebirds really started to get pushed to the back of the line, though they did have their own redesign for 1977. With it came the all-new 3.8-liter Buick V-6, years before the Camaro would finally move away from the mid-1960s–era 250 as the base engine. The Buick 3.8-liter was as good here as it was in the rest of GM’s lineup, providing 105 hp and 185 lb-ft of torque. For the first time, the Esprit would start out with a six-cylinder as the base engine.

The Formula also got serious engine revisions, including an all-new Pontiac 301-cubic-inch two-barrel V-8 as the base engine, which providied 130 hp. That engine was optional on both the Firebird and the Esprit, along with an Oldsmobile 350 with a four-barrel that was available on all three lower trims. A Chevy 305 would come in later as well. The larger engine options in the Formula and Trans Am got even more busy. The 180-horse L78 400 Pontiac engine was available only with an automatic and was visually identified by the “6.6 Litre” on the Trans Am’s shaker scoop. The hotter 200-horse W72, denoted by the “T/A 6.6” on the scoop, was available with a manual or automatic. California and high-altitude locations got a 403-cubic-inch Oldsmobile V-8 rated at 185 hp.

New for 1977 was the Sky Bird, which was an appearance package only available on the Esprit. It featured blue velour seats, two-tone blue paint, cast aluminum wheels with unique blue-painted inserts, a dark blue rear panel, blue grille panels, and accent stripes.

Colors became more limited in 1977, with just 13 offered. All sales ticked up in 1977: The Firebird sold 30,642 cars, the Esprit 34,548, and the Formula 21,801, while Trans Am sales grew to 68,745.

1978

Styling didn’t change much at all, with a gold Trans Am stealing the show on the cover and the first spread in the brochure. There were slight revisions, with the grille surrounds in black, but otherwise, the design went essentially unchanged.

The T-Tops were still the Hurst design, featuring screwed-in plastic pieces that held up the headliner. Continuing through the interior, cruise control appeared on the options list. The radios included a new AM/FM stereo with a digital readout, though it was still an analog tuner.

Power increased on the W72 6.6-liter V-8 to 220 horses, making it the engine to have. Some sources note that it was partway through the ’78 model year that the automatic ceased to be available with the W72.

While the Camaro offered just nine colors, the Firebird palette grew to 14. Sales for 1978 saw growth across the board, with the Firebird at 32,672, Esprit at 36,926, Formula at 24,346, and the Trans Am at a staggering 93,341 units.

1979

Depending on who you ask, 1979 might be the last year for the “real” second-generation Trans Am. It marked the end of 400-cubic inch V-8 production.

The basic shape was unchanged, but it was bookended by radically different front and rear fascias. The front was a return to something similar to the Endura nose, a rubberized nose cover unbroken by anything but low-mounted grille openings with the marker lights at the outside edges, and four headlamp buckets. The nose design was shared throughout the Firebird lineup, with the exception of the Trans Am’s chin spoiler.

At the rear, the pads on the bumpers mirrored the design of the grille up front. Replacing the individual taillamps was a full-width red panel that hid the fuel filler and incorporated the lights, predating designs that used full-width LED lamps by 40 years.

The 10th Anniversary Trans Am was a bona fide hit, with a ton of unique features that had never been available before, including mirrored T-Tops, leather seats, and a hood bird that reached the front fenders for the first time. These cars had their own unique X87 VIN code and only one option: The Olds 403 with an automatic, or the Pontiac 400 with the four-speed. Base price was a hefty $10,620, or nearly $46,000 in 2024 dollars.

If there’s one thing to take note of for 1979, it’s that it was all Trans Am. The Formula Firebird rated exactly one picture in the Pontiac brochure. The Esprit and Firebird none at all, though the Esprit did have a special package in the Red Bird, which replaced the Sky Bird. It was essentially the same idea but red instead of blue.

Mechanical changes were few but presaged what was coming in 1980: For the first time, the Trans Am was available with a small-block V-8, the 301 that was optional in the standard Firebird. High-altitude cars were available for the last time with a Chevrolet 350, and California was only offered the optional 305.

There was also the addition of four-wheel disc brakes as part of the WS6 package, which included fat stabilizer bars and wide 8-inch wheels. The big issue was the take rate on the package, which caused supply chain issues and resulted in Pontiac offering a WS7 package that included everything but the brakes.

The T/A was so immensely popular in 1979 that the last page of the brochure featured a pitch for a limited-edition 20 x 50-inch poster of the car, which was available for $2. Again, 14 colors were offered, and 1979 marked the most popular year ever for the nameplate: Pontiac sold 38,642 Firebirds and 30,852 Esprits (the first year that trim level had seen a dip since 1975). The Formula managed to hold steady at 24,851 cars. For Trans Am sales, though, hold onto your hats: 117,108 cars were produced, a number it would never come close to again.

1980

The Turbo Trans Am got a bad rap in its day, but it’s actually a more exciting car than most people thought in 1980. That year’s 301 wasn’t the run-of-the-mill engine that it had been in years prior. The block was beefier, along with the head gasket and pistons, and there was a high-pressure oil pump. The turbocharger was electronically controlled and was shipped over to Pontiac from Buick, which knew a thing or two about turbocharging. The Garrett TBO-305 delivered 9 psi of boost and used a modified Q-Jet four-barrel and a knock sensor, just like the early T-Type from Buick. (Imagine what might have happened if the second-gen had hung around long enough to steal the Grand National’s later setup . . .)

The engine delivered 210 hp, which wasn’t much to get excited about, but torque was respectable at 345 lb-ft. Sadly, this engine was crying out for a manual but only got an automatic, with a 3.08 rear gear to boot. That put the kibosh on any enthusiasm for the car, as did the 17.02-second quarter-mile that Car and Driver reported that year.

The other major intro for 1980 was the Indy Pace Car, 5700 of which were built in Cameo White with gray details. The Esprit had one more trick up its sleeve with the Yellow Bird appearance package, which continued the legacy of the Sky Bird and Red Bird before it.

This was also the first full year of the Fisher T-Top, which replaced the Hurst T-Tops that required cars be shipped out to Hurst for modification. Now they were built right at Fisher Body, and the modified design addressed a few issues. First, instead of having two latches at front and rear, the Fisher T-Tops had just one latch, with pins at the front and rear that extended into matching holes in the roof. They were also 3 inches longer, stretching back to match the side window opening. And they were each 5 inches wider, leaving a narrow strip of just 4 inches of steel roof between the two panels. If there’s anything truly improved about the 1980 model year, it’s the T-Top design.

Pontiac offered 15 colors in 1980. The Firebird’s sales glory came to an end that year, with every trim level seeing significant drops. The Firebird sold 29,811 units. The Esprit dropped to 17,277, and the Formula was barely on life support, with 9,356 cars sold, less than half of the year before. The Trans Am fared not much better, with a total of 50,896 cars, a year-to-year drop of significantly more than 50 percent.

1981

In its final year, the Firebird was virtually unchanged, except for the deletion of the Indy Pace Car and the Yellow Bird trim package. The Pontiac brochure squeezed the entire Firebird lineup in between the Phoenix and the Bonneville. It did manage to feature Burt Reynolds in the main spread, atop a black Turbo Trans Am, and next to a Formula.

The biggest revision was the standard Computer Command Control emissions system, an ECU that monitored fuel mixture, throttle position, and transmission performance, since the computer controlled the new lockup torque converter. There were 14 colors available in the final year. Sales took another massive dip in 1981, with just 20,541 Firebirds, 10,938 Esprits, a paltry 5927 Formulas, and 33,493 Trans Ams produced.

Before Inspection

If you’re hunting for one of these cars, you’ve got a lifetime worth of resources for figuring out every possible nut and bolt. Note that most of those resources are going to be focused on the Trans Am and to a lesser extent the Formula, and not necessarily the six-cylinder cars, the Esprits, or the odd trim packages like the Sky Bird. For the most part, though, many of those same resources for everything from headliners to wheel covers will transfer.

FirebirdNation is an excellent forum, with more information in one site than we could possibly add to this document. Check out the sticky topics at the top of the forum, which focus on things like paint colors, fabric types, how to adjust door glass, and where you can find whatever parts you may be looking for.

As with the Camaro, VINs in these cars changed three times during production, so be aware that the information encoded in those VINs will change depending upon the year. There’s a good VIN decoder at Classic Industries.

F-Body Warehouse is a parts supplier specializing in Firebird and Camaro restoration. Their video on what to look for when buying a second-gen Firebird—specifically a Trans Am, but it applies across the trim levels—doesn’t have Ingmar Bergman–level production quality, but the information within is solid and a must-see before you decide to look at one of these cars.

Rust is going to be your biggest concern. It can quickly turn a half-decent prospect into something that’s not much better than a parts car when areas like frames, floors, trunk pans, fenders, rockers, window pinchwelds, and firewalls are rusted beyond reasonable repair. Keep in mind that while these cars do have an excellent aftermarket, the cost for parts and labor to set a car like this right is going to be expensive.

These cars were built in the same two plants as the Camaro, so build sheets will likely be in the same locations—that is, all over the place. They could be tucked under the package shelf, under carpets on the transmission tunnel, over gloveboxes, under the front seat springs, under the rear seat backs, or on top of the fuel tank.

The cowl tags are also a vital source of information. Trans Am Country has good information on cowl tags, from their location to their contents to why it should be considered an international war crime to swap a tag.

Unfortunately, the GM Heritage Center has no information on these cars at all, so you won’t find order guides, brochures, or sales documentation the way you do for a Chevrolet (or a Geo, inexplicably.) All of that information is now with PHS Historical Services, which will sell you a full report on your car based on its VIN for $95 via email in four to five days, or $125 for a rush turnaround.

Before You Buy

When you’re considering what you’ll have to put into a potential project, know that there really isn’t a part that you can’t source through one of the major suppliers. And some of these aftermarket suppliers are dedicated to nothing but cars from Pontiac, like Ames Performance Engineering. They’re probably the best place to start for technical advice and sourcing. Start with the PDF version of the Firebird catalog. Other suppliers, like Classic Industries, Year One, Classic Muscle, and National Parts Depot, can fill in the gaps. You may need to hunt for highly specific things. For example, the folks at Restore-a-Muscle Car have successfully 3D printed the T-Top headliner trim we mentioned earlier. But the good news is, it’s not like owning a second-generation Buick Riviera, where the only parts available are in a junkyard.

Mechanical components for the Chevy 250, the Buick 3.8-liter, the Pontiac 350, the Pontiac 400, the Olds 400, and the Pontiac 455 are all readily available. F-Body Warehouse even has a number of restoration parts for the 301. Transmissions and rear differentials are plentiful, no matter which example your Firebird came with.

The best car to buy is wildly subjective. Most people are going to be interested in the Trans Ams throughout the build history, but you can have a lifetime’s worth of entertainment with a 1973 Esprit with a 350 and save yourself a boatload of money in the process. Cars like the Sky, Red, or Yellow Birds add an extra element of rarity with period-correct luxury touches, ensuring you’ll never find a duplicate of yours at a local car show.

What to Pay

Since the middle of 2021, median #2 (good) value is up a little more than 20 percent, with even more growth for the Super Duty, though prices stabilized and have been flat for about a year, according to the Hagerty Price Guide, #2 values range from $11,400 for a 1981 Firebird with a 120-hp V-6 to $165,000 for the aforementioned Super Duty. As always, get the latest valuation data from Hagerty by clicking here.

According to Hagerty’s data, it almost doesn’t matter what year of Trans Am you choose, a #1 (concours) example will be expensive. The 1970 and 1973 Trans Ams with the largest engines and four-speed manual transmissions push up over the $200,000 mark, with the best of the rest still fetching around $60K. On the other end of the economic spectrum, there are deals to be had if you don’t necessarily want to go fast. Driver-class 1980 base Firebirds and Esprits with a 350-cid V-8 and an automatic can be had for less than $13,000, and the 301-powered cars are even more affordable.

The count of insurance quotes sought for these cars has remained even in the last year, but the Firebird—in all trim levels—is the sixth-most popular vehicle in Hagerty’s database. Gen X quotes a fairly stunning 40 percent of second-generation Firebirds, even though that cohort makes up a 32 percent share of the market. Right behind them, boomers quote 34 percent of the second-gen cars, about even with their share of the market. Millennials quote 17 percent of second-gen F-bodies, with an even smaller share of the market at 21 percent. Gen Z quotes 8 percent of F-body examples, and comprises exactly the same percentage of the overall market.

Bookended by the memorable blue-and-white early Ram Air cars and the Bandit-era black-and-gold Trans Ams, all of Pontiac’s second-gen Firebirds have come to epitomize the charm of 1970s American iron. Whether you go understated or full bird, this Pontiac delivers plenty of character.

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The post Your Handy 1970–81 Pontiac Firebird Buyer’s Guide appeared first on Hagerty Media.

For a car that helped define what pony cars were all about, the first-generation Chevrolet Camaro got off to something of an ignominious start. As we covered in a story about Bill Mitchell and Irv Rybicki’s interview in the mid-1980s, neither one of these icons of style at General Motors had any particular love for the design eventually became the First Generation Camaro.

The truly fascinating part of dual interviews that Mitchell and Rybicki gave to the Benson Ford Research Center at the Henry Ford Museum was that the second-generation Camaro, which ran from 1970 to 1981, should’ve been the first generation.

“We did what we were asked to do,” Rybicki said in that interview, regarding the First Generation Camaro. “But when that program was finished, I got with our vehicle packaging group, and we started planning the second-generation car, and there was no interference. We did a new underbody and placed the seats where we wanted them, and got the cross section.”

Mitchell echoed Rybicki’s sentiments: “[T]hey ran for ten years, because I got the right dash to axle, the right cowl height,” he said. The look stood the test of time.

So, the 1970 to 1981 Camaro exists as an example of what could’ve been in 1967 had the team had the time to fully execute the ideas that they had about what a personal sports car should be, rather than rushing to grind out cars in an effort to catch up with Ford’s Mustang.

The February 1970 debut of the second-gen Camaro was a clean-sheet design that nonetheless followed a familiar formula designed to meet a broad spread of buyer’s needs: Six-cylinder at the base level with a manual transmission, all the way up to the Z28 at the top of the food chain. (As an aside, the slash disappeared from “Z/28” in 1970, and wouldn’t return till the 2014 Z/28.) The broad range of engines was augmented by the order guide’s flexibility: You could buy the base car with absolutely no frills and a big block V-8 with a four-speed manual, meaning big power could be had without the added cost of stripes, emblems, and wheels that the Z28 offered.

During the second-gen car’s run, the Z28, along with the Type LT and SS, got all the attention, but the real sales numbers came from the low- to mid-trim levels like the Sport Coupe and Berlinetta, which provided basic transportation for Americans all over the country. These two-door sporty coupes were a significant part of what everyday American buyers drove daily before they shifted over to four-door sedans from Toyota and Honda.

As the years went from 1970 to the mid-1970s, a fuel crisis and perceived ebb in demand for performance cars further encouraged Chevrolet to position the Camaro as more of an everyday vehicle rather than the tire-smoldering drag car or road course dominator it had been in the past. Chevy’s marketing leaned on the universal appeal of a sporty car that actually worked as a daily driver, emphasizing the long doors and easy access to the back seat. “Getting in and out is a snap. Especially in the back,” reads one print ad from 1970. “It’s OK if you have to slip in an occasional shopping bag.”

Especially through a modern lens, with the sixth-gen Camaro selling around 25,000 units a year, the second-generation Camaro was an unqualified smash from the second it arrived. With the exception of 1972 and 1973, when strikes caused production numbers to dwindle, the second-gen Camaro always sold in the six digits. Between the years of 1977 and 1979, Chevrolet sold more than three quarters of a million Camaros. In 1979—when Chevrolet sold 282,571 units—it outsold the Toyota Corolla by about 8,000 cars.

Over 12 model years, the Camaro went from a tire-boiling performance car to a tape-stripe packaged personal coupe and nearly back again as the third generation loomed. That said, in any search for a second-gen car, you’re much more likely to find a Z28 or other performance-oriented model than you are a base coupe with its original six-cylinder engine intact.

1970

The 1970 Camaro was produced at two plants—Van Nuys, California and Norwood Assembly in Ohio. In that first year there were five engines available: At the base level was the 155hp Turbo Thrift 250-cubic inch inline six cylinder. Oddly, Chevrolet referred to the 307-cubic inch V-8 and all three of the variations of 350-cubic inch V-8 as “Turbo Fire.” The 307 delivered 200 hp, while the 350s offered 250 hp with a two-barrel, 300hp (L48) and 360hp (the LT1 in the Z28), both with four-barrel carburetors. At the top of the ladder were two versions of the Turbo Jet 396-cubic inch V-8, producing either 350 or 375 horsepower.

Four basic transmission setups were available, dependent upon the engine selected. The base was a three-speed manual, which was standard with the six-cylinder and the 307 V-8. The six-cylinder and the smaller V-8 were also available with the Powerglide two-speed automatic, while the 307 and 350 V-8s could also be ordered with the TH350 three-speed automatic. The 350s and the 396s could be had with Muncie four-speed manuals, and if you wanted an auto with your big block, a beefier TH400 three-speed would be fitted.

For the first time, the Z28 could be had with an automatic. You could also get two different low gears (a 2.52:1 and a 2.20:1) in the Z28’s four-speed manual, along with your choice of a 3.73:1 or 4.10:1 rear end. This choice of rear gears were available on big block cars, too, while lesser-engined cars based their gear sets on transmission choice.

Chevrolet offered five basic trim levels in 1970: A base car identified as “Standard” in the order guide. The “Style Trim” (RPO Z21) included parking lamps mounted in the front valence, bright hood trim, body-color inserts on the door handles, and bright “Dual Concentric” rings on the taillamps.  Rally Sport (RPO Z22) included Rally Sport emblems, the iconic split front bumpers and the valence-mounted parking lights. The SS (RPO Z27) came through with a standard 350-cu.in. V-8 with a four-barrel and dual exhaust, power disc brakes, hood insulation, and a black grille and rear valence panel, plus 7-inch wide Rally wheels. The optional 396 also gave the suspension a boost with a rear stabilizer bar.

At the top of the food chain was the Z28, which featured the standard 360-horse LT1 V-8. With 11.0:1 compression, four bolt main bearings, a unique cam, mechanical lifters and a four-barrel, extruded aluminum pistons, bigger valves, and a thermo-modulated fan, and other tweaks, this engine was among the most revered small blocks that Chevy produced. The Z28 also provided higher rate springs and shocks, a front and rear stabilizer bar and a quick-ratio steering box. On the outside, the Z28 received a rear deck spoiler, stripe kit, and gray-painted Z28 wheels with F60x15 white letter Goodyear Polyglas GTs.

There’s a lot of confusion about what constitutes a Rally Sport, in large part because that trim could be applied to anything from Z28s all the way down to six-cylinder cars. The only way to fully identify whether a car is an RS—five decades after it was produced—is to find code Z22 in the build sheet. It’s more than just the split bumpers, too, and buyers should note that people have been adding split bumpers onto standard noses almost since the get-go. True RS cars will also feature Hide-A-Way wipers (RPO C24) as well as the contents of the Z21 Style Trim Group. On SS and Z28 trims with the RS option, the only obvious callout will be the RS emblem on the steering wheel.

Inside, the standard car was a lot more stripped than popular imagination remembers. The floor console was an option, for example. It’s always a treat to run across a bare-bones base car with a floor shifted three-speed and no console. Interior packages included the Z23 Special Interior Group (additional instrument cluster lighting and wood-grained accents on the instrument cluster and steering wheel) and the Z87 Custom Interior (everything in Z23 plus deluxe seats in either cloth or vinyl, a glovebox light, additional instrument cluster lighting; a luggage compartment mat and engine compartment, hood, and interior insulation.)

Standalone options ranged in the dozens from air conditioning—though not on the Z28—to a forced air rear window defogger. Major option groups included ZP5 (Appearance Guard Group—door edge guards and front and rear floor mats), U14 (the Instrument Panel Gage Package that came with temp and voltage gauges, plus a clock and tachometer), and ZQ2 (Operating Convenience Group: a clock, sport mirrors and the rear defogger).

A few minor notes: 1970 was the only year the second-generation Camaro was available with the “Camaro by Chevrolet” emblem on the rear decklid. The side marker lights on a 1970 Camaro also don’t flash with the turn indicators, a one-off anomaly for that year.

There were 15 color options in 1970, with three tones of vinyl top, and five interior colors in total, three of which were available in Knit Vinyl and Pattern Cloth. The vast majority of the 124,901 Camaros produced in 1970 featured a V-8: Just 12,578 featured the 250-cu.in. six-cylinder, making these cars pretty thin on the ground in 2023.

1971

1971 was a pivotal year for performance, or more specifically, the lack thereof—GM lowered the compression ratios of all of its engines, and dropped its most potent 396 from the engine lineup.

The 250-cubic inch six and 307-cubic inch V-8 were identical in performance to 1970. The two-barrel-equipped 350-cubic inch engine dropped to 245hp from 250hp. But the big drop was for the four-barrel 350 (270hp from 300hp in 1970), the four-barrel 350 with dual exhaust in the Z28 (330hp from 360 the prior year) and the 396 (now marketed with its actual displacement of 402 cubic inches) sat at an even 300 horses.

The 1971 grille was the identical tight rectangular pattern of the 1970, and unique to those two years of Camaro.

Inside, there were further changes. 1971 debuted high-back bucket seats for all Camaro models rather than low-back buckets with a separate headrest. That high-back design would continue for the remained of the second-gen’s run. And for the first time, 1971 Camaro models featured a pictograph on the smaller rubberized headlamp switch, replacing a larger chrome pull knob from 1970. The two-spoke base steering wheel is slightly different in 1971, more of a rectangular shape than 1970’s somewhat triangular design. The four-spoke wheel (RPO NK4) was an option that would eventually become standard the following year.

15 colors were available, with four vinyl top options and five interior colors. In 1971, Chevrolet produced a total of 114,630 Camaros, with about 90 percent of that production allotted to V-8s, and just 11,178 six-cylinders.

1972

The order guide in 1972 looks different, and a lot easier to comprehend. The basic difference is down to “6-Cylinder Model” with the 250-cu.in. inline six, and for another $95, the “8-Cylinder Model” with the 307-cu.in. V-8, making it absolutely clear why V-8-powered Camaros made up most of the production in any given year.

Major options continued to include the Z27 Camaro SS (with the L48 350 or with the optional LS3 402); Z23 Rally Sport (still available on everything, but deleting RS emblems on Z28 and SS); Z21 Style Trim; and Z28 Special Performance Package. All of the engines were rated for SAE NET HP in 1972, showing a significant drop from 1971. The 250-cubic inch six was rated at 110hp, the 307 V-8 at 130hp, the L65 350 V-8 at 165hp, the L48 350 at 200hp, the Z28 350 at 255hp, and the 402-cu.in. V-8 at 240hp. Transmission offerings remained the same.

The big exterior change for 1972 was the larger grille pattern, which the 1972 model year Camaro shares with ’73. But it’s the only year that the Camaro has this grille pattern without the underlying larger, stronger bumper supports. Besides that grille, the exterior largely stayed the same, though lots of changes were occurring inside. The steering wheel went to the four-spoke urethane NK4 sport wheel that became synonymous with the Camaro until 1981. Three-point seatbelts became standard for the two front passengers. The door panels underwent a style revision, with map pockets and a change holder. Speedometers dropped to a 130-mph max, down from 150 in the first two years. In prior years, four-speed-equipped Camaros used a Hurst shifter, but that was eliminated for 1972.

In previous years, Z21 (Style Trim) was included in the Z23 Rally Sport package, but in 1972, the packages were independent, meaning you could buy a car that was Rally Sport equipped, but not have bright exterior trim. It’s important to note that prior to the 1972 model year, the engine code was not part of the VIN. That changed in 1972, with the fifth digit of the VIN signifying the engine:

• D = 250ci
• F = 307ci
• H = 350ci
• K = 350ci (SS)
• L = 350ci (Z28)
• U = 396ci (SS)

Fifteen colors were available in 1972, with another five vinyl top hues. Six interior colors were available with two reserved for vinyl only. This was a grim year for Camaro production, thanks to a strike. Just 68,671 Camaros were produced, with only 4,821 six-cylinders, and the balance in V-8 production.

1973

This was a big year in second-generation history, for a number of reasons. First off, it’s the last year for the original flat-faced design. This marks the last year for the split bumper, and the only year the split bumpers have additional reinforcement beneath, specifically to allow these cars to pass the 2.5-mph federally mandated bumper crash test.

On the performance side … well, there wasn’t a performance side. 1972 was the last year for an SS, and with it went the big block. From here through the end of second-gen production, the Camaro would have a six-cylinder as the base engine, and small block V-8s as options. Power ratings fell again: To 100hp for the six, 115hp for the 307-cu.in. V-8, 145hp for the two-barrel L65 350, 175hp for the four-barrel L48 350, and 245hp for the Z28 350. The transmission offerings also changed, with the deletion of the Powerglide. The only automatic available henceforth would be a Turbo Hydra-Matic 350.

In the SS’s place was the Type LT—ostensibly standing for “Luxury Touring,” a fact made obvious by the full foam front and rear seats designed to give “superb riding comfort” and “firm support.” Seats could be covered in either vinyl or cloth. The “deep twist” carpet was supposed to be more luxurious, and could be ordered in accent colors depending on the upholstery color. Standard on Type LT was the Décor/Quiet Sound Group, which included sound deadening on the floor, cowl-to-fender seals, a headliner insulating pad, and full hood insulation, along with woodgrain on the door panels. The LT got special emblems on the decklid and sail panels outside.

Turbine wheels were available for the first time in 1973 on every trim except Z28, and the full wheel covers were revised. The bad news of the Z28 losing its mechanical lifters was salved slightly by the Z28 finally being offered with air conditioning. Throughout the lineup, the console and automatic transmission shifter were revised to a single ratchet style shifter, rather than the basket-handle shifter of the first few years. Inside, all Camaros had a mandated seat belt warning buzzer. In the trunk, a space saver spare debuted.

16 colors provided the most extensive palette to date, and seven vinyl top colors expanded the range as well. Five colors were available for the interior, but only two were available in cloth trim. Production picked up nearly a third to 96,751, with 93,137 of those cars shipped with one of the V-8s.

1974

Federal bumper standards forced a major facelift for the 1974 Camaro. Look around at how other makes and models had their faces altered during the same time period, and you realize just how successfully Chevrolet designers were able to integrate the bumpers into the Camaro’s overall aesthetic.

Along with the new aluminum bumper up front came an all-new fiberglass nose with deep sugar-scoop headlamp buckets, and turn signals set between the grille and the headlamps. The rear quarter and rear valence was redesigned to add a larger aluminum bumper to the rear as well, which also integrated wedge-style wraparound taillights with full red lenses. Front and rear bumpers had jack slots, so the bumper jack was revised.

The delightful baby moon center caps of the first three years gave way to the same aluminum center caps from the Nova. Radial tires became an option for the first time. The Z28 got wild new graphics for ’74, just in time for the designation to disappear for a few years.

Changes were afoot inside, too, some subtle, some not. A retractable, inertia reel shoulder belt became standard, and an AM/FM stereo was on the option list. Gone as quickly as it arrived was a seatbelt interlock that prevented the car from starting if the seat belts weren’t engaged.

Mechanically, there were a few revisions, too: Power steering became standard on all V-8-powered Camaros. The fuel tank increased from 18 gallons to 21. The Z28 got an HEI electronic ignition, which would eventually make its way to all the cars. The 307 disappeared in favor of the two-barrel 350. 16 colors made up the paint options, along with the widest color range of vinyl tops to date at 10 colors. Nine interior colors were available, along with some great two-tone check patterns. Production skyrocketed in 1974 to 151,008, with 128,798 cars shipped with V-8s and the balance 250-cubic in. sixes.

1975

While the big changes all occurred in the 1974 model year, there was more in store for 1975, and most of it wasn’t good. The Z28 was gone, though the Rally Sport re-emerged toward the end of the year as a paint and trim package. The familiar “Camaro” cursive script was still on the glovebox lid, but the front fenders received a block script in all caps.  The rear window was also redesigned to mirror the wraparound look of the tail lamps, and to provide more visibility to the rear. The tricolor emblem in the grille on the 1974 model year moved up to an escutcheon on the fiberglass nose.

Inside, power locks were available for the first time, along with a new cruise control option. The Sports Décor package (Z08) showed up briefly, including body-colored sport mirrors, a body-colored insert on the door handles, and body-colored appliqué on the bumpers. That package disappeared halfway through the year, so it’s a relatively rare sight nowadays. The Type LT featured bird’s eye maple trim inside, versus the previous year’s meridian walnut. Even the handful of people who bought sixes could get air conditioning in 1975. According to the order guide for 1975, for the first time, leather seating was available in either Dark Saddle or Dark Oxblood. That option disappears in 1976 and wouldn’t return in the second generation.

There were also a few mechanical changes. The big one was the addition of the catalytic converter, which required the modification of the passenger side floor. All V-8 cars received twin exhaust outlets. HEI became standard on all engines, including the six. Rear brake drums were finned for better cooling.

16 colors were available, along with nine vinyl top choices. Interior colors were limited to just five. Production held steady in 1975 to 145,770 units, with a growing percentage of six-cylinder cars at 29,749, and 116,021 V-8s.

1976

It seems hard to distinguish the differences between a 1975 and 1976 Camaro, though there were a number of minor trim revisions, as well as some significant mechanical changes.

On the Type LT, the rear valence panel under the decklid received a smart brushed aluminum cover that set the entire back of the car off nicely.

Outside, a new Landau top trim was available. It’s essentially a reverse landau top from what you might be familiar with on a Colonnade body, where the vinyl is only over the front passengers, rather than wrapping around the rear window and quarter. This replaced the full vinyl top available up to this point. Custom-styled urethane and alloy wheels were also options for the first time in 1976.

Upholstery revisions were again in the mix, with new sport cloth-and-vinyl trim patterns. The instrument panel trim shifted from interior color to a tan simulated leather, which made the black-faced gauges seem to leap out of the dash. Optional gauge packages included a voltmeter rather than the old ammeter.

Mechanically, 1975 introduced the 305-cubic inch V-8 as the middle engine in the lineup. The 145-hp two-barrel split the difference between the 105 hp inline six and the 165hp of the 350. Power-assisted brakes were now standard, and the braking system received minor updates.

There were 14 colors for 1976, with another seven vinyl top colors. Five interior colors were available. Production numbers were way up again for 1976, with 182,959 total. That number is made up of an increasing percentage of six cylinder cars with 38,047, along with 144,912 V-8s.

1977

Camaro news for 1977 was big, if only for the return of the Z28. Tom Zimmer—the Camaro’s Chief Engineer—demanded it, reportedly after seeing the Pontiac Trans Am’s sales numbers take off.

The Z28 debuted at the Daytona Motor Speedway in February that year. While it wasn’t exactly the car that Pontiac delivered, it did pretty well for itself, with a 185-horse 350 fitted with a Rochester four-barrel carburetor. The exhaust went through a single cat, but split into dual resonators and tailpipes with no mufflers. The standard transmission was a Borg-Warner four-speed with a 2.64:1 low gear. The stick wasn’t available in California, which only got the three-speed Turbo Hydra-Matic, though the shift points were revised upward.

The Z28 emphasized handling over straight line performance, with revised 365-lb springs and a 1.2-inch stabilizer bar up front. Springs in the rear were 127-lb. versus the standard 89 to 99 pound springs in lesser Camaro trims. The rear stabilizer bar trimmed back a bit to .55 inches versus .69 inches, and the rear springs benefitted from higher durometer rubber shackle bushings. The 15×7 Z28 steel wheels returned, though they were painted body color instead of gray as in previous years.

The exterior package included Z28-specific decals on the hood, front fenders, front and rear spoilers, wheel wells, rocker panels, and door-handle inserts. The bumpers—the same bumpers as any other Camaro in 1977—were body color. Headlight and tail light bezels and window trim were black anodized, and the rear trunk panel, rocker panel and parking light buckets were painted black to match. Front and rear spoilers were standard and the Z28 received the full U14 gauge package. And for the first time, the Z28 received a unique steering wheel with faux rope “whipping” around the rim. That steering wheel would remain a Z28 component until the last model year of the second generation.

Only two minor changes occurred on the balance of the Camaro lineup: intermittent wipers were optional for the first time, and the four-speed transmission moved the location of reverse to far left and down. Colors grew a bit more limited to 13 in 1977, and you had more than half as many vinyl top colors to choose from, too. Inside, though, just four colors were available. Boosted by the popularity of the mid-year Z28, Camaro numbers exploded to 218,853, outselling the Ford Mustang for the first time, and including 14,349 Z28s. The total breakdown includes 31,389 inline sixes and 187,464 V-8s.

1978

A whole range of exterior changes occurred in 1978, largely centered around the bumpers. The aluminum bumpers that arrived in 1974 were reportedly supposed to be replaced with urethane bumper covers by 1976, but that change was delayed for two long years. When they finally came around, however, they gave the Camaro a significant refresh that helped propel the car to fresh sales highs.

Front and rear fascias were both revised, and hid impact-absorbing construction designed to withstand a five-mph impact without damage. The headlamp and turn indicator buckets were more squared off than previous years, and they were smooth chrome in all but the Z28. Prior years had a pebbled finish that didn’t fare well in the weather. The Camaro emblem once again moved to the middle of the grille. Tail lamps were revised to a more geometric pattern, with amber turn signals split by a fuel door in the rear panel, instead of behind the license plate. The license plate mount itself moved from the rear panel down into a molded section of the bumper.

1978 also marked the first year for the T-Top option. Interestingly, the brochure shows the option, but the available order guide from October of 1977 doesn’t. The Rally Sport also re-emerged as a separate trim level rather than an RPO package.

There were some mechanical changes, as well. The 305 received the four-speed manual as the standard transmission, and all but the Z28 had taller rear axle ratios to help fuel economy. Lower control arms received heftier bracing for improved chassis stiffness, and redesigned rear spring shackles improved stability.

The color palette shrunk again to nine choices, with nearly as many vinyl top colors to choose from. Upholstery color choices grew to six. Production numbers again surpassed anything previously seen for the Camaro, with an astounding 272,631 total, including 36,982 six-cylinders and 235,649 V-8s.

1979

1979 brought another year of growth for the Camaro and the all-time sales record for the model. The biggest revision was the trim name shift from the Type LT to the Berlinetta, which included custom interior, bright upper and lower grille, bright windshield and rear window moldings, a dual pin stripe, body color sport mirrors, argent appliqué on rear panel, specific trim and either polycast wheels or color-keyed aluminum wheels. The Berlinetta also received Amberlite insulation blankets in the doors, rear quarters, roof/sail panels, behind the rear seat, under the package tray and under the carpeting. Dual horns and the full gauge package were also standard equipment.

Inside, all Camaros got new brushed aluminum-style instrument panel trim, and the optional forced air rear defroster gave way to a heated backlight.

Color options expanded to 11 in 1979, along with seven vinyl top choices. Six upholstery colors were available. It was the best-ever year for the Camaro with 282,571 produced, including 21,913 six-cylinders and 260,658 V-8s. Despite the economy, rampant interest rates and rising fuel costs, the Z28 alone represented 84,877 units sold.

1980

The penultimate year for the second-generation Camaro represented a lot of change for the car, some good, some not so much. For the first time ever, the base Camaro wouldn’t rely on the inline six that had powered Chevrolet vehicles since 1962. In its stead were two V-6s. California got an even-fire 231-cubic inch V-6 with internal balancing that would eventually go on to power the lion’s share of GM products for the next 20 years. The other 49 states got an odd-fire 229-cubic inch six for 1980.

Also available—and universally despised—was a 49-state L39 267-cubic inch V-8 good for 120 hp and 215 lb-ft. of torque.

The Z28 got ever-more menacing three-bar, tri-color graphics in 1980, and even slightly more horsepower, too, at 190hp, provided you didn’t live in California. Z28s sold there were limited to a 305 V-8 and a TH350. It also got the nifty Air Induction hood for the first time, with a solenoid-fired flapper that snapped open at wide-open throttle, perhaps one of the coolest gimmicks to come out of the 1980 model year.

Polycast wheels finally bowed out for this model year, replaced by polished wheel covers for the Berlinetta.

The disco era may have finally reached its conclusion, signified by the deletion of the vinyl top option for 1980. Color choice exploded to 14 selections, while interior colors were limited to five. Production dropped significantly in 1980, down to 152,005 units. The available V-6 was a smash, selling 51,104 units—the best ever showing for a six cylinder. V-8s totaled 100,901 units.

1981

In its final year, the bulk of the Camaro lineup was a carryover from the 1980 model year, but there are still changes to talk about.

The biggest revision was the standard Computer Command Control emissions system, which took up some valuable real estate in that year’s sales brochure. It was an early ECU that not only monitors fuel mixture, throttle position and 02 emissions, but transmission performance as well, since the computer controlled the new lockup torque converter. It’s also notable for the birth of the Check Engine Light for the Camaro.

For 1981, the Rally Sport fell out of the lineup. Like all cars, Camaros in 1981 featured a 17-digit VIN. Power brakes were a standard feature for the first time, as was a space saver spare. Halogen headlamps became optional, and there were 13 colors available in the final year, with six interior color choices. While a shadow of the 1979 zenith, sales were still pretty strong for 1981, with 126,139 Camaros produced. V-6 models continued to perform well at 52,004 units, while V-8 models dropped to 74,135, including 43,272 Z28s.

Before You Inspect

There are few vehicles with as deep a set of historical and reference resources as the Second Generation Camaro. The biggest resource—and one that we’ve used here for production figures and year-to-year changes—is NastyZ28.com, which has long been the primary resource for 1970 to 1981 Camaro enthusiasts. The American Camaro Association runs the Camaro Nationals which takes place this July in Morgantown, Pennsylvania.

VINs in these cars changed three times over the span of Second Gen Camaro production, so be aware that the information encoded in those VINs will change depending upon the year. There’s a good VIN decoder at Chevy-Camaro.com, and aftermarket supplier Classic Industries has a version, as well. Double R Restorations has an outstanding series of videos covering every aspect of Second Generation Camaro purchasing, but start with the video on common rust areas. This is the dividing line between a Camaro that can reasonably be put back together, and one that’s too far gone to serve as anything but a parts car.

We won’t go into great detail here because it’s all laid out in the video, from rust around the windshield and backlight to floors, trunks, quarters and doglegs.

Your prospective Camaro—like all cars from the era—may or may not have a build sheet tucked up under the rear seat, over the glovebox, over the fuel tank, in the springs of the front seat, under the carpet by the transmission tunnel or elsewhere. The Service Parts Identification label that has been so helpful in determining option codes wasn’t fully integrated until 1984, so that’s unfortunately not an option on these cars.

Cowl tags were part of every Camaro built between 1970 and 1981, so you’ll find valuable information there. What information is contained in the trim tag varies depending on the year, but thankfully Chevy-Camaro.com has an excellent pull-down menu by year which will help you learn what your target Camaro left the factory with.

The GM Heritage Center managed to get its Historic Information Kits back online recently, and we found every order guide for every Camaro from 1970 to 1981 listed. There’s invaluable information there about what options, colors, powertrains and equipment your Camaro may have come with.

Before You Buy

Like all cars from the 1970s and 1980s, second-generation Camaros were prone to rust. As Russ from Double R Restorations notes, in a lot of instances, you really can’t tell the extent of the rust on things like window channels until you’ve taken the glass out and gone past the point of no return. Areas like toe boards hold rust that you can’t see underneath because of body bracing. Frame rails can also be destroyed.

The good news is that there really isn’t a body part that you can’t find for these cars from a supplier like Classic Industries, Year One, Rick’s Camaros, Classic Muscle,  National Parts Depot, Camaro Parts Central, and a nearly inexhaustible list of smaller parts suppliers.

Mechanically these cars are straightforward, and they remain plentiful, with a few exceptions. For less desirable engines like the 267-cubic inch V-8 and the odd-fire 229-cubic inch V-6 are going to be hard to source. Many of the 350-cu.in. V-8 heads that came out of this era are commonly referred to as the least desirable in Chevrolet’s history, but swapping them out for something better is relatively easy. Transmissions and rear ends are plentiful, no matter which your Camaro happens to have.

Which one to buy? Aside from the stronger powertrains and muscle car-era ties of the early models, it’s largely a matter of personal preference. Some buyers are going to be after an 1970 RS/SS, and some are going to want the full disco package in a 1980 Z28 with T-Tops. They’re all equally susceptible to rust, and all have a fairly prolific aftermarket.

What to Pay

Given the long lifespan of this generation and the variety of spec, there’s quite a spread in values. “Number 2 values vary widely for these, from just $11,200 for a 1980 base with the lowest output V-8 to $84,800 for a 1970 SS 396/375hp L78,” says senior auction editor Andrew Newton. As always, check out Hagerty’s Valuation Tools to ensure you get the latest values for your specific Camaro.

If you simply like the shape of the Second Generation Camaro, choosing a six-cylinder car, or something like a clean Berlinetta will save you enough money to send a kid to stage college for a few years. The pandemic boom had a dramatic effect on all Camaro prices, and prices are still up significantly, but prices have softened a little recently. That said, certain trends remain: “For both the early and the later cars—the latter of which tend to be cheaper—it’s the high-spec performance models that have seen the most appreciation by far,” says Newton. “For example, while 1981 Z28s are up 80% over the past four years, 1981 base and Berlinetta models are up just 24%.”

Quoted values for these cars—regardless of year or condition—is up 32 percent in the last three years, according to the Hagerty Valuation Team.

Gen X unsurprisingly quotes 38 percent of 1970 to 1981 Camaros, while making up 32 percent of the overall collector car market. These were incredibly popular cars when Gen X was growing up (and continued to be so when they became the used cars that populated their high school parking lots), and they have the liquid cash to buy one. Millennials have a strong affinity for these cars, too, making up 20 percent of quotes—about consistent with their share of the market. Gen Z quotes 11 percent while being seven percent of the overall market. Boomers are still a strong ownership bloc, but not as much as you might think. They quote 30 percent of all 1970 to 1981 Camaros in Hagerty’s database, while making up 35 percent of the market.

Buy the best Second Generation Camaro you can afford, and if you can verify that any rust areas have been addressed, all the better. And as with any classic purchase, have the car looked over by a qualified professional.

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The Fox body Mustang pulled an exceptionally long tour of duty for Ford, debuting in 1979 and lasting into the early ’90s as the company’s go-to muscle machine. The pace of technological progress had long since caught up to the Fox chassis by the time its replacement was announced, and hopes were high at the Blue Oval for the SN95 Mustang, which carried the car into its fourth generation starting with the 1994 model year.

The SN95 (also written as SN-95) presented a mix of the familiar and the dramatically different as Ford eased the Mustang into the world of modern automotive design. The car’s basic platform was still heavily based on the Fox, and was in fact referred to as the Fox-4 internally. Still, it would be a mistake to call the SN-95 a simple re-skin, as its much-improved chassis was heavily reinforced in order to improve on the older model’s reputation of having the torsional strength of a wet noodle—ultimately only the floor pan and a suspension cross member lifted wholesale from the previous Mustang. More easily identifiable as a Fox carry-over was the 5.0-liter pushrod V-8 that pulled duty during the first two years of the SN-95’s run.

In the styling department, both the initial coupe and convertible traded the Fox’s rectangular shape for a swooping, rounded look that called to mind the original 1964 model’s cues combined with the ovoid lines that were all the rage at Ford during the 1990s. This trend continued inside the car’s much nicer cabin, and all around, the updates made the car more comfortable as a daily driver and better situated on the current design landscape.

The most abrupt—and divisive—SN-95 characteristic arrived in 1996, however, when the first of Ford’s modular V-8s graced the Mustang’s engine bay. This overhead cam design stood in stark contrast to both Ford’s own pushrod past and the large-displacement offerings available from the car’s primary rivals, the Chevrolet Camaro and the Pontiac Firebird. It also pointed the way towards the future of Ford performance, and quickly became the jump-off for a steadily-advancing series of modular tire shredders.

There’s no doubt that the SN-95 served a key role for Ford in transitioning its enormous gaggle of Mustang fans into a high-tech tomorrow (especially in terms of drivetrain development) across its ten year run. By the end of 2004, split between the initial curvy look and the ‘New Edge’ visual updated that arrived in 1999, the SN-95 had delivered a host of special edition cars while also retiring one of the most recognizable badges in Mustang history.

In total, more than 1.5 million 1994-2004 Ford Mustangs were built, making them the third-most popular generation of the pony car in terms of sales. Today, these vehicles represent a fantastic bargain for collectors rebuffed by the soaring price for Fox body cars, with their appeal further cemented by their better handling, longer list of modern conveniences, and significantly greater comfort. Much of the hubbub that initially surrounded the modular V-8 has now faded into obscurity, too, with the engine enjoying nearly as much aftermarket support from modern suppliers as its pushrod progenitor. In short, the SN-95 is now perhaps the cheapest way to access a classic, rear-wheel drive muscle car experience.

Charting The Changes

As noted above, the SN95 Mustang can be divided into two distinct categories: the original SN95 (1994-1998) and the New Edge update (1999-2004). Each was further split into coupe and convertible body styles.

1994-1995 cars are identifiable by their open grille (featuring a galloping pony emblem) and horizontal taillight layout. Base cars were outfitted with a different bumper compared to the GT trim, with the most noticeable difference being the large, circular fog lights for the latter (versus smaller inset units on the entry-level models). The Mustang GT further came with a trunk spoiler as standard equipment.

For 1995 it was also possible to order the GTS trim, which stuffed the GT’s V-8 engine inside the base body style (with bargain basement equipment levels to match), and the SVT Cobra R, which came with its own body kit, a Cobra emblem in the grille and on the fenders, a tall cowl induction hood, and its own 17-inch wheels. The interior of the Cobra R was stripped of all niceties, with not even a rear seat available. A less intense SVT Cobra could also be ordered, and while it resembled the GT it swapped in a revised bumper and Cobra badging.

For 1996, a honeycomb filled the grille opening and the taillights were flipped 90-degrees to better ape those of the 60s-era cars. 1996 also continued the SVT Cobra trim (available as both a coupe and a convertible), which added Cobra badging, the color-shifting, ‘Chroma Flair’ paint option, unique headlights with a revised front bumper, and its own spoiler and five-spoke rims. Interior changes included white-faced, 160-mph gauges. In 1997, the grille insert left the picture, while the GT picked up a set of five-spoke rims of its own, while 1998 editions are notable for losing the digital clock in the cabin.

The New Edge arrived in 1999, and it presented a sharper update to the original SN95 sheet metal. On top of a revised interior angles are found everywhere, including the front and rear bumpers, the scallop carved out of the doors and the scoop just ahead of the rear fender, the hawk-like headlights, and the new (false) air intake on the hood. The vehicle’s taillights and grille are also updated, and exhaust pipes are larger. SVT Cobra editions are notable for their lack of hood intake, while a 35th Anniversary GT exaggerated the scoops on the hood and sides of the standard GT, and added a taller spoiler out back.

Visually, things were status quo for the 2000 model year (save for newly rounded exhaust outlets carved into the back bumper of the Mustang GT), with the Cobra on hiatus. In its place was the hardcore SVT Cobra R, which adopted a full aero kit including a massive fixed wing towering over the trunk, as well as a bulging ‘power dome’ hood and smoked headlights. As before, the cabin of the Cobra R was barebones, with no radio, air conditioning, or rear seat, and it featured a set of Recaro buckets.

For 2001, the Cobra R was gone but its smoked headlights became standard on the GT (which also gained the 1999 model’s 35th anniversary extroversion in terms of scoops and spoiler, and new Torq Thrust-style 17-inch wheels). The rest of the Mustang’s exterior styling carried over, and the visually distinct Bullitt model (calling to mind the classic 1960s Steve McQueen star car) was also added to the GT order sheet. In addition to its aluminum fuel door and retro wheels, it also featured Brembo brakes, a lowered suspension, and 1960s style gauge faces and leather seats. The SVT Cobra also returned, and now featured COBRA embossed into the rear bumper.

2002 was largely a carry-over for the Mustang, with no Cobras produced for North America and no more Bullitt option. 2003 was more of the same for the base and GT Mustangs, but two notable special editions debuted: the SVT Cobra, which featured a dual cowl-induction hood, a lip spoiler on the trunk, and gaping air intakes in the front bumper, and the Mach 1, which can be spotted by way of its ‘Shaker’ hood with a cut-out for a functional air scoop, as well as through its striping and badging. Each of these models continued to be sold through 2004, which was the final year for the SN95/New Edge Mustang—and for the Mustang Cobra, which has yet to reappear in the modern line-up. That last year of production also saw the return of color-shifting paint for the Cobra, now called MystiChrome.

From 1994 to 1998 the base engine offered in the Ford Mustang was a 3.8-liter V-6 that produced between 145 and 150 horsepower, along with 215 lb-ft of torque. New Edge cars upgraded this engine in 1999 with an improved fuel injection system that pushed horsepower to just over 190, matched with 220 lb-ft of torque. In 2004 a 3.9-liter V-6 generating exactly the same numbers also appeared in late-production base models due to a production shortfall of 3.8-liter units. Transmission choices included a four-speed automatic and a five-speed manual.

Mustang GT buyers in 1994 and 1995 received essentially the same V-8 that had been found in the previous year’s Fox body car, albeit with a lower intake manifold and revised pistons. This 5.0-liter mill was good for 215 horsepower and 285 lb-ft of torque. In 1996 the GT shifted permanently to a 4.6-liter, single overhead camshaft V-8 that matched the 5.0 in terms of output (gaining 10 additional ponies and five lb-ft of twist for 1998 thanks to a revised exhaust system). A major update to the modular motor arrived for 1999. Dubbed the ‘PI’ due to its ‘Performance Improved’ heads, the 4.6 also gained a new intake, coil-on-plug ignition, and a better camshaft that pushed it to 260 horsepower and 302 lb-ft of torque, where it would stay for the remainder of the New Edge run. The GT was available with five-speed manual and four-speed automatic gearboxes.

As noted there were several SVT Cobra variants available during the SN95 run. Of these, the most controversial are the 1999 editions, which featured a 32-valve version of the 4.6 modular motor advertised at 320 horsepower and 317 lb-ft of torque. Dyno and acceleration tests revealed those figures as too optimistic, resulting in Ford stopping the sale of the car eight months into the year and performing a series of upgrades to the engine, exhaust, and ECU to correct the problem (which was also offered free of charge to existing owners). It’s also worth noting that this was the first year that the Mustang Cobra was equipped with an independent rear suspension as opposed to the standard live-axle setup.

Running down the SN95’s other Cobra variants are the 5.0-liter models available in 1994-1995 (240 horsepower), the 32-valve, Teksid-cast aluminum 4.6-liter sold from 1996 to 1998 (305 horsepower), and the 2001 and 2002 return of this engine after the disastrous 1999 Windsor block motor. From 2003 to 2004, the SVT Cobra gained an Eaton supercharger and a six-speed manual transmission (as opposed to the five-speed found with its predecessors). Engine output was conservatively rated at 390 horsepower and 390 lb-ft of torque, with Ford not wanting to over-promise and under-deliver twice: these cars regularly dyno near that number at the rear wheels. Nicknamed the ‘Terminator,’ they represent the mightiest SN95 Mustangs ever built.

Lastly, there are the SVT Cobra R variants. In 1995, 250 examples were built featuring a 300 horsepower, 5.8-liter pushrod V-8 (also good for 365 lb-ft of torque), while in 2000 the car returned with a 385 horsepower, 5.4-liter modular V-8 (rated at 385 lb-ft of torque). It is the only other factory SN95 aside from the 2003-2004 SVT Cobra to feature a six-speed manual gearbox.

The 2001 Bullitt featured an upgraded, 265 horsepower version of the 4.6-liter modular motor, while the 2003-2004 Mach 1 borrowed the 305 horsepower aluminum block motor from the SVT Cobra.

Who To Know Before Inspection

The SN95 is a well-understood and properly supported muscle car at this stage of its life, and there are plenty of excellent resources available for owners. In particular, extensive and thorough documentation of the platform is available via Mustang Specs, which also provides useful VIN decoders for those seeking as much information as possible about a specific vehicle. Late Model Restoration is another great source for parts and expertise on all Mustangs, including the SN95.

Anyone who’s spent any time in the Mustang universe, however, knows that CJ Pony Parts remains one of the scene’s biggest players when it comes to restoration and support. We spoke to Bill Tumas, the company’s brand ambassador, to get the insider info that can help buyer’s make the right choice when purchasing an SN95-generation car.

Tumas points out that the vast majority of SN95 and New Edge Mustangs represent a very strong value compared to the Fox body cars, which is compounded by how much easier they are to live with.

“The ’94-’95 Cobra is especially affordable,” he says. “Basically, it’s the same as the ’93 (Fox) in terms of engine and transmission, but it’s got better brakes, better wheels, and a better interior. They just haven’t taken off yet. I think that by far these cars represent the best value right now.”

Even the early modular Cobras have a lot going for them. “The ’96 to ’98 Cobras are great cars. They’re 305 horsepower from the factory, they’re fun cars, and they’re cheap. You can run 12’s pretty easily with them, and it doesn’t take much besides gears and a tire to get there, to help with the lack of low-end torque.”

Tumas cautions that the modular motors in the 1996-1998 Mustang GT can feel a little weak as compared to the PI update that arrived in 1999, making them more suitable as cruisers than all-out performance machines. That being said, they are still very easy to work on and build power from, once you get the basics of an overhead cam motor down. Coyote swaps from more modern Mustangs are also becoming increasingly common in these cars, as their engine bays have no trouble accommodating other modular engines.

“The most desirable cars in terms of collecting are the SVT Cobra Rs, of course, followed by the ’03-’04 SVT Cobras, which are fetching nearly the same money now as they did when they were new,” Tumas says. But there are also a few under-the-radar options out there. “You had the 1995 Cobra convertible that was offered with a removable hard top for just one year, which is extremely rare—only 499 built, along with nine other cars that weren’t Cobras. They came with a stand and a video tape showing you exactly how to remove it. There are also the Saleen and Roush Mustangs to consider from this era, as well as the Boss Shinoda appearance package cars.”

Before You Buy

There’s little to fear in terms of weakness from the factory SN95 drivetrain. Manual transmissions hold up well at stock power levels (with the later 3650 New Edge gearboxes a bit beefier than the original T45), and the Ford 8.8-inch rear end is legendary in terms of longevity.

“Both the pushrod and the modular V-8s have proven to be very reliable motors,” says Tumas. “There are plenty of two-valve and four-valve cars out there with a boat load of miles. I have a friend in California with a 1996 that has just under 500,000 miles on the original motor.” That being said, the New Edge cars with the PI engines have a reputation for intake manifolds that leak and crack, which is something to look out for when inspecting a potential purchase.

It’s also a good idea to check a few specific areas for rust. “Shock towers, the frame rail below the shock towers, and the floor pans are all areas you will want to inspect,” explains Tumas. “You should also look at the torque boxes, which have a tendency to rip where the control arms meet.” Speaking of rust and water intrusion, no SN95 cars came with a sunroof from the factory, so if you see one, it’s an aftermarket part.

In terms of parts availability, mechanically the Mustang’s combination of modular and old-style 5.0 engines means you can throw a rock on the Internet and hit a dozen aftermarket suppliers. This is on top of good factory support for these motors. The body and interior of the SN95 is more of a mixed bag.

“Factory parts availability for body panels and trim pieces is starting to fade off,” says Tumas. “You can get cowls and parts that commonly fail, but larger items like bumper covers, fenders, doors, door panels, these are all harder to get now. You’ll end up scouting salvage yards, because the cars are not old enough that replica parts are being made for them yet, but they’re no longer new enough for strong dealer inventory. You’ll have to seek out new old stock for a number of items.”

Some parts for special model SN95s can be extremely expensive to purchase, if you can even find them. “[2004] Mystichrome Cobras had a unique steering wheel and set of seats whose upholstery isn’t available anywhere. They go for silly money, something like $4,000 for the steering wheel alone.”

What To Pay

Remember all that talk about how affordable the SN95 Mustang has remained even as Fox prices shoot through the roof? A decent driver GT in #3 (“good”) condition will cost anywhere between $7500 and $10,000, with the New Edge cars leading the way in terms of affordability. Even a museum-quality first-year SN95 GT will cost you less than $40,000, with an almost $10k discount for the final year 2004 editions. An SVT Cobra from 1994 to 1998 runs between $13,000 and $17,000 for a #3, with another $10k added for a #2 condition example. As always, get the latest valuation data from Hagerty by clicking here.

Unobtanium SN95’s crack the six-figure barrier ($120k for a well-kept 2000 Cobra R is par for the course, and the 1995 model year checks in at $90k), but even the illustrious Terminator trades hands around the low-$60k mark at its absolute peak, putting them well within reach of collectors. You can cut that number in half for the supercharged SVT Cobra if you’re willing to settle for a still-excellent #2 condition car.

As reasonable as these numbers are, they still represent a 52 percent increase in median value of #2 condition cars when comparing sales to those from 2022. Most of that renewed interest came from Boomers and Millennials, which is the inverse of what is typically seen when looking at performance vehicles of this particular vintage. The fact that these are still the cheapest generation of Mustang out there indicates just how under-appreciated the SN95 has been to this point.

Remember: even when looking at a modern classic like the 1994-2004 Ford Mustang, it’s always worth your while to have a vehicle inspected by a professional prior to purchase. Keep in mind that buying the best example you can afford will keep you ahead financially versus picking up a bargain in rough shape and paying for a restoration.

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Fifty years after it first came on the scene, the Mk8 Volkswagen Golf of today finds itself larger, heavier, and more reliant on touchscreens and digital technology than ever. (Who among us isn’t?) To rewind the clock back to the first generation of this world-famous econo-hatch is to step back into your youth; there were fewer horsepowers to spend in those days, but they seemed to go further. The view out the windshield looked clearer and brighter, and the road ahead seemed to wind on far beyond the horizon.

That’s the magic of vintage cars: they are time machines of a type, and while they may only transport you for a short drive or a weekend, you can recapture a bit of your youth with them. The first-generation Golf is a pathway to a humble, everyman experience known to many from 1974–85, blending the best of no-nonsense Germanic interiors with solid build quality and stout reliability. In its day, this little hatchback offered a Mercedes- or BMW-like experience albeit at much thriftier pricing. In the process, the Golf became nearly as ubiquitous as the Beetle it replaced as a result of that appeal.

The good news here is that the Mk1 Golf still delivers joy at a half-century since its inception. And while it’s nowhere near as common as it once was, the car remains within reach of regular enthusiasts. VW built seven million of these little cars for the whole world, and thanks to a strong and faithful fanbase, many of the best examples are still out there. When you do come across a Mk1 Golf enthusiast, it’s common to find that they own several examples, possibly a few later Golfs, and maybe even a Scirocco. People like to rescue these cars, and that keeps them on the road.

So, you want one. Maybe you had a slightly ratty GTI in college, or maybe your unrequited high school love drove a flawless white Cabriolet and looked like a Patrick Nagel illustration. No matter the motivation, here’s what you need to look for before going down the proverbial Rabbit hole.

Mk1 Golf: Squaring Volkswagen’s Circles

Let’s begin with a little history on the car that America first knew as the Rabbit (arguably an even better name for the car than Golf). Volkswagen began planning to replace the Beetle all the way back in the 1950s, but it wasn’t until the 1970s that VW’s economic outlook became dire enough to actually force the change. After all, the 1960s were basically defined by the Beetle’s ubiquity and cultural clout, especially in the U.S. market.

All of VW’s prototype efforts were dubbed “EA” for Entwicklungsauftrag, which translates to “Development Assignment,” and is, regrettably, not a valid Scrabble word. As the number of such efforts climbed, you could kind of see the eventual Golf emerging from the primordial hatchback ooze. The rear-engined EA266 was built by Porsche and vaguely resembles a Honda N600. EA276 was a hatchback with an air-cooled engine mounted up front, and it looked like a Skoda or Fiat project. The latter, especially, was rather ungainly.

In 1969, while visiting the Turin auto show, VW’s Director and the company’s main Italian importer totted up a list of their six favorite cars from the show and sat down to compare notes. As it turned out, four of the six had been drawn by a young designer just into his thirties, but with a string of hits already: Giorgetto Giugiaro.

Giugiaro was invited to Wolfsburg to provide a shape for EA337. For a designer responsible for everything from the Giulia Sprint GT to the BMW M1, the fact that Giugiaro often called the humble family-oriented Golf his best design speaks to just how special this little car is. Interestingly, his original prototype featured square headlights, so while round-headlight Euro-style conversions are a popular modification now, the U.S.-style squares are actually closer to Giugiaro’s original vision.

Production commenced in March of 1974, and the first cars were delivered to owners in May of that year. The name, “Golf,” is generally held to be taken from the German for Gulfstream, as many Volkwagens are named for winds (Scirroco, Bora, Jetta). The front-engine, front-wheel-drive hatchback layout wasn’t groundbreaking—the Honda Civic had arrived a few years earlier—but the Golf’s deceptively simple engineering and supremely practical nature made it a hit.

Enthusiast readers are by now champing at the bit chanting “GTI! GTI! GTI!” like a bunch of unruly Bayern Munich Fußball-Bundeslinga fans. Keep your jerseys on, people, we’ll get there in a bit. First though, a look at the Mk1 Golf’s more pragmatic side.

In Europe the early cars were powered by a carbureted 1.1-liter four-cylinder engine that made 50 hp, or a later 1.6-liter four with 75 hp. With a curb weight of around 1800 pounds, this was perfectly sufficient motive power for a small car. There was also a diesel option, again with about 50 horses to start, and while on this side of the Atlantic early oil-burner VWs have a reputation for being more tortoise than hare, they do get there in the end. The thrifty diesel even turned out to be popular when gas prices skyrocketed in the late 1970s.

With a simple two-box chassis layout, independent suspension up front, plus a space-saving twist-beam suspension out back, rack and pinion steering, and front drum brakes on all but the earliest models, the Golf was a capable handler even in non-sporting trim.

It arrived in the U.S. market in 1975, badged as the Rabbit with a 1471-cc engine good for 70 hp (later bumped to 1.7 liters and 78 hp). Period reviews noted that it was quicker than rivals like the Toyota Corolla or Honda Civic, yet just as cheap to fuel.

By 1978, the Rabbit Diesel’s 1.6-liter engine offered U.S. buyers about 50 percent more efficiency than the gas model, and an unused Chrysler factory in southwest Pennsylvania had begun breeding Rabbits outside of Germany. VW’s Westmoreland Assembly site ceased operations in 1987, but not before it had produced well over a million Rabbits in various trims and configurations.

Mk1 VW Golf: Varieties Are The Spice Of Life

When it comes to changing things up as you go along, the Golf might as well have been called the Volkswagen Calvinball. Yes, the two-door hatchback was the original version, but VW turned the basic layout of the Golf into a number of different cars. Pickup truck, anyone?

Perhaps the best-known and longest-lasting of these variants was the Jetta sedan. Little more than a Golf-with-a-trunk, the Jetta has now been around long enough to be celebrating its 45th birthday this year. More of a success in the US than Europe, the Jetta was first offered as a two-door, then later a five-door variant, and is a popular platform to modify as essentially anything you can do to a Golf will also work on it.

Even more fun is the Golf-based pickup truck known as the Caddy in Europe (very funny, VW) or the Rabbit Pickup over on these shores. This Golf-with-a-bed was actually a U.S.-market innovation, and it entered our market in 1979 with the choice between the Golf’s 78-hp gasoline engine, or the diesel motor with a five-speed manual transmission. Fuel economy for the latter was simply excellent, over 50 mpg, and the little bed was rated for a useful 1100 pounds.

Perhaps most fun of all were the cabriolet models, with their signature “basket handle” central roll bar. These were all built by longtime VW partner Karmann and were usually available in a high level of trim. U.S, versions are basically GTI-spec, merely with a roof so you can be open to the elements and enjoy room for four friends.

“GTI! GTI! GTI!”

Okay, fine.

Mk1 VW Golf: The GTI

The Volkswagen GTI (Rabbit or Golf) is one of the most important enthusiast cars ever built. It was not the first hot hatchback, nor was it the fastest of its kind. In U.S. specification, the GTI didn’t even muster up three-figure horsepower levels.

But for so many who grew up to be BMW propellor-heads, or avid AMG fans, or air-cooled Porsche cultists, or perhaps even Mustang or Corvette owners, the GTI could have been that first time you fell in love behind the wheel: Not much power, but the ability to make the most of it. Agile as a terrier. Easy to keep fueled up when your wallet was full of cartoon moths and half-stamped rewards cards. It was the right car for almost anything.

Plus, the GTI had a great backstory. Back in the early 1970s, Volkswagen had introduced a sporty version of the Super Beetle called the GSR (for Gelb Schwarz Renner, or Yellow and Black Runner). It had a 1.6.-liter air-cooled engine that made all of 50 hp, but this was sufficient to get some German politicians riled up about performance cars tearing up the highways during a fuel crisis.

“Won’t somebody think of die kinder?” type of thing.

Thus, VW’s executives weren’t interested in building a performance-oriented Golf. Instead, a six-man skunkworks project led by the head of VW’s press department, Anton Konrad, developed the GTI outside of official oversight. Split between marketing staff and performance-minded engineers, the small team tuned the chassis, bumped up the power, and came up with the moniker GTI for Grand Tourer Injection. The original prototype was built with twin carburetors on a Scirocco platform, but the near-final version used the 1.6-liter fuel-injected engine intended for the Audi 80.

The crowning touches were added by designer Grunhild Liljequist, who came from an unusual background. Her family members were hatmakers, and she studied porcelain painting and designed boxes for a Berlin chocolatier before joining Volkswagen’s fabrics and colors division in the 1960s, the first woman to do so.

What does all this have to do with the GTI? Well, Liljequist is responsible for the tartan check pattern on the GTI’s seats, and she also came up with the idea for the golfball shift knob. She’d recently returned from a vacation in the U.K. before being assigned to the GTI team, so there is a little Scottish influence baked into VW’s hot hatchback.

The car debuted in 1976 but remained a forbidden fruit in North America for several more years. European-spec GTIs had roughly 110 hp from a revvy 1.6-liter engine, stiffer and lower suspension than the standard Golf, upgraded brakes, a subtle red trim to the grille, and 13” wheels. Canada got a version of the Rabbit with GTI suspension but the standard engine beginning in 1979, until the Rabbit GTI came along for the U.S. in 1983. (It should, however, be noted that VW Canada did actually stock European GTI parts for many years, as some owners would occasionally import Euro GTIs or convert their own cars to full overseas spec.)

The 1983-84 Rabbit GTI didn’t have quite as much power as the European cars, but its 1.8-liter four-cylinder had broader torque characteristics. The GTI tipped the scales at 2100 pounds in U.S. trim, but it was and so remains an absolute blast to drive. Furthermore, seeing as most of the actual sports cars of the period had ballooned into personal luxury coupes, the no-nonsense GTI cut through the fat with crisp handling and zippy performance.

Two-year production of the U.S.-built 1983 and 1984 Rabbit GTI totaled roughly 30,000 cars. Worldwide, GTI production figures: nearly half a million in volume. Not bad for a car VW never actually wanted to build in the first place.

Mk1 VW Golf: Problem Areas

Like any unibody car that’s decades old, rust is a particular consideration when checking out a Mk1 for purchase. Areas to watch for include the wheel arches, spare wheel wells, floor pans, and both inner and outer sills. If the windscreen has been leaking, the lower panel there is also worth close inspection. Further, rust around the fuel filler neck can be particularly problematic; ending up with sediment in the fuel tank is a huge problem for fuel-injected models.

Some exterior trim bits can be hard to find, especially on older models, but something like a Rabbit GTI has been collectible for ages so there may be aftermarket suppliers out there. In South Africa, Volkswagen built a Mk1 Golf called the Citi Golf right until 2009, and there’s some crossover there for parts.

The engine and transmission are robust and simple, so the usual concerns here are pretty basic. Watch for blue smoke indicating worn valve seals, and listen for synchros failing in the gearbox. Getting a potential purchase inspected by a specialist in water-cooled VWs is always a good idea.

The interior is probably the biggest consideration because chasing parts for it down is tricky. Carpets and some interior fabrics are relatively easy if you have a good local upholsterer (harder to find these days), but plastic parts like the dashboard are pretty scarce.

An unmodified Mk1 will, of course, be the most collectible example to hold onto. But many owners modify their cars at least a little. Suspension changes are relatively easy to return back to stock if wanted, and most of the cosmetic changes done in the community tend to fall under the less-is-more ethos. Period-look alloy wheels in larger diameters are so popular that aftermarket companies like RML have done multiple production runs. The 14-inch “Snowflake”-style wheels worn by the Rabbit GTI can be had in a very tasteful 15-inch size that’s wide enough to wear stickier modern rubber.

Mk1 VW Golf: Valuation

There are not many secrets left in the car collector world, and this one got out a few years back when everyone woke up and noticed what a bargain the Mk1 Golf was, particularly the Rabbit GTI. Recently, VW’s decision to drop the manual transmission from the modern GTI after the 2024 model year just underlined how the Rabbit is one of those “they don’t make ’em like this anymore” cars.

Let’s start with the Rabbit GTI, as its price spike tells pretty much the story for all Mk1 Golf variants. After a long and steady shallow rise over decades, the values for #2-condition (Excellent) 1983 Rabbit GTIs surged in 2018, crossing the $10,000 mark for the first time. They still would have been a good buy at that point, as between 2022 and 2024, they have since doubled. A perfect, #1-condition (Concours) car—among the very best examples in the world—is somewhere above $35,000 in value, assuming you can find one.

However, there’s better news around #3-conidition (Good) cars, which represent by far the majority of examples out there. Truly, this is probably the GTI you actually want to own and drive. These examples rose with the same cadence as better-condition cars, but they are currently having a slight downward correction and are now below $12,000 in value, on average. Gone are the days when a really nice Rabbit GTI was half that cost, but compared with other fun-to-drive classics, this is still a lot of value for your dollar.

Values for other Mk1 hatchbacks, the Cabriolet, and the Pickup/Caddy are a little less coherent. Like the GTI, all had spikes up around 2021 and 2022, and all have slightly had what seems to be a correction. A VW Pickup might be anywhere between $10,000-$20,000, the latter informed by two strong sales on Bring a Trailer. That kind of money is still a “Why Not?” bid from a collector who might want to own something fun for a while, then move it on. Cabriolet versions seem much more reasonable, with high bids coming in at only about half what you’d pay for an Excellent-condition GTI.

While it’s fun to contemplate a project here, as these cars are well understood and have a strong fanbase, it is still worth stepping up to pay for a Mk1 that is structurally sound. Rust repair is no cheaper on a Rabbit than it is on a 911, so while the mechanical parts and hunting down trim can be fun, it’s worth paying more for a car with good bones.

Mk1 VW Golf: Notes on Community

When hunting a Rabbit, it’s best to be Vewy Qwuiet make as much noise as possible. Because Golfs and Rabbits were so inexpensive for so long, many VW enthusiasts of ordinary means often have multiple cars in their fleet. What you want to do is find your local VW community and start asking around for cars people might part with.

Just as Beetle owners like to get together for swap meets like it’s still the 1960s or ’70s, local VW meets are a good way to develop knowledge on the water-cooled cars. There is almost certainly a VW specialist in your area who might be a good resource for problem solving, but Mk1 owners generally like to do their own wrenching. The cars are still easily understood by shade-tree mechanics today, and troubleshooting doesn’t require a laptop.

Part of the fun of Mk 1 ownership is that there is a club feel to it. So many of these cars were sold that the pool of enthusiasm for them is both broad and deep. Cruises, meets, and late-night wrenching sessions are all part of the experience. Just like it was back in the day. If you’ve been thinking about one, a Mk1 Golf or Rabbit is still one of the best bang-for-buck time machines out there.

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Of all the years Fiat chose to launch its new Spider sports car, it had to pick 1966. If the Italian giant had gone either side of this with its pert roadster, it would surely have garnered far more coverage and, perhaps, would be more widely regarded in today’s classic world. Instead, the 124 Spider arrived headlong into the whirlwind surrounding the Alfa Romeo Spider that had broken cover at the Geneva motor show earlier in the year, while Fiat waited until the Turin show toward the end of 1966 for its big reveal.

Both cars came from the Pininfarina studio, and while the Alfa was styled by Battista Pininfarina (the last car designed by him), the Fiat 124 Spider was the work of Dutch-American designer Tom Tjaarda. Undoubtedly pretty and the epitome of what a compact sporting roadster should be, the 124 was based on the same platform as the 124 coupe, but with a shortened wheelbase to keep the proportions spot on.

When you opened the hood, the twin-cam engine was nestled in there snug, and upon launch, the 1438-cc unit made 90 hp. It was initially mated to a torque tube transmission, but in 1969 that was dropped, as it was prone to cracking, and it was replaced by a standard propshaft. Also in 1969, the 1.4-liter engine was upgraded to a 1608-cc twin-cam making 110 hp. It was just as perky as its predecessor, but a small hood bulge was needed to clear its twin carburetors. More engine upgrades followed in 1972, when the 1592cc and 1756cc engines from Fiat’s 132 range were fitted to the Spider, creating a new 1800 model alongside the existing 1600 version.

Also in 1972 came the 124 Abarth Rallye, a homologation special to take the 124 Spider into European competition. It came with a 128-hp 1.8-liter twin-cam motor, coil-spring rear suspension, a roll cage, and lightweight body panels made from aluminum and fiberglass. In full rally-ready trim, the Abarth Rallye could be ordered with as much as 170 hp from the factory, but only 1013 were made to qualify it for competition, and it was regarded as too loud and coarse as a road car. Very few exist in the U.S.

In the 124 Spider’s second decade, a second chapter began. European and other markets were cut off as Fiat concentrated on the U.S., where the car had always enjoyed its best sales. However, American-spec Spiders came with a measly 86 hp from their 1.8-liter engines, and federal crash regulations necessitated a slightly lifted ride height and larger bumpers mid-decade. For 1979, the car was fitted with a carbuereted 2.0-liter engine, still making 86 hp, and was rebadged as the Fiat Spider 2000. Fuel injection was introduced midway through 1980, which upped output to 102 hp.

Fiat also offered a turbocharged version of the 124 Spider in 1981. The conversions were carried out by Legend Industries in New York and it is estimated that about 700 were built, complete with Cromodora alloy wheels and unique badging. The turbo increased power to 125 hp. Meanwhile, European customers could once again order the 124, then called the Spider Europa, with a 105-hp 2.0-liter engine.

In European markets, there was one last throw of the dice for the aging Fiat when the carmaker offered a supercharged version of the 2.0, which bumped output to 135 hp. Only about 500 were built. Fiat had already exited the U.S. market by 1983, but the cars soldiered on under the Pininfarina Azzurra badge. The two-seater finally ended production in 1985, two decades after it debuted. All were made with left-hand drive, but several were converted to right-hand drive for the U.K. market using 124 coupe parts.

What’s a 124 Spider Like to Drive?

When it came to two-seat affordable roadsters in the mid-1960s, buyers were spoiled for choice. At first glance, given the 124’s specs, Fiat didn’t do much to make the Spider stand out from that crowd. However, the 90-hp 1.4-liter engine thrives on revs, so you have to work it quite hard. Driven this way, it sounds good thanks to the induction noise from the carb and the exhaust note, and it has a bit more bass and growl than you’d expect from a small-capacity four-cylinder.

The five-speed manual gearbox has a pleasingly accurate feel, and the ratios are spread evenly to make the most of the engine’s power. Off the mark, an early Spider could cover 0–60mph in 10.9 seconds and top out at 109 mph, but more relevant today is that you can easily keep up with modern traffic. This makes the Fiat a very usable classic, regardless of which engine you choose, though the 1.8s of the late ’70s are fairly gutless.

Whichever engine you prefer, the rear-drive setup of the 124 Spider makes it enjoyable to sift through a series of corners to find the limits of the car. Turn-in is good and there’s plenty of mid-corner grip and steering feel. You’re unlikely to experience any oversteer, unless the tires are worn or the road is greasy, so the 124 Spider is a car anyone can drive with confidence, especially as it is aided by disc brakes all-around. It’s also decent at flowing with the road over bumps and, at the risk of upsetting MG drivers, is smoother and more refined than a B roadster.

With the top up in a car that has been looked after, you shouldn’t find any rain getting in past the seals. There is a fair degree of wind noise, which is true of any of the 124’s rivals, but the top is quick and easy to operate. You also get a decent trunk, and there’s more storage behind the seats on a bench that is optimistically trimmed as if it might accommodate children. It won’t. The rest of the Spider’s cabin is simple and easy to live with, though you will have to remember the heater controls are quirkily placed down by the handbrake lever.

Valuation

Any Fiat 124 Spider in running order but in need of work to the mechanics and cosmetics (#4 “Fair” condition) will cost around $6000. As with most classic cars, it’s wiser to look at increasing your budget to buy one in better condition than it is to spend far more sorting a rough car. A 124 Spider in decent order that you can use and enjoy, without worrying about it going out in the rain (#3 “Good”), will cost around $13,000 for a 2.0-liter model, and around the same for a 1.6- or 1.8-liter car. Meanwhile, a fully sorted, concours-quality 1.4 will eclipse $30,000.

What to Look for in a 124?

There are no particular weak spots with the Fiat 124 Spider, beyond the usual problems any classic roadster from this period can experience. Namely, rust. Cars from dry states have the advantage here, but that’s no guarantee it will be rot-free, and they can also pose other potential problems such as faded paint and cracked trim.

With any 124 Spider, the areas to look for rot present like the greatest hits of classic car rust traps. This means inspecting the wheel arches, fender edges, sills, floorpans, chassis legs, front suspension crossmember, trunk lid, and inner fenders with a wary eye. Stand back and have a good look at the panel gap around the doors. If they have closed up at any point, especially toward the top of the doors, it’s a good indicator the car’s shell is seriously weakened by rust.

The suspension, steering, and brakes are all simple to work on and parts are available, with many shared by other Fiat models of the period. The engine and gearbox are more bespoke to the 124 Spider, and there was an automatic transmission offered after 1979. Unless you really want this, we’d stick with the manuals, where you just need to make sure it doesn’t pop out of gear under acceleration or make any rumbling noises.

Fiat 124 Spider engines tend to leak a little oil as a habit, so don’t fret over a light misting, but do check for more serious drips underneath the car. The oil sump sits low to the ground in the 124 and gets knocked about, which can lead to oil loss. Back on top of the engine, give the cooling system a thorough going over for leaks and splits in hoses, and look to see of the head gasket has leaked due to low coolant level.

Most electrical issues will be caused by a poor ground or elderly components, but a common complaint among 124 Spider owners is dim headlights with the original setup. This can be improved with modern bulbs or even an LED conversion. Rear lights for the early 1.4-liter cars are now hard to find, so be sure they are not damaged.

A visual inspection of the 124 Spider’s top should quickly tell you if it needs to be repaired or replaced. A new one in vinyl is around $500 and is a relatively simple DIY job to fit. With the rest of the 124 Spider’s interior, make sure all of the buttons, dials, badges, and switches are present, as they can be hard to track down, and there are differences between the years that purists will be keen to get right.

Which Is the Right 124 Spider for You?

Fiat built nearly 200,000 copies of the 124 Spider, and one in rude health is a car that will quickly win you over with its crisp engine response and exhaust note, its sharp steering, and its deft handling. The 124 is quick enough to keep pace with modern traffic and also sufficiently comfortable to put up with daily use. If anything, it’s a car that thrives on regular exercise to ward off niggling problems.

The only engine we’d avoid is the 87-hp 1.8-liter lump from 1977–79, as you can have a much perkier 1.6- or 2.0-liter Spider for the same money. To enjoy the 124 Spider in its original form, the 90-hp 1.4 is a real joy to drive and use, but for most potential buyers we reckon the 110-hp 1.6 of the early ’70s is the pick of the bunch, not only because there are plenty around, but because its performance and usability are perfectly in keeping with the Fiat’s zesty nature.

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This guide to all things FJ55 originally ran on our site in July of 2021. We’re re-sharing it in 2023 to celebrate the return of the Land Cruiser to U.S. shores after a three-year absence. Enjoy! — Ed. 

What makes a Toyota Land Cruiser so appealing? For some, it’s the original Jeep-like vehicle with roots back to 1951. For others, it’s the ability to go just about anywhere with room for the whole family. But unlike today’s luxury-laden Land Cruisers, the FJ55 sports a durable and minimalist demeanor worthy of the original, with a purpose-built body that easily accepts multiple passengers and all of their overlanding necessities to boot. So let’s see how the FJ55’s station-wagon body style grew the audience of Toyota’s Land Cruiser franchise, establishing its desirability and collectability.

1967–74

Introduced in August 1967, the FJ55 replaced the limited-production FJ45LV four-door wagon. While the FJ45LV was a derivation of the FJ40 two-door off roader, the FJ55 was Toyota’s first Land Cruiser model designed from the start to be a wagon. While designated as a van in Japan (hence the “V”), the FJ55 was marketed in the U.S.A. as an alternative to four-door station wagons and the three-door Chevrolet Suburban or the Kaiser/Jeep Wagoneer. To that point, the FJ55 had a large cargo area that also utilized a fold-down rear seat. The bottom-hinged tailgate sported a power-operated window that activated either via a switch on the dashboard or with the key. The tailgate’s motorized window was a rare luxury in an otherwise utilitarian vehicle.

The FJ55’s purpose-built body had a narrow “face” separated from the fenders, with headlamps inset in the grille opening. The two-tone paint job enhanced the front end’s resemblance to a pig’s snout, which created the model a new nickname, the “Iron Pig.” While it may not be the most flattering moniker, the Iron Pig has become a term of endearment. Cosmetic changes to the Iron Pig were extremely minimal, like a modest change to the side marker lights in 1972 that resulted in the addition of a passive cabin ventilation hose.

The FJ55 was close to the Land Cruiser FJ40 under the skin, using the 3.9-liter, overhead-valve Toyota “F” inline-six making 125 horsepower. Some reports suggest this was boosted to 130 horsepower in 1969. The only transmission available was a three-speed manual with a non-synchronized first gear, a two-speed transfer case and part-time four-wheel drive.

1975–80

With ever-tightening emissions regulations in mind, Toyota made the transition to the 2F engine for all FJ55s. This new motor, at 4.2 liters, was larger than its predecessor, had more power (135 hp), and came with a four-speed manual transmission for better performance. The new motor was easy to spot, thanks to a unique hood design with a center-domed hood rising behind that classic Iron Pig front fascia. This hood’s underside also reportedly provided clearance for the revised induction system. A less significant change for 1975 was the transition to a new front turn-signal assembly with both an amber and a clear lens.

Since running changes were modest on such a no-nonsense machine, the next items of note are the revised rear lamp assemblies introduced in 1978. These new lights gave the FJ55 a new look; they were mounted lower on the body and included integral amber turn signals, reverse lights, and red reflectors. Production ended in July of 1980 and the Land Cruiser name was attached to the new FJ60 platform. Running changes were not uncommon in the 13 years of FJ55 production, but mechanical ones tended to run in step with its sistership, the FJ40.

Before you buy

Because FJ55s are durable and share mechanical bits with other Land Cruisers, the three biggest issues you must consider are rust, rust, and more rust. If you aren’t comfortable assessing tin-worm damage, pay for a pre-purchase inspection that examines the entire body and frame with the proverbial fine-tooth comb. The key areas to examine are the roof (especially near the drip rails) and down near the cowl and fenders. Rust is also likely inside the doors, rocker panels, and wheel arches. Chassis rust is just as concerning, so examine the frame rails, body mounts, and anywhere mud can collect and store moisture.

Replacement panels generally do not exist, so if the FJ55 before you needs metalwork, the replacements must likely be fabricated. This is a good time to inspect the quality of rust repair in the past, as not everyone performs rust repair to the same standard. If the example doesn’t pass muster, either lower your offer or walk away from the FJ55 entirely.

Trim is also hard to find. The same goes for weatherstripping, so finding an FJ55 in the best condition for your price range is paramount. The interiors are simple but also a bit fragile, as vinyl seats are likely to be ripped (or already replaced with aftermarket covers). Dash tops and the original rubber floor mats quickly become brittle and crack. While reupholstery is a worthy and valuable option for deteriorated interior parts, an original interior with no rips or cracks will make an FJ55 more desirable.

Interior upgrades may or may not suit your tastes, but switching to disc brakes is generally encouraged, and the upgraded components are easy to source. Still, the stock drum brakes are adequately sized for the FJ55’s modest footprint, so don’t feel the need to upgrade if the original units are in good working order and if the powertrain remains factory-spec. Speaking of, the Toyota F and 2F engines are generally durable, provided they have received basic maintenance and periodic valve adjustments. If something goes wrong under hood, it will be easy and cheap to fix. Well, at least relative to the cost associated with rust repair.

Valuation

While FJ55s don’t draw the same following as the FJ40s, and they aren’t as usable or comfortable as the later Land Cruisers, their rarity and overall appeal have cemented their status in the classic-truck market. Prices have been consistently trending up in the last several years: Since 2020, the median quote value has increased by 65.8 percent. Despite that large percentage gain, values remain reasonable: The median quoted value—measured across all conditions of FJ55—is $34,500. You’ll pay more for a nicer example: A truck in #2, or Excellent condition—you’d have to look very closely to find flaws—carries a median value of $46,300. Most real-world examples aren’t that nice, of course: The median value of all the FJ55s we insure is $24,500, or nearly half that #2 median value. The Hagerty Valuation team has significant insight into FJ55 transaction prices, but please check here for the latest values.

Not only are FJ55s on the uptick, but they are also particularly popular with Gen Xers and younger generations. The former set, which represents 31.44 percent of the market, accounts for 58.5 percent of FJ55s quotes. To be fair, Gen Xers disproportionately like trucks, but millennials and Gen Z are right behind them when it comes to the FJ55, with 33 percent of quotes (for context, these two generations together make up 30.82 percent of the market). Boomers are relatively less interested: Though they comprise 33.46 percent of the market, they represent 24.3 percent of FJ55 quotes. Pre-boomers bring up the rear, with 5.4 percent.

The FJ55 Land Cruiser isn’t for everyone, but the Iron Pig is Toyota’s first dedicated Land Cruiser wagon. It’s a legitimate SUV that’s immensely fun to drive. Prices are likely to continue to rise, so buying an FJ55 sooner rather than later, in the best condition you can find for your budget, is a safe bet for any Toyota devotee—or any vintage-SUV enthusiast.

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We returned from our drive of the 2024 Integra Type S celebrating Acura’s return to the simple joy of the original hot Integra, the Type R. So, we decided to revisit this buyer’s guide, originally published in November of 2021. Here it is, updated with data from the spring 2023 edition of the Hagerty Price Guide. Happy shopping!

If you happened to graduate college around 1995, the third-generation (DC2) Integra was practically issued to you when your college president handed you your BA in Travel and Tourism. The Acura Legend cemented Honda’s luxury brand reputation here in the United States, but it was the third-generation Integra that put generous American butts in seats. These entry-level premium cars sold at an average of about 50,000 units a year. If you were particularly interested in performance, you were one of the very few who purchased a DC2 Integra Type R.

The DC2 backstory

Honda waded into DC2 (shorthand for third-generation, VTEC-equipped Integras) production with some trepidation, and a crucial mistake, at least at home. Worldwide, the brand sold nearly a million of the prior-generation Integras in 10 years. And 550,000 examples came to the United States alone.

“In order to meet the challenges of the ’90s,” reads the bilingual Japanese magazine Car Design on the eve of the DC2’s launch in 1994, “Honda R&D’s design organization has been revamped, and the young team under its new leader, General Manager Hiroshi Zaima, has added a new active, powerful character to Honda cars,” wrote Takehiko Morozumi.

Designs for the third-generation Integra began in 1989, with entries from two camps: At the Wako R&D studios, Honda designers worked on one proposal. On the other side of the planet, at Honda R&D Americas, Inc. (HRA), design chief Douglas Halbert had a team working on a second proposal. Since the three-door hatch was primarily aimed at the North American market, the HRA team wielded a lot of influence. In the end, their “hot-blooded Italian” design won out, though a lot of refining happened at the Wako R&D studios, with Akio Higuchi in charge of the final packaging.

“Putting such experienced designers . . in a supporting role was a new attempt for Honda design,” wrote Takehiko Morozumi. The design included a “tense surface treatment, arced drip line, wedge shape, short rear overhang, and four rounded headlights using projector lamps.” That fascia would prove controversial in the home market, forcing Honda to scrap it for a more conventional nose, but in the U.S. and elsewhere, the look stuck.

Remember that 1994 was the Wild West of headlamp design: There were still new vehicles hitting the streets with sealed beams, while most of the industry was moving toward composite lamps with halogen bulbs. But nobody had a projector beam like the Integra: According to Car Design magazine, those lamps materialized at the behest of Soichiro Honda himself, who cautioned that he did not want to see a design with retractable headlamps if, when raised, the lights would impact the car’s aerodynamic profile.

Earlier prototypes had even more dramatically styled interiors, though this one was unique for its day. “Our brief was to produce a Honda that was different from previous models,” said interior chief designer Kenji Iyanagi, “so we did away with the tray-type dashboard and proposed a more open design with a slanted surface.”

The Akira Shimoyama design was just what young Americans were after. Even in the face of a relentless recession, the 1994 Integra sold at a pace of 67,426 units in the 1994 model year, and another 61,316 in 1995. The GS-R trim level was the top performance iteration up until 1997, but the DC2 Type R would nearly eradicate it from most people’s memory.

The Acura Integra Type R is now considered a (pardon the pun) legend, but at the time, it was in the mode of a number of small Japanese hatchbacks and sedans that were stripped and modified into performance cars. Nissan had the Sentra SE-R in 1990, and Toyota offered the AE86. The Integra Type R was only really “upscale” if you were American and bought one from an Acura dealer. The first year it wasn’t even available with air conditioning, but it had the engineering and design prowess within to make what Road & Track called “the best-handling front-drive car of all time.”

1997

The Integra Type R (“ITR,” to fans) was introduced with its own six-page brochure in 1997, but the publication was really just a two-page spec sheet and a three-page foldout of the car in profile. No matter, the 195-hp VTEC four-cylinder featured a large-diameter throttle body and single-plane intake that helped contribute to its eye-popping high-rpm performance. The engine was essentially hand-built, with hand-polished intake ports, higher-lift cams, 12 percent lighter intake valves, 10.6:1 compression ratio pistons, a forged crank with eight counterweights, and an aluminum oil cooler.

Looking back on it, the DC2 Type R wasn’t powerful on paper. In real life, however, it was intoxicating; it made its max horsepower just 400 rpm short of its 8400-rpm redline. At 2643 pounds, the ITR wasn’t all that light for the era, despite being 67 pounds lighter than the GS-R. But Honda’s legendary double-wishbone suspension sat front and rear, and there were 14 percent larger brake rotors at each corner. Between the Type R’s engine and transmission was a lightened flywheel and a heavy duty, hydraulically actuated clutch for more positive shifts. The five-speed gearbox—the only one available on a Type R—had closer ratios. A torque-sensitive Torsen differential helped the front wheels dig under maximum load in the corners. The monocoque chassis was stiffened for “exceptional rigidity,” making the best use of the lowered suspension with its stiffer springs and firmer shocks. The lightweight, five-lug 6.0JJx15 wheels were wrapped in Bridgestone Potenza RE010 summer rubber.

Perhaps the best thing about the Integra Type R is the unassuming styling. It could be any Integra, except for the chin spoiler up front and the high wing in the rear. Inside, there was a bit more going on, including the Type R-spec ignition key, grippy faux suede racing buckets, the leather wrapped wheel and gearshift knob, the carbon-fiber-esque instrument panel and the number plate on the console, indicating that you were one of the proud few to own one.

In 1997, the only color available was the one pictured in the brochure: Championship White. Only 2560 Integra Type Rs were sold in North America.

1998

The brochure changed in 1998, but not much else did. Championship White was still the only color. The brochure does mention that an “Air conditioning kit” is available as an accessory, probably because Acura dealers were grousing that they couldn’t sell the car without it. In 1998, Acura sold 2577 Integra Type Rs in North America.

1999

And then it was gone. There was no Integra Type R for 1999.

2000

It came back! In essence, the 2000 model year car is the same as the one offered in 1997 and 1998, only with new dark-silver aluminum wheels, a titanium-finish shift knob, carbon-fiber “styled” vents and trim, and two new colors replacing Championship White: Flamenco Black Pearl and Phoenix Yellow. For 2000, Acura sold 2633 Integra Type Rs in North America.

2001

For the final year of DC2 production, changes were limited to colors. Phoenix Yellow stayed, but Flamenco Black Pearl exited in favor of Nighthawk Black Pearl. For the 2001 model year, Acura sold 2639 Integra Type Rs in North America.

Before You Buy

Engine/Driveline

We checked in with several DC2 owners and experts about the Integra and the Type R. Tyson Hugie works a 9-to-5 as a financial analyst for an Arizona-based hospital system, but his passion is cars, specifically those from Honda and Acura. He has owned 28 Acuras, including five Integras over his driving career. As of November 2021, his current two Integras are a 1989 LS five-door in Polar White and a 1992 GS-R 3-door in Aztec Green Pearl (the latter with over 250,000 miles on its original B17 VTEC engine).

With all due respect to Dorothy Parker, hell isn’t other people; it’s the previous owner. Hugie notes that the key to a successful Integra purchase—regardless of the trim level—is knowing how the car was driven. “Because of the rev-happy nature of the Integra’s B-series motors, tachometer redlines start at 6800 rpm for LS and GS trim levels, 8000 for GS-R, and a sky-high 8400 for the Type R,” he says. “They also have gearing that results in high-rpm highway cruising.

“As a result, a lot of these cars have been wrung out and can be susceptible to oil burning. Keep an eye out for smoke from the tailpipe, especially after an extended idle, and watch the level on the dipstick.”

Erick Calderon—another DC2 Integra owner and a Honda Service Advisor, who currently owns a 1991 Acura Integra RS, 1993 Acura Integra GS-R, and a 1996 Acura Integra GS-R—also cites humanity at large as the Type R’s biggest problem. “Some GS-R or Type-R DC2 Integras have had their original powertrain either stolen or just replaced by their non-VTEC counterparts,” he says.

Aside from that, Hugie says, Integra maintenance is as straightforward as it would be for any 1990s-era Honda. Timing belts and water pumps—which should be replaced together at 90,000-mile intervals—are key. He notes that OEM parts are still readily available, and preferable to aftermarket alternatives.

Body

Rust is always an issue with older cars, but less so with cars of the DC2’s vintage. What is more important is finding a car that wasn’t crashed. For a time, the 1999 Integra (all trims) was the most stolen car in America; you can bet a lot of those ended up being patched back together.

Hugie and Calderon both urge careful inspection of the VIN stickers on the doors, hatch, hood, and fenders. “Beware that there are also companies out there that make replica VIN stickers, too,” says Hugie. “Factory Honda ones will have a watermark on them.”

Rust damage reveals itself inside the spare-tire well. “Also, give the sliding moonroof a back-and-forth run,” says Hugie. “The moonroof on the DC2 Integra extends out above the roof instead of retracting within the headliner, and movement is known to be a little jittery if the system needs lubrication.”

Searching for collision damage, Hugie mentions careful inspection of the bumper covers. “The front and rear bumpers came with “INTEGRA” embossed on the right-hand side, under the driver’s headlight up front, and under the passenger taillight at the rear,” he says “If the wording is not there, that’s a tell-tale way of knowing the car has aftermarket parts.”

Calderon also advises taking a close look at the window-trim moldings. “They tend to warp or fade,” he says. “Most are no longer available.”

Suspension

“Handling and driver feedback are some of the Integra’s greatest attributes,” says Calderon. “Replacing worn bushings is key for restoring driving feel.”

Beyond that, both agree there’s nothing much else to look for aside from the usual worn-out components. You won’t find Bridgestone Potenza RE010s in 195/55R15 sizes any longer. Even the car that Acura keeps in a museum has replacement Dunlop Direzzas.

Originality

As with most special editions, one of the biggest concerns is ensuring a potential Integra Type R still has all the unique parts with which the factory blessed it. Have a look at the video embedded above to see them in detail. Here’s a short list:

• Type R–branded front and rear strut-tower brace
• B18 engine and Type R transmission (check the VIN tags to ensure a match)
• Rear trunk brace
• Amber backlit gauge cluster
• Alcantara seats with red stitching
• Type R–specific shift knob
• Type R–specific door panel inserts
• Type R build series plaque on console
• Type R five-lug wheels
• Rear suspension cross-member brace

If all of the above are present and accounted for, you likely found an unmolested Integra Type R. But it never hurts to go a little further and consult the folks at the Type R Club of America to ensure you are truly getting what you pay for.

Valuation

In the last five years, DC2 Type Rs have only gotten hotter. In May of 2018, a first-year ITR in #2, or Excellent, condition was worth around $40K; as of April, 2023, that same car would run you $65,500. More recently, values across the model years have leveled out. In the last two years, 1998–2001 cars have pulled even with the first-year examples, which in 2021 carried a $5500 premium. All have appreciated: The value of an ITR from any year in #2, or Excellent, condition has increased by nearly $15K. Check here for the latest, model-year-specific data.

As values for left-hand-drive, U.S.-spec ITRs began to explode around 2020, people’s interest in the JDM versions—badged as Hondas—soared. More and more were imported stateside, thanks in part to the earlier production start (1995). Once, RHD Type Rs carried a decent discount; however, as with Mk IV Supras and FD RX-7s, the value different between USDM and JDM cars is closing rapidly. In the case of the Integra Type R, the gap between JDM and USDM hatchbacks has narrowed from 26 percent to just 14 in the last two years. The sedan version of the ITR bears out the trend: Offered only for the Japanese market, it was once worth only half as much as a USDM hatchback; as of 2023, the value difference between the two has narrowed from 50 percent to just 30.

Millennials are the driving force with Integra values; they quote 53 percent of Integra Type Rs, while making up just 22 percent of the market overall. Gen X, the generation responsible for the purchase of these cars in the first place, quote 34 percent of Integra Type Rs, and represent 32 percent of the market overall. Gen Zs are no longer overlooking them, either: In 2021, this generation accounted for just 1 percent of ITR quotes; today, they account for 8, a share proportionate to their slice of the collector-car market.

Boomers and pre-Boomers, meanwhile, haven’t changed their attitudes towards the DC2 Type R. The former represent 34 percent of Hagerty customers but only 5 percent of Integra Type-R quotes. Pre-boomers? Not even on the ITR’s quote radar.

“The third-generation Integra is a masterpiece of a machine for avid drivers,” says Hugie. “It’s a car that delivers a raw sense of control and speed, from an era just before driver-assistance features started taking over the experience of being behind the wheel.” With strong interest, and a solid group of younger owners, don’t expect the value of a Type R to come down any time soon.

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The post Your handy 1997–2001 (DC2) Acura Integra Type R buyer’s guide appeared first on Hagerty Media.

The automotive market went through a series of sweeping changes in the early 1960s. Not the least of these was the rise of small-to-intermediate-size cars, vehicles that were cheap to build, affordable to buy, and popular with drivers who needed basic transportation at a reasonable price.

Chevrolet’s answer to the entry-level question was the 1964–67 Chevelle, a car that built on the lessons learned from the smaller Chevy II and ahead-of-its-time Corvair. Larger than both, but more modestly proportioned than full-size fare like the Impala, the intermediate Chevelle was an immediate homerun for the brand, with 1.6 million first-generation cars sold. (Click here to read about our recent drive of a ’67 Chevelle.)

Helping to propel Chevelle sales was its extreme versatility. Here was a car that could be ordered as a coupe, sedan, convertible, and a pair of wagons (two-door and four-door), outfitted with equipment ranging from barebones to respectably comfortable. Riding on GM’s all-new A-body platform, the Chevelle also birthed the reborn El Camino pickup, which added a cargo bed (and which is outside the scope of this buying guide), as well as the Malibu, which served time as a Chevelle trim level before graduating to its own nameplate. Most body styles featured the choice between frugal six-cylinder power or an upgrade to either small-block or big-block V-8, with the latter powering the iconic Malibu Super Sport and the SS396.

A big part of the Chevelle’s continuing popularity among collectors also has to do with how easy it is to modify. Capable of receiving nearly any small-block design in its capacious engine bay, and bolstered by an incredibly deep aftermarket, there are nearly as many customized Chevelles out there as there are numbers-matching originals, a fact underscored by just how cheap it can be to buy a rolling shell or even complete base car to use as a template for building an SS clone.

Charting the changes

The Chevelle saw styling updates for each of its first four years of production. The 1964 models are easily identifiable by way of their upright, egg-crate grilles, a feature that was replaced by a chrome bar that bisected the front end of the car for 1965. Both the ’64 and ’65 feature a rounded grille surround that encapsulates the headlights, with the ’65 adding a kink at the far edge. Changes are equally prominent at the rear, with the original split taillamps being replaced by one-piece units and the trunk filler swapping from chrome to black and adding C-H-E-V-R-O-L-E-T lettering across the center instead of across the top of the trunk lid.

The 1966 Chevelles have a canted front end, with the the front of the hood angled above the bumper and the bottom of the grille recessed into the fenders. Headlights are no longer flush but instead stick out, and the grille loses its center trim in favor of small horizontal bars. These bars become more prominent for 1967, which also loses the ’66 bumper cutouts in favor of one large cutout that slices across the entire unit and houses the turn signals. The hood is also smoothed back for ’67, and the fenders pushed forward to erase the previous year’s diagonal slice.

Angles are also the order of the day at the rear of the Chevelle. The 1966 edition features protruding fender edges that house curved rectangular taillights, while 1967 frenches those lights into the fender edges themselves and transforms them into triangles. A full-across trim piece is also present for ’67 in place of the ’66 model’s body-color backstop with chrome surround and Chevrolet logo center trim. Wagons feature different tailgate and taillight setups for each of the four first-generation model years.

Chevelle trim levels (called “series” by GM) were fairly restrained. For 1964, buyers could choose between the base 300, the mid-tier Malibu, and the muscular Malibu SS. The latter two featured their own unique badging but otherwise matched lesser models in terms of styling. The following year the 300 Deluxe was added to the mix, and by 1966 the SS396 had replaced the Malibu SS. The final change of note is the Concours trim for 1967, which was wagon-only. Malibu SS and SS396 cars were sold exclusively as coupes or convertibles.

Equipment ran the gamut from stripped-down Taxi fleet cars all the way up to plush Malibus with full power accessories, power steering, air conditioning, and bucket seats. Optional gear included a Positraction limited-slip rear differential, a four-speed manual transmission (which replaced the column-shifted three-speed with a floor-shifter), and a two-speed PowerGlide automatic.

Engine choices for the 1964 Chevelle consisted of a pair of straight-six engines (a 194-cubic-inch unit good for 120 horsepower, and a 155 horsepower, 230-cu-in design), as well as two versions of the 283-cubic-inch small block V-8 (195-hp, two-barrel carburetor, and 230-hp four-barrel), and a pair of 327-cubic-inch V-8s (250-hp two-barrel, 300-hp four-barrel).

It’s important to point out that the Malibu SS was available with both V-8 and I-6 engines, and that ordering the model did not guarantee a high-performance engine under the hood. Similarly, in all years SS cars came standard with the three-speed manual, with the four-speed optional, as it was on nearly every other Chevelle.

Horsepower fluctuated somewhat for the I-6 and 283 for 1965, with the 327 gaining a third, 350-pony version, but the big news was the new 396-cu-in big-block L37 V-8 that added 375 horsepower and 420 lb-ft of torque in a very limited number (only 200) of Malibu SS models (also known as Z16 cars). This hydraulic cam motor was unique to 1965, and differed from the L78 396 offered by the Corvette that same year, and the Chevelle SS396 the following year.

A 396 big-block became standard in the newly created SS396 trim for 1966, available in 325-hp (L35), 360-hp (L34), and 375-hp (L78) editions, while the 327 returned to a single, 275-hp option on non-SS cars. For 1967, buyers were given an extra 325-hp, 327-cu-in V-8 to choose from, while the L34 big-block lost 10 hp and 5 lb-ft of torque. Only 612 L78-equipped SS396 cars were built that final year, due in part to the engine not being available until late April/early May 1967.

Who to know before inspection

If you’re looking for comprehensive online information about the Chevrolet Chevelle, it doesn’t get much better than Chevelle Stuff, which offers decoders for VINs, warranty cars, and trim tags; full lists of all options, features, and trim levels; and deep dives into every model year. It also features registries for a vast array of specific Chevelle models.

As with many muscle cars, those who have built companies dedicated to keeping these vehicles on the road are also excellent resources when it comes to digging into their history. We spoke to Roger Ausley of Ausley’s Chevelle Parts to get a better understanding of how to identify a ’64–67 Chevelle when looking at its VIN plate (located on the front hinge post of the driver’s door) and trim tag or body plate number (driver’s side firewall).

In 1964, the VIN was 11 digits and 1 letter, and for ’65–67 it shifted to 12 digits and 1 letter. In ’64, the first digit of the VIN is 4 to represent the model year. Canadian-built cars kept this going for 1965 and ’66, but American models shifted to a 1 as the first number from ’65 onwards, which indicates that the vehicle is a Chevrolet. The second number pair represents the series and engine type of the vehicle, with the next two digits indicating body style. In 1964, the letter that follows denotes the assembly plant (there were five in the United States), but for ’65–67 cars a number is inserted before the assembly-plant letter to show the production year. This is followed by the serial number, which always begins with a 1.

“The thing to keep in mind about serial numbers is that GM couldn’t do them sequentially,” Ausley explains. “Each number is specific to the plant where it was built, and that particular vehicle’s position on the assembly line.” This means that a Super Sport with serial number 00004 doesn’t mean it’s the fourth SS ever built, it just means it’s the fourth Chevelle—and even then, it’s the fourth Chevelle built at that specific plant.

There are also some details that only an expert would know that will help when inspecting a potential purchase.

“Prior to 1965, the VIN numbers were attached with two spot welds onto the door frame post, or they had rivets,” he continues. “In ’65, a federal law was passed that all VIN plates had to be attached with a rosette rivet. However, some 1965 model year cars were built in late 1964, so only ’65 model year Chevelles constructed after January of that year have this type of tag. This can lead to DOT claims that a VIN tag was removed and reinstalled, but it simply isn’t true, so you have to check the actual build date of the vehicle to authenticate the plate.”

Given that the Chevelle Malibu SS and SS396 are very easy to clone, it also helps to be prudent when inspecting the details that set these more desirable models apart.

“We have a series of videos on YouTube showing where the emblems on these cars are supposed to be,” says Ausley. “Badges in the wrong spot is one of the most common discrepancies you’ll encounter when looking at a clone car. We also have a tech-tips series that goes further into year-to-year changes between the cars.”

Sometimes the clues indicating you’re looking at a real Super Sport are so hidden as to be practically invisible.

“All SS models had a set of small brackets mounted to the rear lower control arms that weren’t on the regular Malibus, or any other Chevelles,” explains Ausley. “These were for 12-inch support bars that you won’t find anywhere else.” He also says that there were no SS El Caminos (just cars featuring optional big-blocks), and that while no Chevelle came with a 427-cubic-inch V-8 from the factory, some dealers did install them after delivery to skirt GM rules about big-block engines in intermediate platforms in that era.

Ultimately, according to Ausley, the best way to authenticate a potential purchase is to ask for as much documentation from the seller as possible. This includes the original bill of sale, a build sheet, and any paperwork available from the original owners, all of which are considered the gold standard when paying for a high-dollar car.

Before you buy

Mechanically, the 1964–67 Chevelle is rock-solid. With a choice between basic small-block Chevy engines, stout straight-sixes, and well-understood big-blocks, the only issues you’ll encounter in the engine bay are related to age and mileage and can be addressed as they would in any other vehicle. Suspensions, rear ends, and transmissions are similarly uncomplicated, and parts availability is excellent across the board (including a strong market for reproduction pieces and sheetmetal).

“Keep an eye on the floorboard on the passenger side, as that’s where leaking heater cores tended to trigger rust,” Ausley says. Other areas with rust related to poor drainage include the rear corners of the back window, behind the rear wheels, and the bottoms of the front fenders. He also points to the door bottoms (where drains were blocked by pieces of the fuzzy window sweeps falling into the door) and later cars that used butyl tape instead of a gasket to seal the windshield as further areas of concern.

“Keep in mind, GM was not interested in a car that lasted 30 years,” he explained. “They wanted to build a car that lasted three years, so you’d have to buy a new one.”

What to pay

For up-to-date values of the exact Chevelle you’re shopping, consult the Hagerty Valuation Tool. For a breakdown of Hagerty’s 1-to-4 vehicle-condition rating system, click here. 

The original Chevrolet Chevelle remains a popular choice with collectors. With prices for sparsely equipped six-cylinder sedans hovering just above the $10,000 mark for Excellent, or #2 condition, examples, the Chevelle provides an easy entry point into the hobby, especially when looking at even more affordable #3 (Good) condition driver-quality examples.

That being said, coupes and convertibles featuring V-8 power can easily double or triple that price in #1 (Concours) or even #2 condition, to say nothing of the Super Sport, which can range from $50,000 to over $100,000 (not including outliers like the ultra-rare Z16 V-8 SS models that jump to nearly $200K). Values have risen nearly 20 percent across the board for the Chevelle over the past three years, based on Hagerty quotes, with strong interest from both baby boomers and Gen X representing the majority of those making inquiries.

As with any classic, it’s in your best interest to purchase the best-condition vehicle you can afford rather than target a cheaper, project-level Chevelle. Although you won’t have any trouble locating new or used parts, outside of investment-grade blue-chip models, the labor and investment required to restore an old automobile almost always eclipses its actual value.

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The post Your handy 1964–67 Chevrolet Chevelle buyer’s guide appeared first on Hagerty Media.

The 1973–79 Ford F-Series presents an intriguing mix of old-school engineering and forward-thinking design. Although the model carried over the basic platform of the previous-generation truck almost entirely—a chassis whose roots stretched all the way back to 1965—the truck in many ways pointed toward the future of Ford’s pickup strategy.

Many of Ford’s decisions surrounding the ’73–79 trucks were made in the shadow of three enormous cultural shifts in the automotive industry. The first was the OPEC oil embargo, a crisis that quadrupled gas prices almost overnight and spelled doom for large-displacement V-8 engines and entire classes of overwrought Detroit metal by the end of the decade. The embargo’s effects were compounded by the introduction of strict emissions standards that dragged down horsepower and performance across nearly every category of vehicle during the same period.

At the same time, trucks were enjoying a moment of cultural relevance sparked in part by the giant steps taken by Chevrolet’s 1967–72 C10 pickups, which added substantial creature comforts and dramatically improved ride comfort compared to their predecessors. The C10 helped position trucks as daily drivers, an image that boosted sales by expanded their appeal beyond the farm-and-construction crowd they had traditionally targeted.

The introduction of the Ford F-150 in 1975 combined all three of these influences into one single vehicle design. Featuring a heavier gross vehicle weight rating than the standard F-100, which had arrived two years beforehand, the F-150 was both exempt from certain emissions standards as well as more capable than its sibling, ensuring continued access to Ford’s mightiest big-block V-8 engines. The company also doubled down on skirting EPA regs by introducing the long-wheelbase F-350 in 1973 as its heavy-duty, tradesman-spec truck with an even heftier payload capacity.

Although the company had expected the smaller, Mazda-based Courier compact pickup to capture most customers seeking a commuter truck, the combination of power and comfort presented by the F-150 quickly made it a runaway success. By 1977, the F-Series was the best-selling truck in America. Nearly 50 years later, it’s never let go of that accolade.

Needless to say, Ford built millions of F-Series trucks between 1973 and 1979. While most were ridden hard and put away wet, or treated as disposable line items on the job site, hundreds of thousands of affordable restoration candidates are still out there, mixed in with driver-quality and survivor trucks. One of the more overlooked generations of F-Series, the ’73–79 models are simple to work on, generally inexpensive to purchase, and easy to drive in a modern context.

Charting the changes

The 1973–75 models introduced the “dentside” look, with a long indentation running from the top of the front quarter-panel all the way to the rear. F-O-R-D was spelled out across the top of the egg-crate grille, framed by rectangular turn signals on each side, with a set of round headlights below. The grille itself was bisected by an upright piece of chrome.

Door handles were recessed into the sheetmetal, and larger, curved panels of glass were found on the front, rear, and sides of the cabin. Smooth “styleside” and “flareside” cargo beds were available, as were chassis-cab and stake bodies. (The F-350 introduced dual rear-wheels.) In 1974, Ford added the SuperCab option, which extended the truck’s wheelbase by 22 inches and introduced the choice of either a rear bench (allowing the truck to seat six) or a set of jump seats.

Starting in 1976, the headlights gained a square frame. The grille’s egg-crate look was also revised. In 1977, identifying badges were moved from the lower part of the fender and the tailgate to a position just above the dent line near the start of the A-pillar. A fuel-filler door replaced the previously exposed cap. In 1978, the final set of updates were made to the generation’s looks, including a smaller grille, the migration of the F-O-R-D call-out to a set of chrome letters at the front of the extended clamshell hood, and a new set of chrome surrounds for the vehicle’s rectangular headlights (with turn signals sitting underneath them).

Setting the trend for all Ford pickups to follow, the 1973–79 trucks delivered an extensive options list across all model years. In general, later trucks had access to a longer list of available features, were quieter, and delivered higher levels of fit and finish.

The first two years of production consisted of the F-100, F-250, and the F-350, with the F-150 appearing in 1975. Numerous trim levels were available, with the Custom Ranger, Explorer, Custom, Ranger XLT, and Ranger Lariat some of the most commonly found badges available across the F-100, F-150, and F-250 spectrum.

The Ranger trim levels were most notable for their modern levels of interior luxury, including color-keyed interior fabrics, wood-tone appliqués, and headlining, plus sound insulation worthy of a Ford sedan. The 1978 Ranger Lariat foretold of our future with King Ranch–grade trucks, complete with decadent velour and vinyl seats, shaggy carpets, and button-tufted trim inside, with forged aluminum wheels and two-tone paint jobs outside. The F-350 shared some of these appellations, while adding its own unique trims such as the Super Camper Special (from 1977 onwards, just the “Camper Special”).

A few notable, special-edition F-Series trucks were produced during this period. For 1976, Ford build a Bicentennial Edition that came with extroverted eagle decals along the side, a plaid interior, and an eagle badge on the glovebox door. In 1977, the Free Wheelin’ package installed rainbow decals along with a push bar and blacked-out grille and interior details.

In 1979, an Indy 500 Pace Truck was offered, featuring a roll-bar and extensive stickering that broadcast its association with the world’s most famous open-wheel race. (NB: Not all of these trucks have the “Official Truck” stickers installed; they were applied at the owner’s discretion). Thousands of these Indy 500 pickups were built, but much more rare is the F-350 “Official Race Wrecker” sticker package destined exclusively for tow trucks.

An available full-time 4×4 setup arrived in 1974, while a unique F-250 “Highboy” was manufactured from 1973 to 1977 that featured a divorced transfer case and a six-inch ride height boost over the standard, two-wheel drive version of the truck. SuperCab trucks didn’t get four-wheel drive of any kind until 1978, while the F-350 only made it available for the final model year (1979).

Under the hood, 1973–74 F-100 trucks carried over slightly detuned inline six-cylinder engines (240 and 300 cubic inches), a small-block V-8 (302 cu-in) and a trio of big-block V-8s (360-, 390-, and 460 cu-in). Using SAE’s revised “net” horsepower calculations, power ranged from 115 ponies at the low end up to 245 horses for the 460 cu-in engine. The F-250 and F-350 had access to the 300 inline-six and all three big-blocks.

In 1975, the F-150 arrived, and its regs-flaunting GVWR allowed it full access to every engine in the Ford stable, including the 460-cu-in engine, with no need for a catalytic converter. The 240-cu-in six was struck from the order sheet, replaced by the 300-cu-in six, which was standard for all but the Supercab versions of the F-100 and the F-150.

Remarkably, horsepower remained similar across the line-up through 1976. The following year the 390-cu-in V-8 was replaced by a 169-hp, 400-cu-in small-block, and a 351-cu-in version of the same design stepped in with 160 horses to replace the 360. The 460-cu-in remained as the only available big-block, with output cut to 220 hp. This lineup held fast until the end of production in 1979.

A couple of notes: Neither the 390 nor the 460 engine was available with four-wheel drive. It’s also important to remember that these trucks were like Legos, and over the years engine swaps were common. Emissions gear also crept into the picture over the course of the F-Series’ 70s run, particularly those built for the California market. This equipment took the form of catalytic converters (found on all F-100 trucks), smog pumps, and for Ford cars, but not trucks, a computer-controlled ignition system called EEC-I and EEC-II. Still, you might find this equipment retrofitted to pickups.

Transmission choices for the F-Series during this period consisted of a three-speed manual (’73–77) and a four-speed manual (’78–79) for two-wheel drive models, or a three-speed automatic that was an option across the board. Four-wheel drive pickups and the F-350 featured a four-speed manual transmission as standard equipment for the entire production run.

As you inspect

The VIN number is the most effective tool for understanding what equipment the truck you’re looking at came with. The VIN plate (also called the warranty plate) is mounted on the driver’s door, but in case that’s missing you can also find it (although not easily) on the top of the passenger side of the frame, as well as in the engine compartment. Since it’s relatively easy to swap on another door or plate, most vehicle titles will use the frame stamping as the “official” VIN for the pickup.

Fordification.net offers an excellent decoding tool that breaks down just how complicated these numbers can be. The number is 11 characters long, starting with a letter then two numbers that show the “series” of the truck (F100, F150, etc). The fourth letter describes the engine, the fifth identifies the plant where the vehicle was assembled, which is followed by the serial number (a letter and then five numbers). The serial number sequence determines the model year of the truck.

If you’re looking at the actual warranty plate and not the frame VIN, you’ll also notice a line beneath that contains further information about the vehicle. This includes, in order: the wheelbase, color code, model code again, the body code, transmission code, and axle code. A third line on the plate explains the vehicle’s GVWR, as well as the district where it was originally sold. The latter includes specific cities and whether it was built for government or export use.

Before you buy

For a detailed explanation of Hagerty’s 1-to-4 vehicle-condition rating scale, click here. 

As with any truck from that era, the 1973–79 Ford F-Series is extremely prone to rust. This is especially true if the vehicle hailed from the northeastern corner of the United States, where road salt was (and is) a way of life for half the year. Although starting in 1977 Ford used additional pre-coating for body metal, as well as galvanized steel in certain areas (backed up by splash guards intended to reduce water intrusion), corrosion is still a major issue.

“You’ll want to look at floor boards, cab corners, rocker panels, tailgates, and boxes,” explains Vince DiRienzo of Dennis Carpenter Ford Restorations, the country’s largest supplier of F-Series parts. “It depends where the truck came from, but in many cases it’s not worth trying to restore a northeastern vehicle.”

Fortunately, 90 percent of the components for the F-Series body are currently being reproduced. “We have the original tooling for most of the truck’s key parts, or we’ve built new tooling so we can reproduce what’s not available anywhere else,” says DiRienzo. “We sell a lot of body moldings, scuff plates, tailgates, grilles, and bumpers.”

Mechanically, there are no particular trouble-spots to watch out for, given how simple both the small-block and big-block V-8 engine designs are. The 300-cubic-inch straight six is one of the most reliable motors ever built, and while it might not produce much power, it’s virtually guaranteed to be trouble free.

Difficult-to-source parts include anything that was specific to a low-volume trim level. “Some of the Camper Specials had a tool-box door on the bed, for example. We can’t make the molding that goes over the door, no matter how many people ask us to, because it’s impossible to justify the cost of the tooling,” says DiRienzo.

What to pay

Few classic vehicles have enjoyed a recent surge in popularity like classic trucks, including the sixth-generation Ford F-Series. “1967 to 1979 are our most popular years,” confirms DiRienzo. “It’s our number-one catalog in terms of sales.” This is reflected by the fact that Hagerty insures more ’73–79 F-Series than any other Ford truck, with Gen X, boomers, and millennials almost all equally represented among the owners.

According to Hagerty data, however, values have plateaued after a strong push in 2018 and 2019, particularly for driver-quality (#3) trucks or rough, project-level (#4 and below) vehicles. Still, the numbers are impressive: Over the past five years, the median price of a #2 (Excellent) condition F-Series has climbed by an astonishing 191 percent, with early trucks hovering between $30,000 and $40,000. Four-wheel-drive trucks are the biggest prize in the market, with two-wheel drive, six-cylinder models holding up the bottom.

In an unusual twist, F-250 and F-350 workhorse models aren’t on the outside looking in, as their values hew quite close to those of the more common F-100 and F-150 trucks. In fact, the Highboy F-250 with a V-8 is one of the most expensive of the ’73–79 trucks out there, priced at more than $100,000 when found in pristine, world-class #1 (Concours) condition for its final 1977 model year. This is a reflection of just how difficult it is to locate a well-preserved, task-oriented vehicle from that decade.

With project truck prices sitting at under $10,000, it can be tempting to pick up a poorly kept example and then sink money into reproduction parts. As with almost every old automobile, however, this strategy is unlikely to even out financially, in terms of vehicle value, once the restoration is complete. It’s always the best idea to purchase the best-condition truck that fits your budget.

Check out the Hagerty Media homepage so you don’t miss a single story, or better yet, bookmark it.

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The Volkswagen Beetle is more than a car. It is a fixture in the landscape of our lives. If not only because so many of them were made—some 21.5 million over 65 years—the humble Bug rolled through history like a little air-cooled Forrest Gump. It was, at various times, a propaganda tool for facism, the poster child for revolutionary advertising campaign, a groovy symbol of the Summer of Love, a champion of the hot-rodding community, and a movie star. To say nothing of inspiring the likes of the Meyers Manx Dune Buggy.

Likewise, the Beetle enthusiast community casts a wide net, from vintage purists to Cali-look gearheads. You can have any kind of VW Beetle experience you want, but it’s useful to have some kind of plan in advance. Here’s a look at the heritage of the Volkswagen Type 1, which we hope will help you figure out what kind of Bug fits you best.

(As Brendan found out during his recent time behind the wheel, Beetles aren’t especially unique but every drive is special. —EW)

An unlikely phoenix

Any discussion of Volkswagen must confront the car’s regrettable origin story. As an example, the very first owner of a civilian convertible VW was Adolf Hitler. History is full of uncomfortable truths.

Conceived as part of the Third Reich’s nationalistic Kraft durch Freude leisure propaganda, the original Volkswagen was intended to be a people’s car for a uniform, pleasant, and obedient German populace. Kraft durch Freude means “Strength through joy,” and it included government-approved holidays, entertainment, and tourism. The KdF-wagen, as Hitler called the VW, was intended to bring motoring to the masses.

Except that wasn’t really the point. German workers received a special booklet to be filled with stamps as they saved up to prepay for the car. Hundreds of thousands of people joined the program, which ran right through until the end of WWII. None of them actually got a Beetle, as the factory, of course, changed over to building war supplies like the military-issue Kubelwagen, and that’s where the money went. It was a bait-and-switch.

However, a few civilian-spec Volkswagens were completed by 1939. Development work was done by Ferdinand Porsche, who was charged by Hitler to come up with a car that could comfortably fit two adults and three children, cruise at 100 km/h (62 mph) on the newly-built Autobahns, and consume no more than seven liters of fuel for every 100 km driven (about 32 mpg). The cost was capped at 990 RM, or about the price of an average motorcycle.

The Kdf-wagen was just over 160 inches long, with a 985-cc flat-four air-cooled engine mounted in the rear. It was rear-wheel-drive and the transmission was a three-speed manual. Brakes were drums front and rear. It rode on a torsion beam suspension.

Here’s where the waters get muddied. While Porsche did develop several prototypes before coming up with two Type-60 pre-production Volkswagens in 1935, the Beetle’s creation has other fingerprints on it. A Jewish engineer named Josef Ganz developed a very similar rear-engined people’s car called the Standard Superior, and he showed it off at the 1933 Berlin Auto Show, which Hitler attended. In 1934, the Gestapo arrested Ganz on trumped-up charges. He eventually was forced to flee and escaped to Switzerland.

There are also clear similarities between Porsche’s ideas for the Volkswagen and some Tatra prototypes dating back to 1933. Tatra sued, but Germany’s invasion of Czechoslovakia put an end to any legal claims. After WWII, an Austro-Hungarian engineer named Béla Barényi successfully sued for credit as his technical drawings made in 1925 are very close to the Beetle’s basic design.

And before we can get to the first Volkswagens to actually make it into the hands of civilian drivers, there is yet another Father of the Beetle to acknowlege: Major Ivan Hirst. After Germany’s defeat, American forces had turned the control of the Volkswagen factory in Wolfsburg over to the British Army. Intial plans were to strip the factory and turn its manufacturing equipment over to an English car company—but no-one wanted it. An official report predicted the Volkswagen would be a complete commerical disaster.

Hirst disagreed. After disposing of a large, unexploded Allied bomb that would have taken out the production equipment—another bullet dodged by the Beetle—he ordered the factory begin production. These first cars were used in for military duties by occupying forces, but civilian production began shortly afterwards. By the late 1940s, Germany’s people’s car was made available to the people.

Charting the changes

Early Volkswagens are the most valuable, despite being the least suited for modern traffic. In their day, the original 25-hp, 1131-cc engine was up to the task of autobahn driving; but in a modern world of fast-moving interstate traffic, threading a Bug through the lines of F-150s is for the very brave.

Early Beetles are also the most delicate, pure, and pretty. It should be noted here that the “Beetle” and “Bug” appellations are just nicknames, and these cars were simply called Volkswagens. To a European market starved for transportation, the economical cars were an immediate success. When Volkswagen arrived in the U.S. in 1949, it sold just two. Ben Pon, a Dutch racing driver who had success selling the Beetle in the Netherlands, tried in vain to sell what he called the “Victory Wagon,” to a postwar American audience. They weren’t buying.

The next year, New Yorker Max Hoffman wrangled a deal as the sole U.S. importer of Volkswagens, and his gamble paid off. He sold 160 cars in 1950, then 320 in 1951. The Beetle had arrived.

The first 1950 cars came with a split rear-window that is immediately recognizeable among VW fans. Original price for a standard car was $1280 (just under $16K today), although most buyers coughed up the extra $200 for the chrome and creature comforts of the Deluxe model. A standard split window is like a time warp back to the prewar design of those very first pre-production Volkswagens, more a car of 1930s futurism than a vehicle to fit the postwar boom. The interiors have plenty of exposed metal, there’s a single exhaust pipe, and the turn signals are semaphores. This simplicity just adds to the elegance.

Hoffman soon turned to selling Porsches, but based on his initial success, Volkwagen itself entered the U.S. market in 1953. That year also saw the changeover of the split rear window to an oval. In 1951, the VW had been upgraded from cable-operated brakes to hydraulics, and received a slight bump to 30 hp. With synchromesh fitted to all but the first gear of the four-speed manual, the Beetle was now much easier to drive.

Through the 1950s, small changes came year by year, and these are the details that Beetle enthusiasts delight in obsessing over. Bigger improvements include a bump in displacement to 1200 cc in 1954, for some added torque and peak power of 36 hp. By 1956, the Beetle had lost its 1930s-style semaphore lights for conventional indicators, and had gained the characteristic chrome “pea shooter” twin-tailpipes.

By the mid-1950s, when Volkswagen of America was formed, one million Beetles had been built. United States sales were still small, roughly around the 9000 mark in 1954, though they would shoot up significantly the following year. As the 1960s beckoned, this little car was really going to come into its own.

“Think Small”

Probably the most famous automotive advertising campaign—the simple, quirky ads thought up by the Doyle Dane Bernbach corporation—are Mad Men come to life. One ad, with the tag line “Think Small,” shows a black-and-white image of a tiny Volkswagen positioned in the corner of a blank white space. Launched in 1959, it heralded a wave of clever commercials that had people beating down the doors of their local VW showrooms.

Beetle sales exploded in the late 1950s into the 1960s. 1960 saw U.S. sales figures crossing the 100,000 unit mark, and by mid-decade Beetle sales were triple that. Watch any movie or sort through old family photos of the time, and there’s often a Beetle lurking in the background. No wonder the classic roadtrip game of “Punch Buggy” became so popular, despite being so painful for younger siblings.

If a 1950s Beetle is celebrating the engineering and design of the original, the 1960s version allows for a little more creativity. Here’s where the VW fell into the hands of many car customizers, and began its transformation into a mainstay of SoCal car culture, even if you could find that California style on both coasts or anywhere in the middle.

There’s something intensely satisfying in Hitler’s original vehicle for a uniform and docile population ending up as the ultimate counter-culture car. The first Bug In, a popular VW meetup, was held in October 1968, and saw VeeDubbers partying, swapping parts, running door-to-door down the dragstrip, and generally having having a great ol’ time.

The Beetle saw a bump to 1285 cc in 1966, and it now wore a “1300” badge on the rear. All windows had been enlarged in the previous year, with a new, slightly curved front windshield, giving Beetles of this era a more airy feel, though they are not actually any larger. In 1967, the Bug saw another bump in displacement to 1493 cc, and this 53-hp “1500” became the standard offering in North American Beetles.

Even more significant changes came in 1968, with a comprehensive change to the Beetle’s overall look. Some of these improvements were convenience items, like a spring-loaded fuel flap (previously, you had to open the hood to fill up). In a stroke of thrifty genius, the windscreen washer was pressurized by being connected to the spare tire; there was a check valve to prevent the spare tire from losing pressure below 30 psi. The Beetle also got safer, with new bumpers, a collapsing steering column, and a secondary hood latch. There was also a three-speed, semi-automatic transmission on offer, making Beetle ownership possible for those who didn’t want to learn to drive stick. These semi-auto cars got an improved trailing arm rear suspension (Beetle fans refer to this as simply the Independent Rear Suspension) that could also be specially ordered on manual cars and which found its way into all North American spec Beetles the following year.

Also in 1968, Herbie showed up in the film The Love Bug. Autonomous driving is a hotly debated topic these days, but Disney’s self-aware 1963 Beetle brought the charms of a VW to a younger audience. The cultural impact helped prolong the car’s appeal into a new decade.

Super Beetle!

By the time the 1970s rolled around, the Beetle was no longer one of the only players in the compact segment. In the early going it was still competitive in the sales charts, but the likes of the Honda Civic and a host of small Datsuns were arriving, ready to topple Volkswagen with a new type of imported people’s car. So, to fight back, VW went about addressing the complaints owners had about the Bug.

In 1971, VW launched the Super Beetle: everything you loved about the Beetle, but more of it. Two inches longer than the standard VW Type 1, the Super Beetle had 60 hp from its 1600-cc engine, larger brakes, and a new MacPherson strut front suspension added to trunk space. The standard Beetle was briefly sold alongside the Super Beetle. The Super Beetle is a milestone model for the brand, with 1972 marking the year the Beetle hit over 15M built, surpassing the Ford Model T.

You can think of the Super Beetle as analagous to the 996-chassis Porsche or the third-generation NC Mazda MX-5. It’s the least-cool member of the family, but it’s still from a solid bloodline and can be a fun and interesting classic to own and modify. Perhaps the pick of the litter here is the convertible version. Because VW had released the water-cooled Rabbit/Golf in the mid-1970s, anyone still shopping for a Beetle was doing so mostly out of whimsy, and convertible sales remained strong as demand for the sedan tailed off.

Further, by this time, the Beetle’s familiarity had bred some contempt. Why would you restore a car which existed in the millions? Many Super Beetles ended up in scrapyards because they were just an ordinary car. Convertibles were a bit more special, so more seem to have been preserved.

A Mexican epilogue

The last German-made Beetle left the line on January 19, 1978, though Beetle convertible sales continued in the U.S. until an extended 1979 model year. However, south of the border, Mexico wasn’t about to let the Beetle go extinct. The Volkswagen de México factory established in Puebla produced its first VW Beetle in 1967, and would go on to continue to build them until, somewhat incredibly, 2003. For a brief time, it was even possible to buy a Mexican-built Beetle in Germany, where there was residual affection for the little car.

Mexicans called the VW Type 1 the Vocho, and it became a part of everyday life as it had been in the U.S. during the 1960s. Making up an estimated 20 percent of road traffic around the country, the Vocho was also the most common taxi in Mexico city, bright green and white little Bugs scurrying all over.

Through the 1980s and ’90s, Puebla-built Vochos were available in a series of special editions, mostly comprised of unique colors and interior fabrics. When the final Vocho rolled off the line on July 30, 2003, it was serenaded by a mariachi band, having become as much a part of Mexican culture as it was German.

Before you buy: Death foam and other worries

Before we get to a specific Achilles’ heel of later Beetles, there are a few straightforward checks that should be done on any Bug. Corrosion can often be found behind the front wheels and at the bottom of the heater channels; warm air from the engine is ducted to the cabin from these channels, and as warm air also carries more moisture, they can be a common Beetle rust area. Both the front and rear windshield can trap water, so a careful check of the rear luggage tray is in order.

Another quick trick to check for bodywork issues is to check to see if the doors droop when you open them. Hinge pins do wear out, so a drooping door isn’t definitive proof of rot, but it can signal an issue with the lower hinge.

Most alarming is the spray-in expansion foam that VW used in Beetle C-pillars from 1971 forward. This stuff was an absolute haven for moisture, so if you see surface rust bubbles in this location on this era of Beetles, be forewarned that the car is rotting from the inside out. VW enthusiasts have taken to calling it “death foam,” and for good reason.

From a mechanical standpoint, the Beetle’s series of air-cooled engines were simple and durable. Some brief oil burning on startup isn’t out of the ordinary for a flat-four engine, but persistent smoke indicates a bad seal. Likewise a little oil seepage around the pushrod tubes is normal, but it shouldn’t be excessive. Fuel injection arrived in 1975, but this system something of a double-edged sword. When working well, it’s great. But the system is relatively not well understood by the broader VW community, so finding an expert to help an owner troubleshoot any problems is not easy. Often, owners of these later cars will simply replace the system with traditional carburetors.

Body condition is probably the most important consideration, but there are of course replacement parts for pretty much everything. The Beetle is nearly as ubiquitous as a classic as it was when new, and it is supported by a huge aftermarket. Finding and buying a previously completed restoration provides a generally hassle-free pathway to ownership, but if you’re the type that likes to turn you own wrenches, parts supply is good. These cars are relatively simple to work on, and there is a wealth of information out there on them.

One word of caution, however. Because it’s so popular, Beetle parts can be of varying quality depending on manufacturer and country of origin. Some of the more budget-friendly replacement bits aren’t the best, and a buyer should be cautious when looking at a restored example, making sure to check to see that the best was used.

Basically, if you’re interested in a purist expression of the original Volkswagen, then you want a split-window Beetle. And if you can’t get your hands on one of those, you probably want an oval. Parts for the early 25-hp cars are available but they are quite expensive, which might not be a big deal if you don’t plan on keeping it forever; early Beetles fetch top dollar at auction, so painstakingly accurate restorations do pay off. While the ’50s Beetle is the purist’s choice, 1960s Volkswagen enthusiasts go crazy for period-correct aftermarket parts. Scouring swap meets to find rare aftermarket accessories turns ownership into part treasure hunt, and is all part of the fun. As one example, a vintage, German-made Bekowa wood-slat makes a perfect crowning piece for your California-look Beetle project.

A 1968 or ’69 VW is less desirable than a mid-’60s version, simply because the looks changed so much. Having said that, a late-’60s Beetle is possibly the sweet spot in the range for finding a bargain. The cars drive very well, and they still offer that compact Beetle feel. They’re also ideal as a platform on which to build a modified car, with a built-up engine, improved braking (usually front discs), and reworked suspension. A manual 1968 or ’69 with the trailing arm suspension makes for a great buy. Super Beetles are not as beloved as the VWs of the 1950s and ’60s, but they are one of the most affordable and practical ways to get into Beetle ownership.

Volkswagen owners are usually very club-oriented, so it’s fairly easy to seek out your local chapter and find guidance. Other useful sites are The Samba, which has a focus on more stock and period-correct VWs, or the Shop Talk forums, which skews more towards modified VW enthusiasm.

Valuation

For the most up-to-date values on any year of Volkswagen Beetle, be sure to check Hagerty’s Valuation Guide here. As might be expected, the earliest cars are the thinnest on the ground and fetch the highest prices. The trend seems to be expanding.

Almost all Beetles experienced a price spike at the end of the 2010s, benefitting from the surge in air-cooled 911s. A Beetle is not a Porsche, but it does have some Venn diagram overlap with enthusiasts, and it’s not uncommon to see a Porsche collector tuck an early VW in their collection.

Overall, median #2 prices are up 250 percent in the last decade, but there are some high points. The real spike is seen in early split window cars, which are up some 300 percent in the past 10 years. These and the oval window cars are the blue chip Beetles.

Prices for the later 1950s and early-to-mid-60s cars are rising steadily, but with less of a spike. In the last three years, values have risen by 47 percent. For Beetles from 1968 to 1979, prices have shot up most sharply for the sedans, though convertibles are still overall more expensive. Condition #2 values over the last five years are up 126 percent for convertibles and 155 percent for sedans. The bulk of the interest in Beetles comes from Boomers and Gen X, which make up about 70 percent of the quotes.

By make and model, the Volkswagen Beetle is the 11th-most insured car with Hagerty. More tellingly, it is also easily the most popular non-American classic car in the U.S. With so many out there, and such a big fanbase, it’s the perfect classic car to find a match for your personality.

Check out the Hagerty Media homepage so you don’t miss a single story, or better yet, bookmark it.

The post Your handy 1949–79 Volkswagen Beetle buyer’s guide appeared first on Hagerty Media.

It’s been said that Henry Ford, a man so in love with the vehicle that made him a household name, was so infuriated with any changes to the original Model T that he destroyed a prototype sporting relevant and timely upgrades.

Even after the T had undergone 10 years of production in a rapidly changing market, the elder Ford was dogged in his convictions. This moment of destruction was put onscreen in the 1987 movie Ford: The Man and the Machine.

Clearly, the ending for any successor to his masterpiece wasn’t gonna be pretty.

But the market was indeed changing, and Henry had no control over General Motors’ devouring of Ford’s market share. Competition was now a threat, with multiple manufacturers selling products with more power, added refinements, and more standard features.

If Ford wanted to remain in the position of market leader, the company needed to act fast. But while Edsel Ford was president of Ford Motor Company in 1919, it wasn’t until 1927 that a more relevant replacement to the famous “T” made its debut.

Enter the Model A.

To read Kyle Smith’s article on the joys of driving and owning a Model A, click here.

The new Ford vehicle was such a monumental shift because it introduced the notion of styling as a competitive marketing tool and performance improvements that were tested/refined.

To build it, all Ford factories were temporarily shut down globally for a massive investment in retooling and retraining. The total bill for all this effort was approximately $100,000,000 in 1927, or over 1.5 trillion dollars when adjusted for inflation. 

Background

Aside from being the first Ford product to wear the iconic “Blue Oval” emblem, the 1928 Ford Model A shared a name with the first vehicle made by the Ford Motor Company, the Model A of 1903–04. But that’s about all it shared with the first A, as sales literature for the 1928 model said the A was all new “from radiator cap to rear axle.”

The changes showed, too, as the new “A” sported a longer wheelbase, a longer overall length, and a lower height. The car was indeed lower-slung than the competition, yielding a more mature stance that was further aided by sleek, steel-spoke wheels as standard (on the outgoing Model, the steel numbers were optional).

The Model A’s mechanicals were also improved, with a larger, 200 cubic-inch engine rated at 40 horsepower. Hand cranks were a thing of the past; electronic starters were now standard. The transmission now had three speeds, while four drums handled braking maneuvers far better than the Model T’s transmission affair.

While Ford kept the Model T in production a little too long, the new Model A exceeded management’s expectations. A reported 10.5 million customers came to see the Model A upon its introduction: a strong showing in today’s market, but roughly 10 percent of America’s population at the time! After the first two weeks, dealers secured deposits for over 400,000 Model As, and overall sales topped 4.8 million units.

A slew of body styles were available, ranging from trucks, sedans, coupes, and convertibles of distinct configurations. One of the more noteworthy examples is the “400A” body, which was a two-door, four-seat convertible with fixed pillars.

It should come as no surprise that the successor to the car that put America on the road did so well. And that’s precisely why it is still popular with 21st-century motoring enthusiasts, both in stock and modified forms.

Charting the changes

While all Model As may look about the same for the four model years of production, there are actually three distinct generations of the breed.

The first is comprised of the early Model As, those built from December 1927 to June 1928 and known as the ARs. Next are the 1928–29 cars, and finally the examples made from 1930 to 1931. While there is no well-defined way to distinguish an AR from a later example, these early Model As often sport the combination of a “powerhouse” generator, a uniquely located hand-brake (next to the driver’s kick panel, not near the shifter), and a red steering wheel.

It is far easier to tell the difference between 1928–1929 and 1930–1931 examples. The second-generation A has curved sheetmetal at the cowl (between the hood and the doors); the contour on later models is more linear. Earlier (1928) Model A Roadster, pickup, and Phaeton bodies lack outside door handles, but 1929–31 Roadsters and Phaetons have them. Wheels also changed across the years: 1928–29 As sported 21-inch wheels, while later models wore 19-inch ones with larger hub caps.

The front bumpers changed, too. Earlier Model As have a round front bumper clamp, which later became oval, and a concave curvature at each end (this later became gently curved across the whole bumper).

Earlier radiators are shorter and wider, and made of nickel. Later radiators are stainless steel. The 1930 Model A had a fully polished radiator shell, while 1931 sported reliefs with painted inserts.

Even the headlights changed, from vertical fluted lenses in 1928 to Twolite branded lights in 1929, when the lamp shape morphed from acorn to cup. The headlight bar, which connects to the fenders, also went from straight on the first models to curved in later Model As.

Taillamps were shaped like drums in 1928; 1929+ Model As sported a tea-cup shaped light that was mounted on the fender instead of the body.

The Model A’s interior received running changes too, most notably in the instrument panel. While that in the 1928–1930 car is shaped a bit like a diamond, the 1931 cluster has a more oval theme with horizontal ribs and a rounded speedometer.

Before you buy

The problem with the information presented above is that many of these changes happened mid-cycle in production, so getting an accurate picture into a Model A’s originality may be murky. The Model A Ford Club of America (MAFCA) can provide a clearer picture of a Model A’s proposed authenticity, and consulting a local chapter might provide you with priceless feedback. But assessing a vehicle’s condition is always a complicated affair, even more so when said vehicle is over 90 years old.

It’s best to consider that issues in body, interior, and powertrain are more likely to stem from a poor repair over the years and not from a built-in flaw. Rust is always an issue in a vehicle this old, but replacement sheetmetal is plentiful.

Look very closely at all aspects of the body and chassis, as you may never know how many different cars were welded together decades ago to create the one that’s currently sparking your interest. Any and all parts for the Model A are readily available from multiple vendors, with the exception of new wheels and tires, each of which get expensive very quickly.

Your biggest concern is probably the engine. An unhealthy short-block may need rebuilding, a complicated and cost-prohibitive process that involves re-pouring the Babbitt bearings in the reciprocating assembly. This process can be seen in detail in the following video:

Shoddy bodywork, questionable rust repair, or connecting rods that need Babbitting—a Model A for sale on the internet could have any or all of these flaws, each of which demands a significant amount of work. Metalwork aside, rubber parts (tires, belts, bushings, hoses) can turn into significant expenses, if they are worn out by UV exposure and/or dry rot. Buying an example in your budget with the most documentation and service records is highly recommended, though readers with significant DIY metalworking skills can easily address many concerns.

With the exception of the complicated bottom-end bearings, mechanically Model As are still quite simple and DIY-friendly, according to Hagerty editor Kyle Smith, who owns a 1930 coupe. Both parts and knowledge are easily found, making the Model A an excellent starting point for anyone interested in a true antique car. Smith states that, when properly sorted, these cars can tour with minimal attention. Getting one sorted can be simple as following the steps in one of the many Model A “how to” books, which present tasks so that even fresh mechanics can succeed with minimal outside guidance.

Let’s discuss what to look for when taking a potential candidate out for a spin.

On a test drive, check to ensure the Model A runs smoothly, drives straight, shifts smoothly (remember to double-clutch!), and has no visible exhaust smoke. Hawk Hawkins, Hagerty Price Guide support specialist, reminds us that Model As “were made for shorter people and the stock seat mounts do not offer a way to move the seat forward. “If you are tall, you should definitely test drive to make sure that you actually fit in the vehicle.”

He also notes that safety equipment, like “turn-signals, brake lights, or seat belts,” are not original to the Model A but have been “recognized as acceptable by judging standards.” Speaking of safety, Hawk warns us about test driving at higher speeds, especially for Model As equipped with an overdrive transmission:

“Some Model As have an overdrive [gear] to allow them to be driven at higher speeds (50–60 mph). One should note, however, that just because the can can be driven faster does not mean that it should be.

“Thin tires, old brakes, and (outdated) brake technology render faster speeds hazardous to your health.”

What to pay

While you’re likely to get a fair approximation of a car’s market value by looking for comparable sales online, Model A values are more dependent on originality and authenticity, things not often detailed in an online posting.

With that in mind, Hawk Hawkins reminds us to look for the “cobbling together of improper parts” when assessing the value of a Model A, as items like a “red steering wheel on anything other than an AR—an A built between December 1927 and June 1928—will impact its value.

Hawk mentions that ARs are generally worth more than any other generation, but the median #2 value for all Model As is currently $32,000. Hagerty pricing data goes back to the end of 2016, when the median #2 value was significantly lower, at $19,100. The most valuable Model A in the Hagerty Price Guide is a 1929 Town Car, while the least is a 1928–29 Business Coupe.

We have seen John Dillinger’s Model A coupe sell for a record $165,000, while Dick Flint’s cover car for Hot Rod magazine fetched a whopping $577,500.

While vehicle condition is paramount, Hawk reminds us that body styles matter: “Roadsters and Phaetons are worth more than coupes, which are worth more than Tudor or Fordor models. Some body styles, like the Victoria, were made in very small numbers and therefore command a premium.”

He also notes that Model A trucks, in either open- or closed-cab configurations, are worth as much as Roadsters if “in decent shape and with correct components.”

Hagerty has seen a 17 percent increase in Model A quotes over the last three years, making it our eighth most insured car. Unsurprisingly, these cars are disproportionately popular among older buyers.

Preboomers quote 15 percent of Model As, but only make up 5 percent of the market. Boomers quote 49 percent, with 35 percent of the market. The youngest two generations we track, Millennials and Gen Zers, are the least interested in the A: Respectively, they account for 11 and 1.5 percent of quotes, with 21 and 7 percent of the market.

Comparatively, Gen X is the youngest generation with the most interest in the A, quoting 24 percent of Model As even though it comprises 32 percent of the market.

Truly the Ford Model A is an evergreen classic. Time has been kind to these vehicles, but of course, you should buy the nicest one you can afford, with the most extensive service history you can possibly find. While some tasks are affordable and easy to address, re-Babbitting the engine is clearly not one of them.

Take your time and find the right Model A for your needs and wants, and you won’t regret your decision.

Check out the Hagerty Media homepage so you don’t miss a single story, or better yet, bookmark it.

The post Your handy 1928–31 Ford Model A buyer’s guide appeared first on Hagerty Media.

If there’s ever been a blue-chip collector car almost right out of the box, it’s the 1955 to 1957, or Tri-Five, Chevrolet. From the second these cars arrived—even before—they ignited a passion that hasn’t been extinguished in 65 years.

The story of the 1955 Chevrolet is nearly impossible to tell without recalling the exuberance of immediate post-war America. There were few, if any, new vehicles in the years between 1941 and 1948, and 1949 cars were a rehash of what came before. In 1949, Ford came out of the gate with a revolutionary design, redesigned from the ground up with a new chassis, coil-sprung front suspension, longitudinal leaf springs, and a futuristic, Jet Age design.

Ford set the pace, selling 1,118,740 cars in 1949. Chevrolet still had a banner year, but it was falling behind Ford with 1,109,958 cars, and Ford was already tweaking its new design year by year, from 1950 to 1952. Meanwhile, Chevrolet was selling a car that had its roots in 1941. The bowtie cars were redesigned, for sure, but they shared all their mechanicals with cars from before the war. 1950 marked the introduction of the Bel Air trim level, with plenty of upscale features and, for the first time, a Powerglide automatic transmission, exclusive to the Deluxe and Bel Air.

At this point, in 1952, Chevrolet boss Harlow “Red” Curtice realized that his company’s next bread-and-butter car needed to set the world afire. It was a mythic battle.

“For the entire auto industry, 1955 will also be a year of decision. The fight to sell cars will be the roughest in history,” ran a story in the November 1, 1954 issue of Time magazine. “To get ready for it, the automen have spent $1.3 billion on the greatest number of model changes ever. Not only are Ford and Chevy at each other’s throats, but Chrysler is out to get back the big share of the market that it lost to both of them this year.”

The 1955 Chevrolet went from a clay model to a full-blown marketing plan in about 18 months. The clay-model reveal—held under unimaginable security—was described in that Time magazine story.

“Only a handful of people were allowed in the room; few even knew its location,” the story read. “There for inspection by Harlow H. (“Red”) Curtice, president of General Motors Corp., was the topmost secret of the greatest manufacturing corporation in the world—a full-sized, blue-and-ivory clay model of the Chevrolet for 1955.”

Some of the most notable people in Chevrolet’s history had a hand in the car’s development. Ed Cole drove the idea from its inception and made the Chevrolet division a worldwide engineering powerhouse, taking the engineering staff from 850 people to over 3000 in a matter of months. Assistant chief engineer Harry Barr was selected for both the small-block V-8 engine and the chassis. Assistant chief engineer Ellis Premo led the charge in body development and was the liaison between Cole’s Chevrolet Engineering Division, GM Styling, and Fisher Body. Chevrolet director of R&D Morris Olley—the man who developed GM’s A-arm setup in 1930–worked on suspension design.

That perfectly proportioned body? Harley Earl got the credit, like he did for every design that left the gates at GM at the time, but it was Clare MacKichan who took over the Chevrolet Styling Studio in April 1951 and shepherded the car through all of its design approvals. Carl Renner came along with MacKichan in 1951 and focused his attention on the Nomad wagon, the hood bird, the beltline, and most of the car’s space-age instrument panel.

With the clay model approved, the marketing push began in earnest in 1954, along with that cover of Time. Through a 2022 filter, when most manufacturers can barely muster interest in an introduction at an auto show, the marketing for the 1955 Chevrolet was insane.

At the time, Chevrolet had a staggering 7500 stores across the country. (Today there aren’t even 3000.)

“Outside the Chevrolet agencies, hundreds of machines spewed forth varicolored bubbles by day,” read a contemporary account of the weeks leading up to the launch. “By night huge spotlights swiveled their beams across the sky. Dealers hung up miles of flags, banners, and placards, hired clowns and calliopes, rented dinner jackets for their salesmen, splashed teaser ads through the press.”

The advance promotional bill for this car reportedly cost $3,500,000—nearly $40 million in 2022 dollars. Chevrolet reportedly gave away 2,131,000 balloons and 1,016,920 bottles of Prince Matchabelli perfume, plus hundreds of thousands of pencils, yardsticks, potholders, key cases, and beanies, all in service of alerting the car-buying public that this new vehicle had arrived.

It was reported that 20 million people entered Chevrolet’s 7500 stores over a matter of weeks in 1954. That’s twelve percent of the country’s entire population. The attention appeared to work. In 1955, between the 150, 210, and Bel Air trims, Chevrolet sold 1.8 million models, a staggering 64 percent increase in sales from that year of pent-up demand in 1949.

The 1955 car was an unqualified success not only on the sales floor but on the track. Compact and lightweight, with a base horsepower rating of 162 hp, or 180 hp with the dual exhaust and four-barrel carb, the small-block V-8 was a smash hit among racers. It would slowly begin to amass more and more victories over the next three years.

It’s interesting to examine the 1955 season. Fonty Flock piloted a ’55 Chevrolet to victory at Columbia Speedway in March that year, but the next win wouldn’t come until Herb Thomas crossed the line in Darlington in September.

Contrast those two wins with what occurred in 1957: Chevrolet dominated 21 races that year, only bested by Ford, who had 28. The only other competitive cars that year came from Oldsmobile (four wins) and Pontiac (two). Out of 53 races that year, Buck Baker won ten and Jack Smith won four in Chevrolets. If you’re looking for the genesis of the “Ford versus Chevy” rivalry, here it is, on the NASCAR circuit in 1957.

All of this taken in total—the outstanding design, the flexing of engineering muscle, the racing victories, the million bottles of Prince Matchabelli—combined to make the 1955 to 1957 Chevrolet Bel Air a bona fide icon within the three years it was available.

They were an indelible part of American culture from the get-go. In 1962, a trilby-wearing James Bond takes out his captor in a 1957 Bel Air convertible in Dr. No. In 1971, Monte Hellman’s film Two Lane Blacktop used a pair of ’55s, and two years later in 1973 when the same cars wound up in American Graffiti. Those cars were just 18 years old at the time, which is kind of like learning the Beatles went from the Star Club to complete dissolution in just eight years.

These cars are still—and always will be—the epitome of the classic American car.

Charting the changes

The changes year-to year are easy to track, since we’re only talking about three years of production. However, the year-to-year changes are voluminous, even if you leave out the tweaks to trim and appearance.

“They’re all one-year-only cars,” says Matt Powell, shop manager at MetalWorks in Eugene, Oregon. The shop specializes in the restoration and restomodification of 1955 through 1957 Chevrolets and has a long list of clients that have either brought cars back to original appearance or gone the hot-rod route.

1955

The Hot One, as the Bel Air would be marketed, had all the features of the two lower trims (150 and 210) but had a massive list of additional, standard equipment. All Bel Air variants came with carpet, chrome headliner bands, chrome fender spears, stainless-steel window moldings, full wheel covers, and that distinctive, Ferrari-inspired egg-crate grille. Models late in the year wore a gold Bel Air script.

The top-shelf Bel Air was available in two-door Sedan, four-door Sedan, two-door Nomad wagon, or two-door Sport Coupe (pronounced “coo-pay” in Chevrolet’s 1955 Motorama film):

The Bel Air Nomad was interesting in its significant differences from the other cars. It only shared front fender and door trim with the rest of the Bel Air family. For 1955 only, it had fully radiused rear wheel openings, versus the skirted fenders of the rest of the cars. The Bel Air Nomad shared its frameless door glass with the two-door coupe and four-door hardtop.

Engines included the 123-hp, 216-cubic-inch inline-six; the 136-hp, 235-cubic-inch Blue Flame inline-six; and the 265-cubic-inch small-block V-8. While Chevrolet did offer a V-8 in its D-series in 1917, this was really the first Chevrolet V-8 produced in significant numbers. The engine was a modern design with overhead valves, a high compression ratio, and a short stroke. The base V-8 had a two-barrel carb and a single exhaust, but the Power Pack option provided a four-barrel and dual exhaust for 180 hp. A Super Power Pack offered later in 1955 dialed up the compression even higher, yielding another 15 hp.

The 1955 Chevrolet Bel Air was packed with innovation, from swing-type pedals that eliminated holes in the floor and offered more space for feet to the new “Sweep Sight” windshield that not only looked good but provided a wide view of the road ahead. Additional high-tech features included tubeless tires, “extra large” brakes, and a Hotchkiss driveshaft in place of the old torque tube from the previous generation of Chevrolet cars.

Nearly everything could be ordered with power-assist, from brakes to steering to seats to windows. Bel Airs with V-8s could be equipped with air conditioning, a new option for Chevrolet at the time. These configurations also got a heavy-duty alternator and could be ordered with either transmission.

The transmission offerings at the time were a three-speed manual at the base level and a two-speed Powerglide as an option.

1956

Out of the three years of production, the 1956 is something of an outlier. The 1955 is recognized for its relative cleanliness and that Maranello-inspired grille, while the 1957 is outlandishly bedecked in every chrome accessory imaginable. The 1956 sits somewhere in the middle, but its extensive improvements go well beyond aesthetics.

Design-wise, the car wore a wider grille opening, turn signals moved up to the grille, and fatter chrome spears on the flanks. Taillights had a more jet-exhaust appearance, and the left-side fuel filler/taillight dropped down, rather than swinging to the left as before.

The Bel Air Nomad wore the same fascia updates as the rest of the cars and received standard two-tone paint. The one-year-only, radiused rear-wheel openings were eliminated, in favor of the same style used on the sedans and coupes.

The Bel Air trim level extended to seven body styles in 1956, with the new four-door hardtop Sport Sedan, four-door Bel Air Beauville station wagon, and the two-door Convertible. New equipment for 1956 included a lot of safety technology, such as optional seat belts, shoulder harnesses, and dash pads.

Engines were revised to eliminate the base six-cylinder. Instead, the range started with the Blue Flame 140, which superseded the two sixes offered in 1955 with 8:1 compression and a high-lift cam.

The next step up the ladder was the Turbo-Fire V-8, which for 1956 received significant changes. Regardless of horsepower ratings, the V-8 received hydraulic lifters, which were only available on cars equipped with the Powerglide automatic in 1955. A full-flow oil filter in its own housing was mounted under the engine to the left of the oil pan. The filter was a factory option, replacing the dealer-optional oil filter that stood on top of the engine block.

The base V-8 with a manual transmission was unchanged, but when a buyer purchased the Powerglide automatic, the V-8 had a higher-lift camshaft, which raised engine output to 170 hp. The Power Pack came with a four-barrel carb and dual exhaust, along with 9.25:1 compression. The Bel Air wagons got the Power Pack as standard equipment, including the dual exhaust that wasn’t available in 1955 thanks to the shape of the fuel tank. The engine also got a heat riser on the intake to prevent icing.

Spring rates were reduced for all Bel Air models with the exception of the convertible and the wagons, due to their increased weight. Caster angle increased by one degree, and the tie-rod ends were raised a bit to accommodate the change. Rear spring hangers were widened by an inch in order to fit thicker rubber bushings, and the nine-passenger wagon got a six-leaf spring pack.

Even the wiring harness got an update. In place of one continuous web, the main harness terminated at a plug in the firewall, where an extension harness plugged in to power the lights, horns, and voltage regulator. Self-canceling turn signals were standard across the board in 1956.

1957

“Exciting new looks,” “zippy new power,” “luxurious new interiors,” and a “revolutionary new Turboglide” automatic transmission were all called out on the opening spread of the brochure in 1957. Gold anodized trim is the first thing that jumps off the sheetmetal as a differentiator between 1957 and the other two years, along with full-disc wheel covers and a “rakish sweep of chrome.” In the four-door Sedan, the car boasted 75 square inches more glass area than the previous years did.

Up front, the grille changed for a third time, into a combination grille/bumper highlighted by its “note of massiveness and width.” The grille bar terminated in parking lights. The fenders were redesigned to push the headlamps further out, and the hood has twin wind splits for the first time, in place of the original hood bird. At the rear, the tail lamps transformed into the classic, chrome-surrounded, fin-with-afterburner design.

The fuel-filler door remained in the fin, but, for the third consecutive year, sported a changed design—this time, to incorporate the vertical chrome alone the fin.

Inside, the ’57 Bel Air models featured new contemporary styling with redesigned “slenderly crafted seats” upholstered in Jacquard-loomed cloth and vinyl. The seat tracks were redesigned to yield a greater range of motion and front seat headroom. The ’57 Bel Air also had larger door armrests than the prior year.

Mechanically, the Blue Flame six was still the base engine, and the optional 265-cubic-inch V-8 still provided 165 hp. Sporty drivers stepped up to the new 283-cubic-inch motor, which was available in four different levels of performance: The two barrel–equipped 283 delivered 185 hp. The Super Turbo Fire had a four-barrel and dual exhaust, with a bump to 9.5:1 compression for 220 hp. The “Corvette” V-8 was rated at 245 hp, and a competition version of the engine went up to 270 hp with a bespoke camshaft and a high-speed valvetrain.

Aside from the availability of the new Turboglide transmission, the biggest news for 1957 was the Rochester Ramjet mechanical fuel injection system. That system was originally intended to completely replace the four-barrel carburetors, according to the info in the engineering booklet supplied to Chevrolet dealers. It raised horsepower on the Corvette V-8 to 283, which fit neatly into Chevrolet’s “one horsepower per cubic inch” marketing plan.

According to a contemporary story in Popular Mechanics, 34.4 percent of 1957 Chevrolet owners wanted fuel injection. But the reality told another story. The primary beef with the early system on the ’57 was that the cold-start fuel enrichment was either on or off; since it did not gradually step down, it produced running issues when the engine was cold. Vacuum-operated crank signal valves often failed, causing rich running conditions that led a lot of fuel-injection systems to be abandoned in favor of a traditional four-barrel carburetor.

Who to know before inspection

If you’re bound to purchase a 1955 to 1957 Bel Air, there are nearly limitless resources at your disposal. Tri-Five Chevys has a forum with over 3450 members active in the restoration and use of these cars. The American Tri-Five Association is a more traditional club that offers a number of benefits including a color print magazine, discounts to club-sponsored shows and parts suppliers, and free shipping on items from some vendors. Depending on where you live, there’s a community of like-minded enthusiasts in your area, either as a chapter of one of these organizations or an independent club.

VIN decoding is relatively simple because these Chevy’s VINs are short. On the unfortunate side, the codes don’t tell you much about the car other than trim level and body style, production year, and build location. You can find a version of the VIN decoder at the San Jose Classic Chevys website or at parts supplier Classic Industries.

We asked Matt Powell at MetalWorks regarding which specific years, body styles and options are most desirable. He says that this decision largely swings on what you’re looking for out of the car.

Most of his customers at this point are looking for cars to modify, swapping the body onto a more modern chassis and driveline. In that case he’s clear in his advice: “We’ll have $60,000 to $70,000 in paint and bodywork alone,” he says. “Find a car that you like the appearance of and use that as a starting point.”

If you’re looking to restore one of these cars, Powell’s advice is to find one that’s as untouched as possible, so that you know what you’re getting into before you even start. The earliest of these cars are now 65 years old, so finding one with original paint and interior is tough; but you don’t want a car with layers of paint hiding lousy bodywork.

Factory build, or “Regular Order Passenger,” sheets are much less common to find in 1955 to 1957 cars, having been lost to time or never stuck under a seat in the first place. When they are found, they’re an invaluable resource for finding out what options were on the car, and they’re much simpler to read than some of the later order sheets.

Cowl tags are important for learning paint and trim information. Classic Industries provides a Trim Tag Decoder at its website. Major options like air conditioning, power windows, and seats will appear here, but minor options won’t.

At the moment, the GM Heritage Center’s Historical Information Packets that were available free of charge seem to be gone from the internet. Our sources at GM tell us that this is a temporary situation, so check back with the site frequently to learn more. These packets provide a wealth of information, including original brochures, technical specifications, order guides, and more. This resource was up and running for years up until about a month before this writing, and the information within hasn’t been made available again.

Before you buy

These cars are as susceptible to rust as any mid-century vehicle. All of the usual cautions apply: Look for rust in the frame, body mounts, door bottoms, fender bottoms, rocker panels, and both passenger-side and trunk floors. The good news is that just about everything for these cars, from trim pieces to entire body shells, is available on the aftermarket.

Matt Powell gives a few words of caution: “Nomads and [9-passenger Beauville] wagons are hard to come by, and some of the individual parts for those cars are expensive.” He points out that the paint divider on the wagon can be $900 per pair, and are only available from recyclers. “You can buy those for $50 to $80 a set for most of the other bodystyles,” he says.

Exterior trim, when it’s present, can be overtightened and misapplied, leaving the trim dented and distorted. The trim can be restored, but it can be a labor sinkhole.

Mechanically, these cars are pretty straightforward with a few exceptions. The early cars, or those without an oil filter at all, can be the subject of multiple engine rebuilds. Larger pistons will be usually be marked on the top, visible with a borescope that will at least tell you where you’re starting.

Loads of these cars have been updated with Rochester fuel injection, even ones didn’t have it from the factory. Conversely, loads of these cars have had their Rochester systems removed and left on the scrap-metal pile circa 1958. Anything that provides information as to whether or not the car should’ve had fuel injection is key in assessing the car’s value.

As far as which car to buy? Matt Powell says that it’s all up to the buyer’s interest, but that the two-door Sedan offers great curb appeal with fewer issues than the two-door Sport Coupe. “The window flippers on the Coupe are often a problem,” he says, “and the body on the coupe tends to sag more than the Sedan would.”

What to pay

“The range of values of these cars is huge depending on engine and body style, but on the whole their values have been incredibly steady relative to the rest of the market,” says Andrew Newton, senior auction editor at Hagerty.

“Many 1950s American cars have been flat or gone down, but Tri-Five Chevys, being as recognizable as they are, have at least kept their value in the broad sense, but have dropped approximately 4.5 percent over the last five years at the median, condition #2 [Excellent] level.”

It’s also hard to put a value on a “Bel Air,” since there were so many body-style variations after the first year. Naturally, Sport Coupes and Convertibles are going to sell for significantly more money than a four-door Sedan. In the same condition, a two-door Nomad is going to sell for orders of magnitude more than the 9-passenger Beauville.

Record auction prices for a modified 1955 Bel Air Convertible hit $363,000 at the 2019 Barrett-Jackson Scottsdale auction. An unmodified, restored 1957 Bel Air Convertible sold for $198,000 at the same auction a year later.

Of all of the cars Hagerty insures, the 1955 to 1957 Chevrolet Bel Air is the sixth most popular. Quoted values for these cars have increased 17 percent over the last three years, according to the Hagerty valuation team. As you’d expect, the typical owner skews toward the older end of the range but not as dramatically as they would for other American cars from the 1950s.

Gen-X surprisingly quotes 29 percent of Bel Airs, though they make up 32 percent of the overall collector car market. Millennials, who make up 21 percent, drop right off to 13 percent of quotes. Gen Z barely owns these cars, representing just 1 percent of the quotes in Hagerty’s database, despite comprising 7 percent of the overall market.

As you’d expect, Boomers are the core audience, quoting 47 percent of all ’55 to ’57 Bel Airs in Hagerty’s database, while making up nearly the same percentage of the market (32) as Gen-X. Pre-boomers quote 10 percent of these cars, while owning just a five percent share of the market as a whole.

In general, all of the typical information holds true for these cars: Buy the best one you can afford, and let the previous owner take the hit for restoration cost, provided you can have the car looked over by a qualified professional.

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The post Your handy 1955–57 (Tri-Five) Chevrolet buyer’s guide appeared first on Hagerty Media.

Pop-up headlights at the front, T-top roof in the middle, and a big, sweeping wing at the back. When it comes to ’90s sports car charm, you can’t do much better than the second-generation MR2. The SW20 as it’s commonly known, or MKII more familiarly, is a product of a simpler sports-car era. This mid-engine featherweight gets by without traction control, ABS, or power steering. Full disclosure: I own a 1991 SW20, and in my eyes, simpler is most definitely better.

History of the Toyota MR2 MKII

The MKII was introduced in 1990 for the 1991 model year, replacing the venerable first-gen MR2. Commonly called the AW11, that early MR2 (MidShip Rear-drive 2-seater) was a wedgy and quirky take on the affordable sports car theme. The second-gen smoothed off the edges, bringing a vastly more modern look to the table. (More modern for 1990, anyway.)

The MKII didn’t just look more mature. It grew up in other ways, too; 8.7 inches longer and 1.3 wider, the SW20 gained some 300 to 600 pounds on its predecessor, depending on configuration. Considering the original car weighed as little as 2300 pounds, that’s substantial.

Two engines were available. On the lower end was the 5SFE, a 2.2-liter inline-four offering 130 horsepower and 145 pound-feet of torque, sitting longitudinally behind the driver and breathing in through the bisected vent just aft of the left door. That naturally aspirated engine offered a very torque-forward power delivery, not unlike the first-generation Scion FR-S/Subaru BRZ. You could rev it up to 6250 rpm if you liked, but there wasn’t much point.

The turbocharged engine is far and away more desirable. The 2.0-liter four-cylinder (dubbed 3S-GTE) offered a nice, square 200 hp and 200 lb-ft of torque. That extra punched changed the dynamic equation in a big way. As an early ’90s turbocharged engine, throttle response was not its strong suit, but you can’t argue with the numbers.

Neither can you argue with the car’s handling reputation. Mention you drive a MKII MR2 and it won’t be long before someone asks you whether the lift-off snap oversteer is truly as bad as everyone says it is. “Yes, it was really that bad,” confirms Justin Burnash, a former MR2 tuner and current seller of MR2 parts, who is Co-Owner of the car giveaway and apparel site PrimeDriven.com. “Toyota revised the rear suspension geometry in 1993 and increased wheel size from 14 inch to 15 inch and all of this made a substantial improvement.” According to Justin, however, the MR2’s bad rep is more the fault of the buying public than the car itself: “People who normally drove Corollas and Civics were all of a sudden driving MR2s like they drove their underpowered FWD commuter cars and chaos ensued.”

As the ’90s wore on, the MKII MR2 evolved in other meaningful ways. It gained an optional limited-slip differential in 1993. Transmission synchros, notorious for causing crunchy shifts on the earlier cars, were up-rated, too. In 1994, the car got a slight visual refresh, cleaning up the rear tails and trimming the wide rear wing into something a bit more pert. Then, after 1995, the car was gone from North America, living on in the Japanese market for a few more years.

What to know before buying an MR2 MKII

So which is the ideal MKII configuration? Opinions vary. Aaron Bunch, owner of ATS Racing and a long-time MR2 tuner and owner, reckons it depends on your priorities: “For years, the 1993 Turbo was the best deal. It has the updated rear suspension (I would not personally call it upgraded), optional limited slip differential, and the bigger brakes. But it lacked the updated taillights and solid side moldings of the more expensive ’94–95 Turbo cars. The ’93 isn’t as rare as the [later cars] either so that kept prices lower, too. But condition is more important than anything. I would take a nice 1991 over a rough 1993.”

Despite the exotic layout, these are still 1990s Toyotas, which means no major reliability issues beyond those dodgy transmission synchros. “There were no actual problems with MK2 MR2s that weren’t owner-inflicted through neglect,” Burnash says. “Things to look out for when buying used examples today are the same as any car.”

If you’re looking for a driver—something to just enjoy or tune—the earlier cars are the way to go. True to the MR2’s brief, they’re simpler and lighter. For collecting, Justin Burnash recommends seeking out the later models: “Ultimately, the nicest-shifting and driving cars with the nicest interiors, ride quality, and most benign handling (relatively speaking) are the loaded late-model cars: 1994 and 1995. Turbo models sell for double what normally aspirated models sell for.”

What to pay for an MR2 MKII

Valuations are creeping up. The MR2 has always been a bit of an under-appreciated car from a collectibility standpoint, despite selling a relatively scant 33,111 cars in the U.S. and Canada between 1990 and 1995. By way of context, that’s fewer Miatas than Mazda sold in 1990 alone, but roughly three times the cumulative sales volume of the MR2’s corporate sibling, the MKIV Supra.

If you want a taste, MR2 prices are still quite reasonable in the grand scheme of things. A 1991 non-Turbo in #3 (Good) condition has a average value of $11,300, up 13 percent in the past year, while a similar-condition 1995 Turbo will run you about $21,800, up 4.8 percent. Keep in mind that an automatic transmission deducts 15 percent from the average value, and a limited-slip diff adds $2000.

It’s easy to look at the trajectory of Supra prices with high expectations when pondering the state of the MR2 market, but Burnash warns against stumbling into that trap. “I hesitate to say never with anything in a world of COVID and six-figure Supras, but at the end of the day the MR2 is the baby brother,” he says. “It will never hit Supra numbers.”

Bunch hopes the MR2 never does. “If the values of original stock cars skyrocket and everyone focuses on keeping stock engines and stock turbos, that’s almost tragic.”

Driving impressions: The mods make my 1991

Why tragic? Because the MR2 is such a tunable car. Take mine, for example. What started off as a humble, 130-horse, 5SFE-powered MR2 is now putting down closer to 300 hp thanks to a fourth-generation 3S-GTE engine swap. That much power easily overwhelmed the stock braking system, so I installed a Wilwood big brake kit with a set of adapters, custom-made for the SW20 by a company called Wilhelm Raceworks, which offers all sorts of tempting upgrades. A set of coilovers improved the tired stock suspension, while a staggered set of 17-inch Enkei RPF1 wheels and sticky tires provided a massive upgrade over the stock, 14-inch units.

Originally, my car was torquey and fun but, honestly, pretty gutless. Get on the power hard and it made a very nice sound, and the instant throttle response was engaging, but you had little incentive to rev it out. It struggled to put down what little power  it had thanks to the lack of a limited-slip differential. Powering hard out of corners, particularly on an autocross circuit, would spin up the inside tire. And, as the car aged, finding anything resembling a performance-oriented tire suitable for the car’s 14-inch wheels became difficult.

My car is a monster these days. That new motor, borrowed from a Japanese-market Toyota Caldina, changes the MR2’s character completely. There’s less lag than in a stock MR2 3S-GTE, but it’s still a good one-count between pedal hitting the floor and the power mashing my head into the car’s striped, velour seats.

Even with the bigger wheels, stickier tires, upgraded suspension, and more aggressive alignment, I still need to be extremely careful applying power mid-corner. I have a limited-slip diff now, too, but with all that power it just means I spin both tires instead of one. This being a mid-engine car, the rear-end steps out in a hurry and catching it requires fast hands. My car’s unassisted manual steering has an extremely lazy 20.5:1 ratio, demanding opposite-lock in dollops rather than dabs. A firm grip is essential on that skinny, shiny plastic steering wheel—again a side-effect the unassisted rack. However, the reward for that upper-body workout is a delightful feel unlike anything in modern cars.

A wheelbase of 94.5-inches makes the MR2 MKII a whopping seven inches shorter than a modern GR86. Pulling up next to a modern F-150 at a traffic light is enough to make you fear for your life, but escape traffic, find a flowing, twisty road, and the MR2 is an absolute delight. On a summer day, T-tops stowed in their bags behind the seats letting the sun and wind flow in, aftermarket blow-off valve chattering like a hopped-up hyena behind my head with every lift of the throttle, and three-inch Berk exhaust screaming when I get back on it, it just doesn’t get much better.

An MR2 is for enjoying

My advice would be to find yourself a good example while they’re still affordable, and to consider leaving some room in for a few choice upgrades. Driving it with enthusiasm is half the fun of a car like this, and done right this is a car that can consistently deliver big grins.

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You can’t just pull a Shelby 427 Cobra out of a barn like you can with most cars of its era. That’s because legitimate 427 Cobras—not the numerous reproductions—are extremely rare, unbelievably desirable, and priced accordingly. So rest assured: We are not here to convince you to buy a 427 Cobra, especially since you need no such motivation. Instead, we’re here to detail the things you should know if you were in the market.

1965 (Competition and S/C Cobras)

The original AC Cobra, be it in Mark I or Mark II design, was never intended to handle the size and power of Ford’s 427 FE V-8 engine. And it didn’t necessarily need the grunt, until the 1963 Corvette Grand Sport entered the scene with an aluminum 377-cubic-inch mill boasting close to 500 horsepower. The 1963 Nassau Speed Week was the first time the Corvette Grand Sports went against with Cobras, and the Bahamian Battle had one clear winner. According to the World Registry of Cobras and GT40s, “It was a public embarrassment that [Carroll] Shelby would not forget.”

Luckily for Shelby and the Cobra, there was wind of an aluminum Ford 390-cu-in V-8 big block, which lit the fire but ultimately disappeared when the experimental engine was no longer available to him. One Cobra, chassis number CSX2196, became the big-block test mule with an iron 427-cu-in engine shoehorned into the Mark II Cobra by Ken Miles and the crew at Shelby American. In testing it was met with disastrous results. Ken Miles found disappointing handling, overheating concerns, and questionable durability. (Remember the original AC Ace was designed for a 150-hp engine). In the end, this first prototype was called “The Turd” because of that experience, but the cast was set and everyone began work on redesigning the Cobra to handle its new big-block engine.

Enter the Mark III Cobra for 1965, initially made as Competition Cobras and the subsequent 427 S/C (Semi-Competition) examples. All Competition and S/C Cobras were powered by the “side oiler” Ford FE 427-cu-in V-8 with a 780 cfm Holley four-barrel carburetor, making 425 horsepower and 480 lb-ft (485 horsepower in S/C models), though roughly 100 units (chassis numbers CSX3200 through CSX3300 approximately) received Ford’s 428-cu-in FE V-8. All were equipped with four-speed manual transmissions, though Carroll Shelby swapped C6 automatics into four cars after the fact. These big motors required big changes: a 5-inch wider frame and larger diameter (4 inches versus 3) main chassis tubing. All Mark III Cobras sported a coil-spring suspension, a significant improvement over the older, transverse leaf-spring setup. While exterior appearances may seem similar, these changes and needs (like a bigger grille for more engine cooling) merited a significantly different body for the 427 Cobra. The change was so radical that only the hood, trunk, and windshield interchange with the earlier leaf-spring Cobras.

The World Registry of Cobras and GT40s notes that only 51 units of the 427 Cobra were made by April of 1965, and only 52 by July of the same year. While some were sold to SCCA racers and exported to Europe, most 427 Cobras by this point were parked behind Shelby American’s headquarters, as Carroll Shelby was committed to Ford GT development until November 1965. The Registry also says that only “16 of the 50 ‘production’ 427 Cobra competition roadsters had been sold” by November.

Some noteworthy 1965 Cobras found in the Registry include the first unit (CSX3001) that went to Ford’s design studio as a rolling chassis, received a custom body courtesy of Design VP Gene Bordinat, and ironically was fitted with a small-block Ford V-8 instead of a 427. The second (CSX3002) was a prototype made before the Mark III body was locked down, fitted with Mark II Cobra body and interior parts, and used as a racing test mule before being rented by MGM Studios for the movie Spinout, starring Elvis Presley.

Future 427 Cobras (CSX3003 through 26 and CSX3028 through 53) were Competition Cobras, with the noticeable exception of CSX3027, which was sold as a chassis only and shipped to Radford Coach Builders. The English coachbuilder intended to make a Cobra coupe with input from Pete Brock. But as The Complete Book of Shelby Automobiles: Cobras, Mustangs and Super Snakes mentions, their work was a “bonus” to Ford as a thank you for securing the contract to trim the interiors of the Ford GT40.

Unfortunately CSX3027 was scrapped, and as Pete Brock said: “To give you some idea how bad it was, the middle was eight inches wider than it was supposed to be! As it turned out, there was no one there who knew how to do race car fabrication as we do it here in California or in Italy. They just put the thing together with a 1/4-inch steel plate and giant 1 1/2-inch steel tubing, things that were just totally unsuitable for the purpose. Carroll asked what I thought and I answered that we should just scrap it.” CSX3027 was claimed to be resurrected in the 1970s, but its owners have yet to verify its originality.

No matter, this car was replaced with CSX3054, which was shipped to Harold Radford Coachbuilders with the same mission. Sadly it too was a rolling disaster, as The Complete Book of Shelby Automobiles notes that even with Pete Brock’s guidance, a “combination of bad luck and setbacks” meant it was shipped as an incomplete vehicle to Shelby American, where it remained unfinished due to conflict of interest with the Ford GT program. CSX3054 remained in this state until the sixth owner undertook the project in 1979 and completed it in 1981. While CSX3054 was used in vintage racing, The Complete Book of Shelby Automobiles suggests that “one can only assume it is not the fully polished product it would have been had the likes of Phil Remington sorted it using input from drivers like Ken Miles.”

Two final 1965 Cobra chassis of note were CSX3055 (Willment Coupe, right-hand-drive) and CSX 3063 (Ghia show car). The Willment coupe was purchased by John Willment as a bare chassis, with the intention of grafting a discarded Ghia Supersonic body sourced from an English scrapyard for £500. Willment lost interest in the completed car and sold it in the British publication Motor Sport as a “1967 Fiat Cobra.” While CSX3055 wore Italian coachwork of dubious origin, CSX 3063 was shipped to Carrozzeria Ghia in June 1965 with a 6-inch wheelbase extension and an automatic transmission. Ghia added an elegant roadster body and was reported to have numerous enhancements, including air conditioning. Sadly, CSX3055’s whereabouts are shrouded in controversy to this day.

Thanks to Shelby American missing its FIA certification for the 1965 race season, the 427 Competition Cobra’s lofty $9500 asking price, and the limited appeal of a top-tier race car, most examples sat unsold at Shelby American. Charles Beidler, Shelby American’s Eastern sales representative, got the idea to make a 427 “Semi-Competition”(427 S/C) Cobra that can be sold to the general public. They were also significantly cheaper even with changes like a full windshield, detuned engine, electric cooling fans, Goodyear Blue Dot street tires, and exhaust baffles to make them street legal. As the World Registry of Cobras and GT40s states, Beidler’s notion worked because 28 Cobras were sold in the S/C model configuration. While this notion certainly worked, it showed the 427 Cobra’s future as a production vehicle wasn’t terribly bright.

1966–67 (Street Cobras)

This was the year for 427 Cobra street car production, with CSX line numbers starting at 3101 and ending with 3360. The first street Cobra was a test mule, and its underbody exhaust (opposed to the side pipes of Competition and S/C Cobras) was plagued with excessive heat radiating into the cabin. This problem was addressed with ventilation ducting, while other revisions to the dipstick, throttle linkage, driver’s side exhaust manifold, speedometers, and electric fans were made. The addition of license plate mounts, emblems, glove box, revised gauges, door pockets, side curtains (stored behind the seats) sun visors, bumperettes, and positive crankcase ventilation systems were also added to the street Cobra. Earlier street cars had a 427 “center oiler” V-8 with two Holley carburetors. While the completed 427 Cobra was to be delivered to Ford dealers by September 1965, supply chain issues with both the Halibrand wheels and 427 engines caused both delays and insightful workarounds.

In response, Peter Brock designed a bespoke “Sunburst wheel” produced by Kelsey-Hayes, and Ford’s cheaper ($320 versus $730) 428-cu-in FE Police Interceptor engine was added to the parts bin to ensure a smoother production run. Approximately 100 of these engines were fitted to 427 Cobras, around the time of production for CSX3200 to 3300. The World Registry of Cobras and GT40s notes that Ford engineer Fred Goodell joined Shelby American in December 1966 and made it a priority to phase out the 428 and go back to a 427. The last 54 units received a 427 with a single four-barrel carburetor thanks to Goodell’s input.

Four of these street Cobras came equipped with automatic transmissions, two of which (CSX3303 for Bill Cosby and CSX3015 for Carroll Shelby) were also fitted with twin Paxton superchargers and given the title “Super Snake.” The supercharged Cobra intended for Cosby became part of his stand-up routine as he found it too dangerous for his tastes. The World Registry of Cobras and GT40s also reported that the wife of Cosby’s manager drove CSX3015 for months, but it was subsequently returned to Shelby American and sold to Tony Maxey, who later fell victim to a one car fatal accident when the throttle stuck open. CSX3015 was scrapped and sold for parts but finally arose from the ashes in the 1970s. The other Super Snake lived a far less controversial life with Shelby at the wheel and sold for 5.5 million dollars earlier this year.

Less radical changes happened during the street Cobra’s production run, including the deletion of an air scoop for the engine oil cooler after the 200th unit was produced. That was beneficial as the scoop was damaged by parking curbs and because oil coolers were not available on street Cobras. The first 54 units (CSX3001 through 55) wore the competition-spec wide rear fenders, but CSX3125 through 58 were made with narrow rear fenders, designed to be more attractive with the street version’s two-inch-narrower, 7.5-inch-wide rear wheels. These are now known as the “narrow hip” Cobras, but in period were ultimately killed off because of the significant additional costs associated with producing two different bodies for such a limited production vehicle. The last 200 or so units reverted back to wide rear fenders for this reason. Finally, the supply of rectangular tail lights ran out after the first 100 units, so a switch to round taillights was made to improve light output and safety.

Colors for the 427 Cobra street cars (Competition and S/Cs were delivered unpainted) included Rangoon Red (31 percent of production), Ivy Green (22 percent), Guardsman Blue (17 percent), Silver (10 percent), White (9 percent), Black (18 percent), Charcoal (0.004 percent), and unpainted (4 percent). Options were indeed available, but the list was sparse: radio, front and rear antiroll bars, roll hoop (chassis), hood scoop, and magnesium wheels. While they were included in factory sales invoices, the World Registry of Cobras and GT40s indicates most items were dealer installed.

Production of the 427 Cobra ended unceremoniously with CSX3360 on December 14th, 1966. This example, like many street Cobras of the same model year, was sold to a Ford dealership in the following calendar year (October 26, 1967 for the final unit). The World Registry of Cobras and GT40s concludes that Cobra production ended due to the effect of upcoming regulations on the Cobra’s DNA, suggesting “any attempts to emasculate the car in order to meet federal emission requirements and safety regulations would result in something other than a Cobra.”

But there is more to the story, as the Cobra’s competition was growing increasingly more powerful and desirable: The C2 Corvette was available with a variety of 427 engines, better fitting roof/window options, heating, and air conditioning all for less money. Considering the competition alongside Ford’s controlling interest of Shelby American by 1967, and it’s clear that the aging competition-bred Cobra, despite still being one of the fastest things on four wheels, wasn’t fit for the impending future of automobile or for the government’s increasing oversight of safety and emissions standards.

1991–92 (Completion Cobras)

Except not so much! Things got interesting for the 427 Cobras, as their skyrocketing values meant this chapter isn’t quite over. That’s because Shelby American made less than the 100 Competition and S/C Cobras it had planned for in 1965, and The Complete Book of Shelby Automobiles estimates that roughly 40 serial numbers remained unused. This book also says that “By 1990, 427 Cobras had gone from being $75,000 cars to being worth over $500,000 in less than 24 months. And by 1991, at its peak, Competition Cobras were being touted as million-dollar cars.” This was the background in which Carroll Shelby pounced on his next opportunity.

A rumor was started that Shelby had long-lost Cobras in storage, though The Complete Book of Shelby Automobiles suggests this was impossible considering the threadbare budgets of both Shelby American and AC Cars at the time. No matter, Carroll Shelby partnered with noted Cobra restorer Mike McCluskey to make 427 Cobra S/C “Completion Cars” that used 1965 serial numbers, with an asking price of $500,000. This first Competition Cobra was produced in June 1991, but word got out regarding the provenance and legitimacy of these chassis. And then Paul Dean of the Los Angeles Times wrote an article that blew the lid off Carroll Shelby’s plan.

In the article, Brian Angliss, head of AC Cars, was quoted as saying that “Shelby asked him to remanufacture a batch of Cobra chassis and ship them into the United States labeled as ‘washing machine parts.'” That, paired with the overwhelming number of questions raised by Dean’s Los Angeles Times article, led to the California DMV mandating all Completion Cobras as not street legal. The Complete Book of Shelby Automobiles also notes the “abrupt bursting of the collector car bubble” at this time meant the Completion Cobras were also more expensive to buy than a real one. These two factors ensured that only 9 of the 427 Cobra S/C “Completion Cars” ever made production, with unit numbers CSX3056 through 62, CSX3065, and CSX3071.

Before you buy

Think you found a legitimate 427 Cobra? Your best bet is to contact the Shelby American Automobile Club to verify what you see for sale actually exists in its registry. If so, get ready for a bidding war and open up your wallet nice and wide for this transaction.

The World Registry of Cobras and GT40s was heavily referenced in this article for good reason, as it has extensive documentation on every serial number made. It proves the point that you aren’t likely to find a legitimate 427 Cobra in the same way that you will a 1965 to ’66 Mustang GT350. When a Cobra does pop up for sale, it will likely exchange hands privately or go through an extensive pre-purchase inspection before hitting the auction block. Getting a good deal on a Cobra that needs some reconditioning is unlikely, but least you get some peace of mind when you pony up the big bucks for a legitimate 427 Cobra.

But if there’s one thing the pages of the World Registry of Cobras and GT40s can teach us, it is that people will regularly try to pass off Cobra clones as originals. That said, Shelby authorized Cobra “Continuation Cars” in response to the Cobra kit cars that littered the automotive scene. These Continuation Cobras were initially based on the 427 Cobra (with serial numbers starting at CSX4000, 6000, 7000, 8000, 1000) and are far more likely to be found for sale in traditional classic-car channels.

Valuation

Values for 427 Cobras went up significantly during the first half of the 2010s, but have been relatively quiet since 2015. That said, for the latest values for 427 Cobras, please click here. Aside from the aforementioned CSX3015 Super Snake selling for 5.5 million dollars this year, most examples in #1 condition trade for between 1 to 2 million dollars. Even 427 Cobras in #4 condition (the worst condition rating) are still worth at least $750,000, proving that the demand for such a rare sports car is likely to always outstrip the supply.

Ready to buy the 427 Cobra of your dreams? Hats off to you, and we wish you the best. Not only are these big-block Cobras a nearly priceless piece of automotive history, almost every example produced by Shelby American has an interesting story to go with. For those that can’t afford a real Cobra, the reproduction and Shelby Continuation Cobras are your best choice for all the performance at a far more appealing price point.

The post Your handy 1965–67 Shelby 427 Cobra buyer’s guide appeared first on Hagerty Media.

The third-generation Civic arrived in 1983 as a 1984 model, and it completely changed the game for Honda. This new compact delivered a light, sporty platform that could be folded and pinched into a number of different vehicles. Want a sedan? Got it. Looking for more space? There’s a five-door breadbox wagon or a three-door hatchback that could swallow a good-sized bureau and still get the hatch closed.

But the most notable introduction for 1984 was a certain tiny, Civic-based two-seater hatchback—but what to call it? A hatchback? A GT? A hyper-economy car? Whatever you think it is, Honda named it the CRX. This quirky little thing took center stage on the cover of the 1984 Civic brochure, and it occupied a pretty sizable space inside too.

The Japanese home market used the hyphenated “CR-X” name, while we did away with the punctuation mark in North America. The quarterly Japanese magazine Car Styling ran an incredible preview of the car in 1983, interviewing all of the key staff at Honda responsible for the its design and engineering. “Honda [has] chosen ‘Civic Renaissance’ as the catch phrase symbolizing the concept behind the third-generation model,” the article reads. “The Ballade Sports [as the car was known in Japan] CR-X two-door was launched ahead of the other models on June 23, and is admirably playing its part as image leader in the ‘renaissance’ concept.”

The idea for the CRX was born from something not too far short of desperation at Honda. Car Styling interviewed Honda R&D Director Hidekuni Hagiwara in that 1983 issue, at the dawn of the third-gen Civic’s release. Hagiwara was responsible for smaller-car design and development at Honda R&D, and was concerned about the third generation’s prospects for the future. He “felt an image crisis when the MkII Civic was threatened by newer competitors,” the article notes. “The latest Civic series including the CRX is Honda’s all-out attack on all fronts.”

The CRX’s direction came from Honda R&D Managing Director Hiroshi Kizawa who had a staggering track record prior to 1983. He was responsible for the first-generation Accord, and its sporty offshoot, the Prelude. He also worked on the design of the first-generation Civic, a car so important to Honda that he believed “that if the project failed Honda would have to give up its plan of becoming a full-fledged carmaker.” Kizawa was described as “an enthusiast and at the same time a practical engineer.”

Kizawa’s brief for the CRX distilled those two concepts into two words: “Economy Fast,” a brilliant twist on MG’s “Safety Fast” slogan. It set the tone for the entire project.

1984

The Japanese magazine Car Styling referred to the CRX’s appearance in 1983 as a “dehydrated Camaro look” with “some boy-racer dramatics,” adding, “It may not be a beautiful car, but it certainly is good-looking to most, and at least cute to the indifferent.” Unique to the CRX was the use of HP-Alloy plastics for 40 percent of the exterior panels. These panels were produced in-house at Honda using a high-cycle injection molding process at Honda’s Suzuka Plant. R&D Director Hagiwara’s initial interest in these panels was their potential recyclability. “He saw that if plastic outer panels were to be used extensively and win approval from consumers and the society, he must find ways for their disposal after use.”

Inside, the 1984 CRX and CRX 1.5 had a pyramid-shaped instrument panel, which Car Styling described as being a natural shape that fit between the rim and spokes of the wheel, and essentially mirrored designs from both BMW and Mercedes-Benz. Reclining sport bucket seats were standard on both cars. The only interior advantage of the CRX 1.5 was a tinted strip on the windshield, a standard quartz clock, and dual exterior-mirror remote controls. The three-spoke sport steering wheel was only available on these two cars and the Civic S.

The base CRX was equipped with a 1.3-liter four-cylinder aimed squarely at recent college graduates who wanted a fun, sporty car but didn’t want to spend money on fuel. This engine offered a segment-busting 51 mpg when paired with a five-speed manual transmission, which was the only gearbox available with the base model. (It’s a step up from the four-gear manual standard on the Civic hatch.) To monitor your engine rpm and maximize fuel economy, the CRX was equipped with both a tachometer and a shift light.

The only other rung on the trim ladder was the CRX 1.5, and as the name suggests, you got another 200 cc to play with. The 1.3-liter carbureted four in the base car delivered a sleepy 60 hp and 73 lb-ft of torque. The 1.5-liter provided 76 hp and 84 lb-ft. The 1.5 was also available with a three-speed automatic transmission. Neither car was going to blow your hat off, but at a featherweight 1713 or 1803 pounds, you could drive either car flat-out and have a blast.

The chassis was Chief Engineer Tateomi Miyoshi’s wheelhouse. He designed the original Accord’s suspension and came up with a simple, effective torsion beam/MacPherson strut design up front, along with a stabilizer bar for the Civic. At the rear, a simple beam axle was supported by trailing links for the CRX, and the CRX 1.5 provided what Christopher Hoffman (a longtime 1987 CRX Si owner and legitimate model expert—more on him later) described as “a clever rear stabilizer bar integrated within the rear beam axle.”

A manual steering rack was standard on both cars, and both featured power-assisted disc/drum brakes, while the CRX 1.5 had ventilated rotors. Both cars sported 13-inch steel wheels, though the CRX 1.5s were slightly wider, with 165/70R13s for the CRX and 175/70SR13 Michelin radials for the CRX 1.5.

Color choices totaled three for 1984 including Victoria Red with Red and Black interior, Greek White with Blue interior, and Baltic Blue with Blue interior. U.S. sales for both 1984 CRX models totaled 48,445 units.

1985

For 1985, Honda renamed the two trim levels. The fuel economy-leading base model was renamed CRX HF, and the performance version was the CRX. Both cars now had a 1.5-liter four in separate states of tune.

Little else changed for this model year until April of 1985, when Honda introduced the CRX Si. The name combined the “S” from the sporty Civic S coupe, and the “i” indicated it was the first CRX with fuel injection. Sequential port fuel injection, to be specific, which increased power significantly to 91 hp and 93 lb-ft of torque at 4500 rpm, turning the CRX Si into what Car and Driver referred to as “even more of a blast on winding roads than it was before.”

The Si’s engine internals differed from the 1.5 in the CRX. The famous Honda CVCC pre-combustion chambers were deleted in favor of larger intake valves. (The Si had modern three-way catalysts with feedback fuel and air controls that made the CVCC design redundant.) The Si’s intake was also different, and the final drive ratio was 4 percent shorter for a healthier bite on takeoff. The Si received some significant kit inside, too. The inventive sunroof lifted up and over the cabin, and provided a signature look for the top trim CRX. The Si also sported a standard a rear window wiper and washer.

Outside, the wheels went from steel to aluminum alloy with four rectangular holes as a standard feature. Colors for 1985 were unchanged, and in 1985, Honda sold 57,486 CRXs in all trims but it was the Si that made Americans sit up and take notice of how fun a pint-sized Honda could be.

The Si stickered for $7999, more than a thousand bucks above a CRX with the standard 1.5, but there were very few competitive cars available elsewhere in that space. Those that existed were all way more expensive, offered a less enjoyable driving experience with no room for a young person’s normal commuter life. The Toyota MR2 was $11,194. The base Fiero was the same price, but it had General Motor’s low-tech, “Tech IV” Iron Duke four-cylinder with throttle-body injection. There simply was no peer for the CRX Si.

1986

After the Si’s big debut in 1985, the changes for the 1986 model year were more cosmetic. The recessed sealed-beam headlamps made way for a flush aerodynamic units that helped cheat the wind, and the taillights were now smoked. Lower cladding on the Si was painted body color, and received a new rear spoiler and bumper covers, a set of four-hole, alloy 14-inch wheels with Michelins. Interior upgrades included a new console with storage for seven of your favorite Def Leppard cassette tapes.

Both the heater blower and the optional automatic transmission received fourth gears in 1986. The auto transmission was only available on the DX (base) trim.

Colors were unchanged for the HF and DX trims, but the Si was only offered in Baltic Blue, Victoria Red, and a unique Blackburn Black with a Black interior. For 1986, Honda sold 66,629 CRX models, a high-water mark for the model that the manufacturer would never surpass.

1987

In the final year of first-generation CRX production, Honda held the line with the updates from 1986, essentially carrying over the same car from the prior year. The only significant update was to the color palette. Blackburn Black Metallic would be the only carryover. Honda updated the rest of the colors with Astral Blue Metallic, Sonic Blue Metallic, Rio Red, and Polar White.

For 1987, Honda sold 48,142 CRX models in all trims.

1988

In every conceivable way, the second-generation Honda CRX is a step forward from the first-generation car. Under the skin, numerous improvements further cemented the CRX’s fun-to-drive reputation, scoring it a slot on several publications’ 100 Most Important lists over the last decade.

The suspension was radically new, and gone were the torsion beams up front and beam rear axle. Replacing them was a fully independent double wishbone suspension at all four corners, which not only improved the ride quality but dialed up the handling by a measurable degree. Steering was still a manual rack-and-pinion setup, but the Si got a variable ratio.

All three trim levels (base, HF and Si) had different engines. The base car featured a 16-valve 1493-cc D15B2 engine and dual-point fuel injection (DPFI). Still the fuel-mileage leader, the HF had an eight-valve version of the same 1493-cc D15B6, with multi-point fuel injection (MPFI). The Si received a new 16-valve 1590-cc D16A6 mill and MPFI. The Civic was heavier by a couple hundred pounds, but made up for it with the Si’s 105 hp and 98 lb-ft of torque. Car and Driver loved the 1985 CRX Si’s 9.1-second dash to 60, but in 1988, that time dropped by more than half a second.

At first glance, the body appears to be a fairly simple evolution of the original concept, but the CRX is still among some of the slipperiest designs ever to reach production. The two-seater achieved a 0.29 drag coefficient (Cd), putting it in the same league as cars like the 1966 Lotus Europa, the Lexus CT200h, the Nissan Leaf, and the C6 Corvette.

Inside, all CRXs received the same upgrades that the Civic received in its fourth generation. The interior was more refined and less angular, with improved seating. The two lower trims had adjustable headrests, while the Si had high-back bucket seats. Only the HF had a fixed steering column, and both the CRX and the CRX Si received a cargo cover over a 23.2-cu-ft cargo area.

Interestingly, no CRX came from the factory with a radio, speakers, or antenna, but they all came wired for the radio and four speakers. The rear speakers, however, needed an accessory set of interior pieces that capped the rear strut towers with an integrated speaker grille. The Honda catalog offered four different audio head units, along with an equalizer, and they were all dealer-installed.

For 1988, the HF was available in just two colors: Superior Blue Metallic and Polar White. The CRX could be ordered in Superior Blue Metallic, Blade Silver Metallic, Polar White, and Rio Red. The top trim Si had two unique colors: Barbados Yellow and Flint Black Metallic, along with the CRX’s Blade Silver and Rio Red.

All of the revisions added up to a Motor Trend Import Car of the Year award in 1988, while sales climbed with the revision to a full 51,784 units in the USA.

1989

After a major model change in 1988, the revisions for 1989 were fairly limited. Federal mandates for passive safety restraints meant that the top anchor for the shoulder belts were now mounted to the door. For the Si, a new cam profile allowed horsepower to increase marginally from 105 hp to 108 hp.

Colors remained the same this year, and sales dwindled to 39,048 units in the U.S., the worst showing for the CRX at that time.

1990

A number of incremental changes occurred in 1990, primarily affecting the interior. Since the beginning, the CRX instrument binnacle was shaped like a frustum, or a flat-topped pyramid. For 1990, all things automotive began a relentless march toward the “melted bean” school of automotive design, and the CRX instrument cluster couldn’t escape that trend. The edges were rounded into a more blob-like shape, and the hazard-light switch moved to the position that was formerly devoted to the rear window defogger.

Outside, there were tweaks to the bumper covers, headlamps, and tail lamps. The Si received all-new 14-inch alloy wheels, and behind them sat the only mechanical change: a full set of disc brakes.

In the paint booth, Blade Silver bowed out entirely, with a deeper Torino Red taking its place. Similarly, Superior Blue exited and Celestial Blue arrived, though only available on the base car. All other colors were the same as 1989. Honda sold 40,650 CRX models in the U.S. in 1990.

1991

The final year of availability of the Honda CRX was an essential carryover from 1990, though there were a number of changes to the paint schemes.

If you can tell the difference, Polar White was dropped in 1991 in favor of Frost White. The grin-inducing Barbados Yellow disappeared, and in its place was the similarly tropical Tahitian Green, available only on the Si.

For the final year of sales in the U.S., Honda sold 26,975 CRX models, the lowest number in the car’s history.

Before you buy

For the nitty-gritty of CRX ownership, we reached out to Christopher Hoffman, the aforementioned Si owner and model expert. Petrolicious filmed his CRX Si and gave him the title “Original Fanboy” because of his loyalty to the brand. The ’87 CRX Si that was his first new car (and the first CRX Hagerty ever insured) is now one of four ’80s Hondas in his garage. So when Christopher talks, we listen. 

Christopher says all of the CRX’s engines are durable, but suffer a few weak spots. “Timing belt/tensioner/water pump changes are due every 60,000 miles, but if you find a car with no service history, just do this right away as preventive maintenance,” he advises. For most engine parts you’re limited to the aftermarket, since there is scarce parts support from Honda. Hoffman says cylinder-head bolts, which were designed as single-use items, are hard to find.

“The biggest challenge with the carbureted models is the complicated vacuum-line setup and finding a mechanic with the patience and knowledge to deal with it all—but once sorted, drivability is good by period standards,” he says. Lots of these cars had Weber replacement carburetors, and they’re available still, but they should be properly set up with an automatic choke. Many of these cars were “de-vacced” to eliminate lots of unsightly vacuum lines, but Hoffman says that afterwards often leads to complaints about drivability issues, along with the questionable impact on air quality.

The PGM-FI fuel injection is one of few systems on the market with no Bosch elements. Hoffman says it’s fairly reliable, though the injectors are getting harder to find. Cooling fan switches can fail but are easy to diagnose and readily available. If you find a car with the fan switch bypassed to run constantly, Hoffman suggests looking closely at compression and coolant clarity for evidence of a prior overheat, as well as any other shady mechanical work.

“For some reason, people tend to overlook the cheapest and easiest component that can cause a car to run hot: the radiator cap,” he explains. “Instead, they’ll do things to bypass the fan circuit or remove the thermostat.” If originality is a concern, Hoffman explains why good examples are hard to find, because “too many people seem to feel that no ’80s Honda should keep its original engine, and amateur swaps are common.”

Underneath, replacement struts and shocks are getting harder to find in what Hoffman refers to as the “stock-plus” realm of upgrading. “Many cars have been swapped to coil-overs, and the reversibility of such a mod is questionable,” he says. He adds that upper strut bearings/bushings are very hard to come by, and torsion bars are seemingly not well-understood even though they’re wonderfully simple and easily adjustable.

Brake hardware is mostly available, though the discs are becoming difficult to source. Hoffman indicates that a lot of drum-equipped early CRXs have been converted to Acura Integra rear discs and hubs. The stock setup integrates the hub and rear bearing, and parts can be challenging to locate. Tires are also a challenge—“all the stock tires sizes, even the 185/60R14s of the 1986 and 1987 Si.”

Rust issues are largely dependent on the car’s geographic location and lie in typical areas (wheel arches, sunroof drains) on the car. Issues with those innovative plastic front fenders, mask between the headlights and hood, and side cladding are atypical, though: “I don’t think Honda engineers ever imagined there would be 30-year-old CRXs running around,” says Hoffman. “The panels become brittle and can crack just from the stress of driving or a mechanic leaning on a fender.” He notes that fenders and the header panel are reproduced in carbon fiber by Heeltoe Automotive under the Medieval Pro brand name.

Like all cars with sunroofs, CRXs can leak thanks to a clogged drain tube. The hatchback gaskets also compress, or the hatch can be misaligned causing water entry (and eventual rust). Hoffman says the weakest interior link is probably the 1984 and 1985 door panels, which can wrinkle the way a Mercedes W123 door does. The later models used molded panels that endure quite well. He adds that the dashes tend to hold up quite well.

That said, look for the electrical ravages of poorly installed sound systems over the years. Hoffman says there aren’t really any inherently bad years or models to avoid, but he suggests a 1984 1300 model isn’t going to perform or bring money like an Si, and an automatic DX had better be an ultra-low-mile museum piece. In general, Hoffman suggests finding a car with the fewest mods possible. “Honda engineers probably did know more than you. And they documented it,” he says. He also encourages potential owners to buy a factory service manual. “There’s also an Electrical Troubleshooting manual supplement that’s worth seeking out,” he advises. “Some of the online groups have digitized some of the manuals so they can be downloaded.”

With this in mind, a comprehensive pre-purchase inspection and test drive will ensure you know exactly what the CRX before you shall need, either in the short or long term.

Valuation

CRX values experienced an upward trend over the last few years, but haven’t seen wild spikes, making them a solid value in terms of Japanese collector cars. An apparently clean 1987 Si sold on Bring a Trailer for $22,000 in October of 2021 with just 58,000 miles. In general, a second-generation Si only sells for $2000 more in similar condition, so for the moment, buy the generation you’re most interested in, without much concern for value. In the future, please check here for more timely assessments of Honda CRX values.

According to the Hagerty Valuation Team, the value of a #2-condition, first-generation CRX is around the $17,000 mark. Second generation cars in the same condition hit $18,000 in the earliest years, and climb up to $19,500 for the final year of production. The Valuation Team notes that the Si was only added to the Hagerty Price Guide in 2019, and the price gap between cars described as #1 or #2 and those described as #3 and #4 is wider than most vehicles. The team notes that the high-water mark for Si prices occurred in 2019, but those two sales haven’t been exceeded since. Median #2 values have increased 43 percent over the past three years.

While the number of Hagerty insurance quotes requested from CRX owners has shot up 196 percent in the past three years, the quoted value overall has dropped by about two percent. Millennials quote 42 percent of CRXs (hardly shocking) while making up 19 percent of the market overall. Right behind them, Gen X quotes 35 percent of CRXs, while making up 32 percent of the market overall. Gen Z, which only makes up six percent of the collector car market, quotes 12 percent of CRXs. Boomers quote 11 percent of the CRXs and dominate with 37 percent of the classic car market. Preboomers? Not sure if they know the CRX exists, since they quote just one percent of CRXs despite comprising six percent of the total market.

Given the relative rarity of clean, unmodified CRX Sis, and their current price level, these cars represent a solid value in 2021 and 2022. Fewer cars exist every year, and more collectors are starting to pay attention to the cleanest examples. We even listed the second-gen Si on our 2020 Bull Market list. If you can get in now, the price of these cars is not going to go down much (if at all!) over the coming years. Get in while you can, and enjoy the ride.

The post Your handy 1984–91 Honda CRX buyer’s guide appeared first on Hagerty Media.

“Versatile! Drag it! Race it! Swing with it!” read a print advertisement for the 1964 Sunbeam Tiger. That single ad laid out everything attractive about the Tiger, showcasing Stan Peterson’s Autocourse Tiger with slicks and Minilite wheels, Doane Spencer’s #55 road racing Tiger, and a scantily clad model atop the decklid of a Sunbeam Tiger in street trim, with full wheel covers.

The car on which the Tiger is based wasn’t “new” by any stretch of the imagination. The Rootes Group was building the unibody Sunbeam Alpine since Loewy Studios—and specifically Barney Roos—designed the Series I in 1959 on a Hillman Husky chassis. It sported a wishbone front suspension, a solid rear axle, and Girling front disc and rear drum brakes. The Tiger was a beautifully styled car that almost had the appearance of a two-thirds scale 1957 Ford Thunderbird, with its open grille, wide-set, hooded headlamps, and subtle tail fins.

But by the time of Series III production in 1963, the best its 1592-cc inline four-cylinder could muster was 92 hp, good for a tick under 100 mph, but by 1962 you could buy an MGB with similar performance for a lot cheaper. It became evident to executives at Rootes—most specifically, Brian Rootes, son of founder Sir William Rootes—that the Alpine needed more power. The Rootes Group, it must be said, wasn’t exactly an engineering powerhouse despite developing a commercial diesel engine on its own utilizing an innovative all-aluminum overhead cam engine in the Hillman Imp. That said, Rootes wasn’t in the position of developing a high-performance engine for use in a low-production sports car.

According to William Carroll in his book, Tiger, An Exceptional Motorcar, the Rootes Group looked for engine suppliers around the world. The company considered Ferrari to re-engineer its four-cylinder, banking on the good public relations that “powered by Ferrari” would bring, but the negotiations ultimately failed.

In October 1962, along with his teammate Stirling Moss, Formula 1 champ Jack Brabham piloted an Alpine to second place in the production class of the Los Angeles Times Grand Prix at Riverside. According to Carroll’s book, Brabham bent the ear of Rootes’ Competition Manager Norman Garrad, suggesting that a Ford V-8 would be just the ticket to propel the Alpine to international success.

By 1962, Carroll Shelby already convinced AC Cars to build several AC Aces that could accept a V-8, and shoehorned Ford’s 260-cu-in V-8 in place, thereby cementing that car’s legacy in automotive history. In Sunbeam Alpine and Tiger: The Complete Story, Graham Robson noted that Garrad’s son Ian was the West Coast Sales manager for Rootes and President of International Automobiles Incorporated, the official importer of all Rootes vehicles. Ian Garrad lived close to Shelby American. He met with Shelby, who proposed that with $10,000, the Shelby American could fit a 260-cu-in V-8 in place in about eight weeks. “Well all right, at that price when can we start?” Brian Rootes asked. “But for God’s sake keep it quiet from Dad [Lord Rootes] until you hear from me. I’ll work the $10,000 (£3571) out some way, possibly from the advertising account.”

At the same time, another key player in the Shelby American orbit was involved. Ian Garrad simultaneously contracted with Ken Miles to build a prototype/feasibility study as quickly as possible. According to Robson, Miles got the princely sum of $800, a Series II Alpine, a 260 V-8 and a two-speed automatic transmission, with the instruction to put it all together as quickly as possible. In about a week, his cobbled-together car proved the concept that a V-8 powered Alpine was possible.

At the beginning of April 1963, Shelby began work on what would eventually be a production Alpine. By the end of the month, he had a 260-powered Alpine ready for testing. John Panks, director of Rootes Motors Inc. of North America wrote effusively to Brian Rootes about the prototype, suggesting that it was every bit as exciting as anything Jaguar had put together. “It is quite apparent that we have a most successful experiment that can now be developed into a production car,” he wrote to the bosses whose names were on the building at Rootes.

Shelby’s prototype was initially called Thunderbolt, and unlike Ken Miles’ hustled together car, it sported a four-speed manual transmission, also grafted from a Ford. At just 3.5 inches longer than the Alpine’s four-cylinder, length wasn’t an issue, especially with the Ford’s front-mounted distributor. The issue was width, and the Ford V-8 took all space that was available.

Despite all the work Miles and Shelby put in under the direction of Brian Rootes, Norman and Ian Garrad, and the encouragement about the car’s potential from John Panks, the last word on development was still in Lord Rootes’ wheelhouse. The word at the time: He was not happy about it. Nevertheless, he reluctantly agreed to have a Shelby prototype shipped to England, which he drove himself.

Whatever reservations he had about the project appear to have dissolved on that evaluation drive, because Lord Rootes quickly placed an order for 3000 260-cu-in V-8s, according to John Gunnell’s Standard Catalog of British Cars. William Carroll claims that it was the largest order of engines Ford had ever received outside of a government contract. Lord Rootes not only wanted the car in production, he wanted it ready for the 1964 New York Auto Show in eight months time.

Since American consumers were the target audience for the Tiger, Shelby assumed he’d get the contract for building the cars, just the way he had with AC. Instead, he got an undisclosed percentage of every car built without performing any further work, which must’ve been the greatest outcome Carroll Shelby could have wanted. Rootes had no capacity to build a low-production car, so it farmed out the work to Jensen, which turned out 14 Tiger prototypes using the Alpine Series IV shell by the end of 1963.

Mk I (1964 to August 1965)

The Sunbeam Tiger went into production in June of 1964 with a few differences from the Alpine Series IV upon which it was based. The VIN starts at B947XXXX, and the bodies came from Pressed Steel in Oxfordshire with the engines and transmissions sourced from Ford. According to R.M. Clarke in Sunbeam Tiger Limited Edition Extra, 1964–1967, the first order of business was to bash the firewall of the newly primed and painted bodies with a sledgehammer to allow the engine to slide into place. The Tiger even had an access hole cut in the driver’s side footwell to allow the #8 spark plug to be changed.

There were other (less violent) modifications as well: The steering went from recirculating ball to a modern rack-and-pinion setup. While Alpine’s battery location was inside the cabin behind an access panel, the Tiger’s battery moved to the trunk. This allowed for an SU electric fuel pump in that location, which subsequently provided room for the dual exhaust. Inside, all Tigers had with a wood dash and wood steering wheel, which justified the Tiger’s elevated price tag. In the trunk, the spare tire on an Alpine stood up, but on the Tiger, it laid flat on the floor. Outside, the only visual cues were the “Tiger” script on the front fenders, the V-8 callout just below it, and dual exhaust outlets. The Mk 1 featured a grille opening with a horizontal bar and a Sunbeam emblem in the middle.

All Mk I Tigers have a 164 hp, 260-cu-in Ford V-8, with modifications to jam it into place under the hood, including a remote oil filter. All of these cars were built with a two-barrel carburetor, but that’s really only part of the story. Most owners placed orders from the “LAT catalog”—for Los Angeles Tigers, a subsidiary of Ian Garrand’s International Automobiles Incorporated—with everything from hotter cams, Edelbrock intake, and a Holley four-barrel carburetor. Those parts would be installed at the port, either in Long Beach, California or Long Island, New York.

The earliest Tigers used a Ford T-10 sideloader four-speed transmission. That quickly gave way to a close ratio T-170 toploader, and all Tigers used a solid rear axle with a Dana 44 differential from the factory.

Online resource Tigers United suggests that Sunbeam built 3763 Mk1 Tigers between April of 1964 and August of 1965. Robson’s book suggests that all but 56 of the cars came to the United States, with an MSRP of $2898.

Mk IA (August 1965 to February 1966)

Mk IA cars have VINs beginning with B382XXXXXX. There’s really no “official” Mk IA Tiger, as the designation unofficially described cars built using the Sunbeam Alpine Series V as a foundation. MK IA Tigers had a vinyl top boot rather than a metal cover, according to Sunbeam Specialties Inc., which also provides an outstanding guide to decoding Tiger chassis numbers. 

The most noticeable difference is in the doors: Mk I cars had rounded corners on the door bottoms, where Mk IA’s that arrived in 1966 had a much sharper lower trailing edge corner. That same sharpening of corners is also evident in the hood and the trunk lid. According to Tigers Unlimited, Sunbeam built 2706 Mk IA Tigers between August of 1965 and early February of 1966.

Mk II (December 1966 to June 1967)

The major difference between the Mk IA and Mk II cars was the engine, which upgraded the 260-cu-in V-8 to Ford’s 289-cu-in V-8. The 3000 260s that Rootes purchased allowed the company to continue producing a 260-powered Tiger through early 1966. The Mk II wouldn’t reach production until December of 1966, and only lasted seven months into June of 1967. All units were destined for the United States. The bigger V-8 helped the Mk II’s performance, dropping its 0-to-60 time to 7.5 seconds, and increased top speed to 122 mph.

What eventually killed the Tiger wasn’t sales or performance, it was corporate ownership. By mid-1964, after a devastating strike and the expense of launching the Hillman Imp, Rootes Group was in deep financial trouble. Chrysler came calling, hoping to build a presence in Europe, eventually purchasing a £12 million stake in Rootes Group.

That stake didn’t equal controlling interest in the company, but it put a lot of pressure on the management team, especially when Sunbeam’s halo car featured power from its biggest competitor. Subtle changes in the Mk II’s advertisement and the car itself became evident. Print ads no longer touted “Powered by Ford”, instead the language shifted to “an American V-8 powertrain.” The callouts on the fenders no longer said “260: Powered by Ford,” and never indicated that the engine was Ford’s familiar 289. They instead indicated the more generic “V8”. Below that badge, behind the wheel opening, later Mk IIs had the Chrysler Pentastar emblem.

Other minor changes included the grille and the “Sunbeam” and “Tiger” emblems. In the earlier cars, “SUNBEAM” was spelled out in block capital letters across the hood and decklid. On the Mk II cars, “Sunbeam” became a smaller script, affixed to the left side of the hood, with a “Tiger” script mounted to the right side of the rear decklid, topped with the SUNBEAM brand in a parallelogram emblem just above it.

Tiger Mk IIs have VINs beginning with B382100XXX. In all, Sunbeam Specialties notes that just 536 Mk IIs were produced.

Before You Buy

It’s important to know whether you’re buying a legitimate Tiger, or an Alpine with a V-8 jammed in the engine bay. The Sunbeam Tiger Owner’s Association will authenticate a Tiger unibody. The certificate won’t mention much more than the fact that the unibody itself was originally a Tiger, but it’s some means of understanding the car’s authenticity.

There’s a lot to be gleaned from the chassis number, even if the car hasn’t been authenticated. The chassis number has two groups of suffixes. The first group includes “GT,” indicating a hard top and tonneau with no soft top and an upgraded interior, and “OD” for an overdrive transmission. The second suffix group is comprised of five letters that indicate the car’s intended destination (“H” for “home market,” “R” for “right hand drive export” or “L” for “left hand drive export,”) a second “R” signifies the roadster body style with a soft top, and any special order information (“O” for standard, “X” for non-standard, “P” for “Police specification”). Finally, all Tigers will have chassis numbers that end in the letters “FE” for “Ford Engine.”

It’s difficult to find a Tiger that hasn’t been modified from factory specification in at least some degree. Almost all units had their two-barrel carb and intake removed in favor of the Edelbrock/Holley induction kit offered by the LAT catalog, for example. Traction bars—both offered by the LAT catalog and the aftermarket—are nearly universal, in order to prevent the axle hop that was endemic to a 260-cu.in. V-8 powering a leaf-sprung rear axle.

The LAT catalog offered traction bars from Traction Masters, which are still sold today. Traction Masters suggests that the Sunbeam Tiger was “factory equipped” with these bars, but that depends on one’s definition of the word “factory.” It’s true that most Sunbeam Tigers are equipped with those bars when they hit the ports in L.A. and New York, but not all of them. A beautiful 1967 came up on BaT in February of 2021 wasn’t equipped with traction bars, for example.

This is a British unibody vehicle, so all the concerns about rust apply: Rockers, floors, and trunk floors are the structure of the car, and they will rust to pieces. Look for rust in the common areas like lower fenders, lower doors and floor supports. Outfits like Classic Sunbeam offer replacements and repair panels, but get the car on a lift to see what’s precisely going on underneath: You can quickly get into reconstruction that would overshoot the cost of a better car.

On the plus side, the 260 and 289-cu.in. V-8s are backyard-mechanic simple, with parts available everywhere. There are some differences between a Tiger V-8 and a Mustang. Tigers had remote oil filters and electric fuel pumps, but all the internals are identical to Ford vehicles. Transmissions are similarly common. The early toploaders and later sideloaders are plentiful and easily rebuilt anywhere in the United States. The Saisbury-sourced Dana 44 differential is also about as stout as you’re likely to find in a British sports car.

Loads of Tigers have improved suspensions, including Koni adjustable shocks, better springs, thicker roll bars and panhard rods in the rear. Wheels are also so universally swapped that it’s a bit of a shock to see a car with its original steel wheels and full wheel covers. Having stock wheels versus Minilites doesn’t seem to harm the value a bit.

All Tigers were negative ground, while the Series IV Alpines were often still positive ground. The Tigers featured alternators and were generally better off electrically. That said, no 55-year-old wiring system is going to last forever. Wiring harnesses are available for cars with alternators. If your Sunbeam has a generator, you’ll need to do an alternator conversion at the same time. 

Sunbeam Tiger Values

Sunbeam Tigers aren’t cheap by any means, but if you’re into the Ford/British Car/Carroll Shelby/Ken Miles connection, they’re a lot cheaper than a Cobra. According to the Hagerty Valuation Team, Tiger values shot up considerably around 2013, more or less coinciding with the passing of Carroll Shelby. Values then leveled off in 2016, and trended downward afterward. Median #2 values went up 161 percent between May of 2012 and May of 2016, but since then, the values have dropped 26 percent.

The most expensive Tiger sale on BaT occurred in October of 2020, which had significant racing history, and had participated in vintage racing events at the Goodwood Revival and Sonoma Historic Motorsports Festival. It sold for $160,000. Road-going Tigers generally sell for a lot less. Project cars sell in the $7000 to $15,000 range. Solid #3 cars are anywhere from $40,000 to $50,000. The sweet spot for cars between #2- and #3-condition seems to be between $60,000 and $70,000 over the last few years. The Hagerty Valuation Team pegs the value of a #2 car at $74,000 for a Mk I, $83,200 for a Mk IA, and a big jump to $137,000 for the rare Mk II. Add about $5000 for a hardtop in any generation.

The median quoted value is $61,800, which is only up one percent over the past five years. The number of quotes is down five percent over the past 5 years. Baby boomers who fantasized over the opening credits of TV’s Get Smart quote 69 percent of Tigers, while making up 37 percent of the market overall. Gen-Xers quote 16 percent of Tigers and make up 32 percent of the market overall. Pre-boomers quote 12 percent of Tigers and make up 6 percent of the market overall. Millennials quote 3 percent of Tigers, making up 19 percent of the market overall.

Tigers purchased prior to 2012 were a smoking deal. That period ended once the values spiked, but it appears there’s a huge generation gap in interest, which should keep the prices flat for a while, if not put some downward pressure as more shake loose from older collectors. Regardless, the Tiger is a significant part of Anglo-American performance history, one that doesn’t command the insane prices of other cars that experienced exactly the same mid-1960s trajectory. If you want one, you deserve it to yourself to get one.

The post Your handy 1964–67 Sunbeam Tiger buyer’s guide appeared first on Hagerty Media.

You probably remember the first time you saw an Alfa Romeo Giulietta Spider. Though Alfa Romeo only made about 14,300 examples of this quintessentially Italian sports roadster, they seem to be everywhere—on the screen, if not the streets. Edward Fox’s titular character in 1973’s Day of the Jackal drove one, but the Internet Movie Car Database lists some 235 examples of a Giulietta Spider cast at the heart of the action.

In a way, Alfa followed an American recipe with the Giulietta. The droptop was just one of a range of body styles built around a single platform, similar to the way that Ford offered the Falcon in a wide variety of configurations—from coupe to convertible to station wagon. At a European Alfa Romeo retailer, a Giulietta buyer had their choice between saloon, 2+2 coupe, Spider, Sprint, Sprint Speciale, and—if they were one of the 91 people who ordered one from Carrozzeria Colli—estate.

Bertone and Pinin Farina were both in the running for the contract to develop the cars, and each provided a number of prototypes. Max Hoffman favored the Pinin Farina, which would eventually be on display at the 1955 Paris Motor Show, but Alfa’s New York importer actually purchased the Bertone prototype for himself. The Pinin Farina–designed car was much more formal, with lines hewing closer to those of the sedans and coupes. It would be Pinin Farina’s first contribution to the successful Giulietta lineup.

The Giulietta Spider’s roots run deep in America. The Giulietta Berlina and the Bertone-penned Sprint arrived first in 1954 and sold sensationally well in Europe. But European sedans weren’t a hot seller in the United States and wouldn’t be until the late 1970s. In one well-worn story, New York-based European and British car importer Max Hoffman was in Milan to purchase a number of Bertone-constructed Alfa Romeo Giulietta Sprint convertibles when he told Alfa Romeo executives that he’d place an immediate order for 600 Giulietta, along the option for another 2000 cars, with the stipulation that Alfa Romeo had to offer a two-seat roadster.

1956–58

Production commenced for the 1956 model year in the United States. These early cars were built on the short-wheelbase Tipo 750 chassis. Like the rest of the Giulietta line, the Spider featured unibody construction, providing a stiff, solid platform for handling performance. For a car that would prove to be the essential Italian sports car, the Giulietta Spider is remarkably conservative. It’s not that far away from the Lancia B24 Aurelia Spider that Pinin Farina developed in 1954.

Under the hood was the magic 1.3-liter inline four-cylinder with dual overhead cams spun by a double-row chain, an engine that would set the course for Alfa Romeo until the early 1990s. All Giulietta Spiders—Veloce models notwithstanding—featured a single Solex carburetor and 79 hp. The sole gearbox was a four-speed manual, with a two-piece driveshaft.

Up front, the Giulietta Spider featured double-wishbone independent suspension with variable-rate coil springs and tube shocks. At the rear, the Spider used a solid axle, mounted with an upper triangular thrust rod and lower radius rods, variable-rate coil springs, and tube shocks. The hydraulic brakes were “the result of long experience in motor races,” per the brochure, with drums all the way around and herringbone cooling fins on the front. Alfa literature noted that the brakes “give to the Giulietta spider a safety and a prompt reaction, such as to represent one of the main features of the car.”

Inside, the Giulietta Spider was beautifully styled, with leather upholstery and wool carpets. The doors featured upholstered door panels, chrome door pulls, door handles, and window cranks. Much was made of the roll-up windows in the brochure, which promised a tight seal with the windshield frame to protect customers from the elements. The dash was delightfully simple, with a thin pad on top; switches for headlamp signaling, choke, throttle and fan; a radio blanking plate with a Pinin Farina emblem; and a mirror mounted to the dash top.

Three large-faced round Veglia gauges provided the instrumentation. Front and center was a tachometer, with a small oil pressure gauge underneath. On the right, the speedometer, odometer, and trip meter shared space with two warning lights. The left gauge included oil temp, water temp, and fuel gauges along with a warning light for fuel level, the turn signals, and the headlamps.

In the sun, it’s all open-top motoring, but in the cooler, wetter weather, the folding soft top pivoted into place and snapped tight with two levers. The brochure also showed a removable hardtop, but these appear to be exceedingly rare. Through 1958, the Giulietta Spider essentially remained unchanged.

It’s always a challenge to separate calendar year from model year production. In the case of the Giulietta, we have one source—Luigi Fusi, the curator of the Alfa Romeo Registry. His book notes that Giulietta Spider production topped out at 1 car for 1955, and 21 for the 1956 model year. In 1957, Alfa Romeo produced 2192 Giulietta Spiders. For 1958, it produced 2446.

1959–65

The 1959 calendar year is pivotal for understanding the Giulietta Spider. The biggest change was the shift from the Tipo 750 chassis to the Tipo 101. Cars produced in the 1959 calendar year with serial numbers between 1495.05620 and 1495.07213 are all short-wheelbase Tipo 750 cars, the same chassis style produced between 1956 and 1958.

Cars with serial numbers between 1495.08001 and 1495.08537 ride on the updated Tipo 101 chassis. The new car debuted at the Frankfurt Motor Show in 1959. Trying to identify the differences? Good luck. Exterior photos of early cars from 1957 and late cars from 1959 look absolutely identical. 750-Series examples have an open glovebox, while the 101-Series cars cover the same compartment with a lid. The wheelbase stretched from 86.6 to 88.6 inches, and the doors on the later cars were reshaped on the trailing edge to provide about two inches more opening room.

Engines also changed slightly between the 750- and the 101-Series. Serial numbers tell you what you’re looking at, but the big tipoff between a 750 and a 101 engine is the location of the fuel pump. The 750-Series fuel pump was located on the engine block. The 101-Series cars had a boss cast on the timing cover to which the fuel pump mounted. Naturally, this arrangement isn’t set in stone. Some of the interim cars had the 750-Series fuel pump mounting locations. The gearbox was also redesigned for the 101-Series cars.

The other big news for 1959 was the introduction of the Giulietta Spider Veloce. All Veloces featured dual Weber carburetors, hotter cams, a cold-air intake, and higher-compression pistons. Alfa’s engineers dialed the horsepower up to 91, while output for the “normale”—the unofficial name for non-Veloce Spiders—remained at 79. From 1960 to 1962, nothing much changed for the Alfa Romeo Giulietta Spider and Veloce.

In 1959, Alfa Romeo built 1593 750-Series Giulietta Spiders before transitioning to the 101-Series. According to the numbers in Luigi Fusi’s book, this appears to be a short period during which you can identify Veloces by serial number. Alfa Romeo built 536 “normale,” or single Solex–equipped Spiders, and an additional 111 Spider Veloces, which had consecutive numbers.

For 1960, chassis numbers get confusing. Early cars still retained the “1495” prefix on the serial number. Of those cars, Alfa Romeo had its best showing yet, with 3362 units produced. Later cars feature a chassis number with the “101.20” prefix, which makes much more sense. Of those, Alfa Romeo built an additional 1732.

In 1961 Alfa Romeo built 3169 Spiders and Spider Veloces, combined. In the following year, it produced 1182 Giulietta Spiders and Spider Veloces all told. But things got weird in 1962.

That year, Alfa Romeo introduced a new 1600-cc engine. In the meantime, the all-new Alfa Romeo Giulia Berlina and coupe appeared. However, there wouldn’t be an all-new Giulia Spider—only the Giulietta with a brand-new name and a 1600-cc engine. For all intents and purposes, it’s exactly the same car as the one built in early 1962 under the old name. You can identify these cars by their “101.23” chassis numbers. Late in 1962, Alfa Romeo built an additional 3293 units of the 101.23 Giulia Spider.

In 1963, the name changed slightly again to “Giulia 1600 Spider,” and the numbers in Luigi Fusi’s book include both left-hand-drive (designated 101.23) and right-hand-drive (guida a destra, or simply g.d.) cars (101.19). Alfa Romeo built 1095 101.23 left-hand-drive Giulia 1600 Spiders. Unfortunately, there appears to be a typographical error in Fusi’s accounting, with one digit apparently dropped from the last serial number in the left-hand drive column, so there’s no reliable tally of left-hand-drive cars built that year.

In 1964, there are three distinct numbers once again for Giulia 1600 Spider production: “normale” cars with left-hand drive, their right-hand drive counterparts, and Spider Veloces. That year, Alfa produced 1877 “normale” 1600 Spiders in left-hand-drive, 1 in right-hand-drive (now under the same 101.23 chassis number as the right-hand-drive model), and 289 1600 Spider Veloces, with 101.18 chassis numbers.

For the final year of production in 1965, just 286 “normale” Giulia 1600 Spiders were produced, all of which appear to be left-hand-drive, along with 800 Spider Veloces.

Before you buy

In any 1950s and 1960s Italian car with monocoque construction, rust is a fact of life and your mortal enemy. At this point, 55 years after the last one rolled out of the shop, there’s probably no such thing as a “rust free” 750/101 Spider. They either are rusty, or they’ve been rusty and someone’s repaired them. The quality of that repair is the difference between a car that’s worth the money and one that’s best left alone.

If you’ve read this far, you probably know where to look: Floor pans, trunk floors, fender bottoms, those insidious rocker panels and their jack points, the battery trays, and front valences. There are good-quality replacement parts available, specifically from Wolf Steel Restorations, which produces floors, rockers, entire fenders, fender patch panels, noses, and battery trays, among other components.

Inside, these cars are pretty solid. They were fitted with good quality materials and components, so it’s entirely possible that you’ll find a car with a more-or-less original interior. Seat upholstery, carpet, door handles, instrument bezels, and even ashtrays are available at Classic Alfa. Shops like Palo Alto Speedometer can also restore the Veglia gauges.

Engines are straightforward and robust, in either 1300 or 1600 form. One thing to note is that cars around the 1959 time frame can be parts-bin affairs, especially in the engine compartment. Parts for the 101-Series engines are readily available and relatively inexpensive. Parts for the early 750-Series can be far more costly to replace.

The transmissions have weak second-gear synchros as a rule, forcing the driver to count one Mississippi, two Mississippi between gearshifts. There are modern synchro upgrades, and a transmission rebuild shouldn’t be much more expensive than it would be for a vintage Volkswagen. Many of these cars have had five-speed gearbox swaps. It’s not the end of the world, unless you’re really concerned about originality.

The suspension and brakes are about as simple as you’ll ever find. Buy decent tires, get a good alignment, and make sure nothing’s out of spec, and this car will offer everything you’d ever want out of a sports car. The brakes are four-wheel finned aluminum drums and do a great job of hauling the car to a stop.

Electrical issues? Sure, if the wiring is 55 to 65 years old. Lionel Velez at Auto Italia Sportiva offers new harnesses and fuse blocks and comes highly recommended.

Valuation

Our Valuation team at Hagerty notes that Giulietta Spiders, especially #1 (Concours) and #2 (Excellent) condition cars, have increased consistently in value since 2010. These days, a museum-quality #1 Giulietta/Giulia Spider, regardless of year, tops out at $110,000. A Veloce will add $40,000 to $50,000 to that figure, but please check here for the latest values.

The good news is that plenty of cars in the $50,000 to $60,000 range hover in the “driver” class. In June of 2021, Bring a Trailer sold a very nicely restored 1956 “normale” for $66,000. The same month saw a clean-looking 1958 with a fairly crusty underside—along with a spare, rebuilt Veloce engine—go for $55,000.

Over the last five years, Hagerty has quoted 32 percent fewer Giuliettas across all body styles. Quoted values, however, rose by about 7 percent. Boomers represent the lion’s share of those seeking quotes for these cars at 60 percent. For context, this demographic comprises 37 percent of the overall market. Gen Xers lag a bit behind but still account for a full quarter of Giulietta quotes. Pre-boomers, millennials, and Gen Z appear the least fascinated with these cars, together making up the remaining 13 percent of quotes.

No matter what you call it, the Alfa Romeo Giulietta/Giulia 750/101 Spider and/or Spider Veloce is a well-established member of the collector market. These cars are widely recognized as representative of their era, and even as the boomers who own most of them begin to release the cars back into the market, this model is likely to fare well.

The post Your handy 1955–65 Alfa Romeo Giulietta Spider buyer’s guide appeared first on Hagerty Media.

Let’s first set out some guidelines on what we’re actually covering here: This guide covers the A2 Golf GTI and GTI 16v that were available in the United States between the 1985 and 1992 model years.

Yes, these cars were vastly more popular overseas, and yes, there are many advantages to a European or U.K.-origin GTI. And while, many U.K.- and European-spec cars have come over to North America in fair numbers since the 25-year rule expired on the oldest cars around 2016, the vast majority of cars available here in the United States are going to be the U.S.-spec cars that have been here for almost 40 years.

The A2 Golf debuted in the United States for the 1985 model year, and it was something of a letdown at the beginning. That’s mostly because it was upstaged by the more popular Jetta, which dispensed with the hatchback and went for a more conventional three-box design. Sales of the Golf went in the tank almost immediately, dropping by about eight percent versus the outgoing A1 Rabbit.

Worldwide, though, the A2 was a smash. It retained the tight lines of the original Giugiaro-designed A1, but VW design director Herbert Schäfer rounded every sharp corner. The Mk2 grew in almost every direction: Wheelbase increased by almost three inches; length by 4.3 inches; width by as much as 2.7 inches; height by 0.8 inches. Curb weight also increased by as much as 600 pounds. The dimensional changes pushed the Golf into the EPA’s Compact category, rather than the Subcompact class it occupied before.

1985

Like the outgoing A1 Rabbit, all U.S.-based GTIs were assembled at the Westmoreland, Pennsylvania plant in 1985. Outside, the GTI wasn’t all that distinct from lesser Golf trims. All U.S.-based A2 Golf GTIs got flush rectangular projector headlamps, instead of the sealed beam units in other trims. Black bumpers and fender flares were part of the GTI trim, as well as red accents in the bumper trim. The wheels were 14 x 6-inch alloys wrapped in 185/60HR14 Goodyear Eagle GTs. It was all designed to be subtle, not drastically different from a run-of-the-mill Golf.

Similarly, the interior was European and businesslike, for the most part. The dash was a direct lift from any other Golf. The seats, though? World class, especially from an American standpoint. The A2 Golf GTI featured heavily bolstered, reclining bucket seats with a ton of lateral support, upholstered in red and gray strobe-stripe material. Drivers also got a leather-wrapped wheel with four horn buttons, and a leather-wrapped gearshift knob.

The issue at the outset was that engine power didn’t increase much, even in the “hot hatch” GTI. U.S.-based Golf GTIs introduced in 1985 were equipped with the same 8-valve 1.8-liter inline four as the outgoing A1 Rabbit GTI, albeit with a 10 percent horsepower increase to 100 hp and 105 lb-ft of torque, thanks to bigger intake valves, higher compression pistons and Bosch KE-Jetronic fuel injection. But that power increase was sopped up by the heavier curb weight. The only transmission option in 1985 was a five-speed manual.

“The compression ratio was been increased from 8.5:1 to 10.0:1, which is the highest compression I’ve seen in a long, long time,” wrote Leonard Kucinski in April of 1985, in his review of the Golf GTI for Allentown, Pennsylvania’s broadsheet, The Morning Call. “VW said the use of such a high compression ratio was made possible through a newly developed digital electronic ignition system incorporating a knock sensor control unit.” The electronics allowed the GTI to run on unleaded regular without knock issues. What a time to be alive!

The key to fun in these cars wasn’t neck-snapping power, though, but precise handling. Steering was a manual rack-and-pinion setup, with power assist as an option. With MacPherson struts up front and a 15-mm stabilizer bar, a torsion beam axle with integral trailing arms, and a 20-mm stabilizer bar at the rear, the front-drive Golf GTI offered benchmark handling in 1985. “If you know what you’re doing, it will do what you know,” wrote Kucinski. The four-wheel, power-assisted disc brakes were also significant kit in what amounted to an economy car in 1985.

Optional equipment was exceedingly limited in 1985. Buyers could opt for A/C, a sunroof, power steering, cruise control, one of two stereos (with or without a cassette), and floor mats. The 1985 GTI was offered in just three colors: Black, Mars Red and Diamond Silver Metallic, which would run you an extra few bucks over the solid colors.

1986

For 1986, the only major change was the addition of a federally mandated center high-mounted stop light.

1987

In 1986, Volkswagen introduced a new Scirocco with a 16-valve version of the 1.8-liter four-cylinder. For the 1987 model year, Volkswagen slipped that engine into the GTI and named it the Golf GTI 16v. The 8V-powered GTI disappeared for the 1987 model year.

Power increased to a healthy 123 hp, according to the 16v brochure. It’s still not exactly “fast,” by today’s standards given its 8.5-second zero to 60 time, not to mention its leisurely jog to the quarter mile in 18 seconds at 88 mph, but it’s appropriate to the car and the time. William Jeanes at Car and Driver noted that the 16v in the Jetta “hauls you along quickly enough, it lets you know that it’s hard at work by keeping the decibel level high. The engine sounds seem to be anything but out of place in a sporty small sedan, but we’ll admit to feeling relief when we reached fifth gear and settled in at free­way speeds—at which point the engine settles into a quiet, comforting hum.”

Beyond the engine, the changes in the 16v were slight. The wheels are still 14 x 6-inch, but they’re the more familiar “teardrop” style. Those wheels were also shod with 205/55VR14 Pirelli P600s. The driver’s seat provided a height adjustment along with the recline feature. Options on the 16v included similar items to the 8V GTI, but added a heavy duty cooling package, a power package (including power windows, locks and mirrors), and standalone power locks.

The color palette broadened to Tornado Red, Diamond Silver Metallic, Dark Blue Mica, and Red Pearl Mica, the last three incurring a charge for metallic paint.

1988

Perhaps the biggest news for 1988 had nothing to do with the car, but more to do with where it was built. On July 14, 1988, Volkswagen of America officially closed Volkswagen Westmoreland Assembly. From here through 1992, all Volkswagen Golf GTIs sold in the United States came from the Puebla assembly plant in Mexico.

Optional equipment in 1988 shifted to include a number of option packages (P02, P03, P04, P15 and P39). P15 offered the most equipment, including radio prep, A/C, sunroof, the power package and cruise control. Additional equipment included a 6-speaker AM/FM radio/cassette, a power amplifier, a cassette storage box, theft protection, floor mats and California emissions.

Colors changed slightly, dropping the Diamond Silver Metallic and Dark Blue Mica, and adding Black and Alpine White.

1989

The major revision for the 1989 model year was a lone color change: Diamond Silver Metallic gave way to Silver Gray.

1990

This year marked the return of the 8V GTI, after a three year hiatus. Comments from Jeanes upon driving the 16v-powered Jetta GLI in the July 1989 issue of Car and Driver hinted at why the lower-powered GTI made a comeback: “The Jetta GLI 16v now costs—equipped with anti-lock brakes, air conditioning, cruise control, and a few other add-ons—a thumping $18,800.”

The base price of a Golf GTI 16v was cheaper, but $13,650 in the George H.W. Bush era was two grand more than you’d pay for a Mustang LX 5.0. The 8V GTI sought to address that, but it was severely de-contented compared to a GTI 16v. The 8v was basically a four-door Golf GL with a few visual GTI cues. You did get a five-horsepower increase over the two-door GL thanks to Digifant fuel injection, but gone were the four-wheel disc brakes in favor of the Golf GL’s rear drums, and these GTIs were equipped with the wide ratio five-speed gearbox from the GL.

1990 was also the first year you could purchase a GTI Wolfsburg Edition. For the first time, American buyers were able to equip an A2 GTI with round headlamps instead of the composite projector lamps from every other year. A GTI Wolfsburg Edition buyer also got a short, black, roof-mounted antenna, which kicked off a tradition that still exists today.

Both GTI and GTI 16v were offered in just three colors: Tornado Red, Alpine White, and Black.

1991

In 1991, the GTI and GTI 16v both underwent visual changes from the year before. Carried over from the Wolfsburg Edition, GTI and GTI 16v were both equipped with the European quad round headlamps, with a red detail line around the grille.

The GTI 16v’s engine displacement increased to 2.0 liters, and with it came a power increase to 134 hp and 133 lb-ft of torque at 4400 rpm. 15-inch BBS wheels came as part of the 16v trim. The Recaro seats lost their vinyl bolsters and went full cloth.

Adding to the three colors from 1990, 1991 brought the green Montana Clearcoat Metallic.

1992

1992 marked the final year in the United States for the A2 GTI and GTI 16v. It carried on a year longer than it did in the rest of the world. The biggest change was the addition of Light Sahara Clearcoat Metallic, Dark Teal Clearcoat Metallic, and Calypso Clearcoat Metallic, all of which were exclusive to the GTI only. The GTI 16v featured the same colors as the 1991 model year.

Before you buy

These are unibody cars that are now 36 years of age. When they were new they were daily drivers, and in the parts of the country where it snowed, many of them succumbed to the ravages of oxidation. But that’s general advice for any car that’s pushing 40 years old.

The problem for A2 Golf GTI owners is that these cars were plagued with water leaks, which could rot out a floorpan in a couple of years. Water sloshed in unimpeded from a number of different places: door membranes and seals, hatchback seals, turn indicator seals, and clogged drains for the sunroof and cowl.  The windshield corners can also leak. This comes up after the windshield has been replaced. The Mk2 Golf Channel has a good primer on the top 13 reasons why your A2 Golf is full of water. Rust is also common around the holes where the wipers come up from under the cowl.

Beyond water leaks, the heater core is also known to leak, and it’s a job A2 Golf enthusiasts talk about with the thousand yard stare of a mosh pit spectator at Woodstock ‘99.

Replacement body panels exist. Front fenders, radiator supports, inner and outer rockers, rear fender patch panels and tail panels are available, but they’re not cheap (outer sills are in the $239 range, for example). You need to carefully evaluate the value of the car versus the cost of setting any rust repair right. Our valuation section below may indicate that bodywork can outpace the value of a perfect, low-mileage car.

Engines are generally stout provided they’ve had the timing belt replaced on schedule. The 8v engines are non-interference, but the 16v are interference engines. The 16v engines had very mild cam profiles, and take well to any of the thriving aftermarket’s hotter cams and ECU tunes. The five-speed gearbox is pretty solid, but if it hasn’t been rebuilt yet it will almost certainly have a bad second gear synchro. Some forum members also report that failing motor mounts and a misadjusted linkage can cause grinding gears.

Electrical problems seem to be limited to either failing older components (window motors, blower motors, gauges, relays, etc.), or the result of hackery in the form of bad audio and lighting installs.

Seat upholstery is generally tough, and while the dashes can be prone to cracking, it’s no worse than any other car from this era. Carpets wear, but are replaceable. The bigger trouble is replacing missing parts, as interior parts are difficult to source.

1985—92 Volkswagen GTI valuation

The Hagerty Valuation Team notes that prices have been creeping up for this model, especially over the last couple of years. A GTI in median #2 condition will have experienced a 62 percent increase in value over the last three years, but please check here for the latest valuation data.

That said, the GTI and GTI 16v is still a relative bargain in the 1980s European car market. Over the last three years, Bring a Trailer has only sold ONE Mk2 GTI for more than $20,000 and it was a heavily modified example with a VR6 under the hood. The cleanest, unmodified GTI 16v in the last year was a 1987 in Diamond Silver Metallic, with just 16,000 miles. This example only sold for $15,750.

Hagerty is providing a lot more insurance quotes on GTIs as they move from daily driver to collector car status. Over the last five years, Hagerty has provided 50 percent more quotes, and in the last three years, the quoted value of those cars has increased by 16 percent.

Because of their relative affordability, and the people who were interested in them when they were new, GTI and GTI 16v owners are much younger. A full 39 percent of A2 Golf quotes come from millennials, who only make up 19 percent of the market. Right behind them, Gen X quotes 33 percent of A2 Golfs, making up 32 percent of the market. Boomers—the largest representative group at 37 percent of the total market—only quote 15 percent of A2 Golfs. Gen Z makes up just six percent overall but quotes 10 percent of A2 Golfs. Preboomers have about as much real estate in the market as Gen Z, and they only quote 3 percent of the A2 Golfs that come to Hagerty.

Based on information from the Valuation Team, the year doesn’t affect value that much, and neither does the presence of a 16v motor. The later 2.0-liter 16v cars have about a five percent boost in value, but all of the cars in #1 condition hover between $15,200 and $17,100.

These GTIs are on the march, for sure. If you’ve ever been interested in owning one, now may be the perfect time. Five years from now, you shouldn’t be surprised to see excellent quality, low-mileage examples sell for $25,000.

The post Your handy 1985–92 VW Golf GTI buyer’s guide appeared first on Hagerty Media.

Let’s face it: No matter where you live or who you are, there’s a good chance the 1965–66 Shelby GT350 is the brightest star in a milky way of Ford Mustang performance. It’s an icon, and it’s the first of a series of Mustangs tuned by Carroll Shelby with performance that received critical acclaim and endless enthusiasm from enthusiasts. So let’s dig into what made the Shelby GT350 the automotive icon it is today.

1965

No discussion of the GT350 is complete without a deeper dive into the original Ford Mustang on which it was based. The full year of 1965 Mustang production introduced the fastback body style, was priced between the affordable hardtop and convertible, and sported a wildly sloped roofline with unique rear glass and decklid. The end result, especially when equipped with Ford’s K-code small block V-8, gave the Mustang a more performance-oriented feel compared to a run-of-the-mill example. But it still didn’t fit into Ford’s “Total Performance” marketing campaign, which highlighted how the company’s products benefitted from motorsports competition.

While a victory at the 1964 Tour de France was admirable, the Mustang needed a stateside motorsports connection to better establish the necessary bonafides. The powers that be decided on the SCCA B/Production class, as that’s where small-block-powered Corvettes were racing. Ford (via Ray Geddes, Ford’s GT and Sports Car Manager) initially attempted to make inroads with the SCCA that didn’t go so well, mostly because Ford failed to address the B/Production class guideline that only two-seater vehicles were eligible for consideration. So it was only natural that Ford tapped Carroll Shelby, who already had a good reputation thanks to the Ford V-8 powered Cobra, to turn the Mustang pony car into a proper sports car. The end result was an intelligently modified version of the K-code Mustang fastback.

Shelby boosted the GT350’s power output after replacing the K-code’s Autolite 4100 carburetor for a 715-cfm Holley, exchanging the exhaust manifolds for TRI-Y tube headers, and adding an aluminum dual plane intake plus a side-exit exhaust with glasspack mufflers. The end result was a reported 306 hp (35-hp increase) at 6000 rpm and 329 lb-ft (a 17-hp increase) of torque. The car was kept slippery and cool by a Shelby designed, aluminum-finned, T-shaped oil pan with a higher oil capacity that kept the GT350 free from oil starvation when taking corners at high speed. The K-code’s Toploader four-speed was replaced with a special aluminum cased Borg Warner T-10M gearbox with close ratio gears. Weight was also a consideration in relocating the battery to the rear, but a mid-cycle update moved the battery back up front due to venting concerns as well as cost savings.

Front brakes were stock K-code Mustang Kelsey-Hayes discs while the rear brakes were improved thanks to the larger, 2 1/2-inch wide drums from the Ford Galaxie with aggressive sintered metallic brake shoes, fed by a Kelsey-Hayes adjustable proportioning valve. “Override” traction bars by Traction Master, Koni shocks, droop limiting cables, and a Detroit locker differential within the factory 3.89:1 geared 9-inch rear axle beefed up the Shelby’s hind quarters. Up front, Ford engineer Klaus Arning’s brilliant idea to drop the upper control arm’s mounting points by 1-inch (now called the “Arning Drop”) literally transformed the Mustang’s front suspension geometry and aided camber gain through turns. The GT350 also cornered with more precision thanks to a larger front sway bar (from 0.84-inches to 1-inch) and matching, adjustable Koni dampers. The standard steel wheel was a heavy-duty Kelsey-Hayes 15 x 6-inch wheel used on Ford station wagons and police cars, while the optional 15 x 6-inch Shelby/Cragar cast aluminum wheels reduced unsprung weight and added some bling to the package. No matter the wheel choice, all 1965 GT350s wore a special Goodyear’s Blue Dot 775-15 tire which were good for 130 mph.

A fiberglass hood sporting quick release hood pins and a functional hood scoop was added for weight savings. While these were originally all fiberglass, warpage issues meant a steel framed version came into play on later GT350s. A unique grille treatment with off center running Mustang emblem replaced the thicker “horse in a corral” design of regular Mustangs, and a modest “G.T. 350″ emblem adorned the rear. All 526 units of the 1965 GT350 were finished in Wimbledon White with the aforementioned Guardsman Blue rocker panel stripes. Guardsman Blue LeMans stripes on the hood/roof/trunk were optional, and those not equipped from Shelby often had them added at the Ford dealership before final sale to a customer, or by owners who found them more appealing than large swaths of white paint.

While 1965 Mustang comfort options like A/C, radio, and interior upgrades were off limits, Shelbys had a center dash gauge binnacle with a tachometer and oil pressure gauge, Ray Brown seatbelts, and a unique wood-rimmed, polished aluminum three-spoke steering wheel. The latter was originally lifted from the Shelby Cobra parts bin, and measuring 16 inches in diameter.  This was reduced to a bespoke GT350 wheel measuring 15-inches for better ergonomics, but neither came with a horn button provision. The horn was subsequently relocated to the dashboard via momentary switch, while GT350s met SCCA’s guidelines by deleting the rear seat in favor of a fiberglass tray that converted the rear area into a flat floor.

But there was more to the GT350’s racing pedigree, as 36 examples turned into the race-only GT350 Competition, or GT350-R. The Competition models had approximately 350 horsepower thanks to a blueprinted long block, ported and polished heads and a port matched intake added to Ford’s K-code engine. Other performance upgrades included an oil cooler, up sized radiator, cooling ducts for front and rear brakes, 34-gallon fuel cell with electric fuel pump, racing exhaust with no mufflers and 15 x 7-inch American Racing Torq-Thrust wheels. External modifications to the GT350 Competition included a fiberglass lower front valence, larger wheel arches, plexiglass rear and side windows. Interior changes were similarly functional: tubular roll bar, optional racing bucket seats, revised instrumentation (including a fuel pressure gauge), and the deletion of all unnecessary luxury trappings like carpet and door panels.

1966

No longer including the Mustang in its name, the 1966 Shelby GT350 now added Raven Black, Candy Apple Red, Ivy Green Metallic, and Sapphire Blue Metallic to the paint palette. Production spiked to 1377 units with help from the new colors, a high-performance C4 automatic transmission (optional), and a Paxton supercharger. The supercharger was a special-order option, stemming from a meeting in 1965 when Joe Granatelli (from Studebaker’s Paxton Products Division) convinced Carroll Shelby of its value after famously beating Shelby’s 289 Cobra with a Paxton supercharged Shelby GT350 in a drag race. The GT350 now included bespoke quarter windows to replace the conventional Mustang fastback’s vent assemblies, functional quarter panel scoops for brake cooling, and the inclusion of a fold down rear seat (borrowed from the production Mustang).

The first 252 1966 GT350s are known as “Carry-over” or “Left over” cars as they are 1965 chassis built into 1966 model year cars by Shelby, and as a result, a unique blend of 1965 and 1966 features. Today these carry over cars are the most desirable 1966 production GT350s and have a devout following.

As production went on and Shelby grew into a proper manufacturer, many running changes resulted. Gone was the extremely loud side-exiting exhaust of the rambunctious 1965, replaced with the standard Mustang K-code exhaust system. The time-consuming and costly “Override” traction bars were replaced by “Underride” ones, the Detroit locker fell to Shelby’s options list, various hoods (including a steel version) were used, the expensive wood steering wheel and aluminum hub used on the 1965 cars was replaced with the standard Mustang “Deluxe” plastic wood wheel, and 14-inch wheels were standard equipment. Of the latter, there were four versions available: a standard steel wheel (borrowed from Chrysler), optional painted or chromed Magnum 500 wheels, or the optional cast aluminum “Ten spoke” alloy wheel.

The big news this year came from a stroke of marketing genius and the letter “H”. Hertz Rent a Car worked with parent company Ford to purchase 1001 GT350s to become GT350-H rental cars. Most were finished in Raven Black with gold stripes, and the GT350-H was famously promoted as a “Rent a Racer” for members of Hertz’s Sports Car Club. Those in the club could rent a GT350-H for the modest price of $17 per day and 17 cents per mile. Only the first 85 units owned by Hertz had the manual transmission, as GT350-Hs were often returned in need of significant reconditioning and evidence of roll cage installation for SCCA events.

A total of 2378 Shelby GT350s were sold this year, including four prototype convertibles used for testing future roofless Shelby vehicles.

Before you buy

Due to the rarity and demand of GT350s, verifying their authenticity is paramount to ensure you aren’t buying an unauthorized replica. Working with the Shelby American Automobile Club and referencing their registry should be your first step, and they can also confirm the GT350 in question’s confidential ford VIN matches the Shelby VIN, if you provide both to the registrar. Furthermore, other basics include determining if the Ford VIN on the engine block matches the chassis, if the Borg Warner T-10M is present and aluminum (not cast iron), and how much of the sheetmetal and Shelby parts are original. Some of these are tricky as many cars and parts have been doctored up to look original but are not. When in doubt, consult with an expert well versed in 1965 and 1966 GT350s.

Like all Mustangs of this era, the unitized chassis is prone to rust. Look for rust in the floor boards, shock towers, frame rails, the bottoms of the doors/trunk lid, around the windshield and rear window, and under the battery. While replacement sheetmetal is available, rust repair can be suspect. Be weary of poorly repaired areas that use fiberglass patch panels or copious amounts of body filler. Confirming that the doors close nicely is a good start, but remember that a genuine GT350 is valuable in any condition and there aren’t many out there, so restoring a genuine example to your standards is always something to consider.

After the metalwork, check the condition of the usual used car items—the powertrain, the trim, and the consumables. Just remember that correcting these items on a GT350 with good bones is relatively inexpensive and shouldn’t be a deal breaker. Most of the standard Mustang parts are readily available, and should be factored into the asking price of all GT350s except for all original examples in show-worthy condition. Factory original and NOS Shelby parts, however, are rarer than hen’s teeth, so plan to search hard and open your wallet to get everything you need for a true concours-quality example.

Combining the tips above with a test drive and a test of all features (lights, gauges, wipers, etc.) shall yield an accurate assessment of how much the GT350 is worth. When in doubt, again, hire a professional familiar with these unique cars to give you a full report: Given the potential value of a genuine example, their inspection cost is merely a drop in the bucket.

Valuation

Hagerty has longstanding insight into 1965–66 GT350 values but please check here for the latest values. One important note from our Hagerty Price Guide for GT350s to always consider is that “individual history and originality of chassis, body, and components dictate value more than condition.”

While GT350s dipped in values after 2008, they have now exceeded their pre-recession values. Examples in #2 (Excellent) condition are up 33 percent over the past 5 years for a normal 1965 GT350, up 45 percent for a supercharged example, but down 5 percent for a GT350-R.

As Hagerty’s own Colin Comer said, “cars need a performance image to worm their way into our brains, and to make us love them.” There’s no doubt that Ford and Carroll Shelby accomplished just that with the first Mustang to bear the Shelby moniker. If you are fortunate enough to find an honest-to-goodness, 1965–66 GT350 for sale, you won’t regret taking the opportunity to own this pivotal moment in pony car history.

The post Your handy 1965-66 Shelby GT350 buyer’s guide appeared first on Hagerty Media.

It seems insane now, when a Dino 246 GTS would run you about what a decent house in Portland, Maine would cost, but at the time the Dino 246 GT was introduced, some didn’t consider it “real Ferrari.” And that’s despite the fact that the 1970 brochure called it “proof of the constant development of smaller Ferrari cars.”

It had been a rocky start. The low-production 206 from whence the Dino 246 sprang had anything but an easy launch. “I watched Italian owners suffering the pangs of growth with the early models,” wrote Denis Jenkinson in the September 1971 issue of Motor Sport, “in the days when it was the thing to do to sidle up to the owner of a Dino Ferrari as he was about to drink his coffee and innocently enquire ‘How’s the Dino?’ Nine times out of ten he would spill his coffee as he hastily snapped ‘Why?’ Early Dino owners were very touchy about the fact that they had paid an awful lot of money for a car that was still having teething troubles.”

But with each passing year, the 246 GT and later 246 GTS earned their reputations as fabulous automobiles. Start with the superlatives. The 206, produced in just 152 examples, was the very first mid-engine Ferrari road car, laying the groundwork for most of the iconic Ferraris to come afterward: The 512BB, the Testarossa, the Enzo, and the current F8 and SF90 Stradale. It was the first Ferrari to feature a transverse-mounted engine. It was the first road-going Ferrari to run the Dino V-6 conceived by and named for Enzo Ferrari’s son, and it was also the very first street Ferrari with an electronic ignition.

Leading up to the production version of the 206 GT, Ferrari showed five prototypes: The Dino Speciale Berlinetta at the 1965 Paris Auto Show, the Dino Berlinetta GT at the 1966 Frankfurt Auto Show, the Dino Berlinetta Prototipo Competizione Pininfarina at the 1967 Frankfurt Auto Show, and the earliest known production 206 GT at the Brussels Auto Show in 1968.

Whenever Denis Jenkinson was asked how the 246 GT drove, he responded with the question: “How does it look?” The only response was that it was gorgeous to the eyes. “That’s how it goes,” he’d always conclude. It’s not a difficult equation to understand.

1969—70 (L Series)

Penned by Aldo Brovarone and Leonardo Fioravanti at Pininfarina and brought to life as an aluminum monocoque by Scaglietti, the Dino 206 GT’s styling was unimpeachable. The Dino was the bridge between the soft-edged, curvaceous lines of 1950s and 1960s Ferraris and the origami style of every road-going Ferrari that would come after it.

The Dino 246 GT went into production in March of 1969. The biggest change wasn’t to the engine, it was to the monocoque. The silhouette looked the same, but the central structure was constructed of steel rather than aluminum to save money. Most, though possibly not all, L Series cars were equipped with aluminum doors, hoods, and engine covers. The vents in the engine cover differed slightly from those in the 206 GT’s: two rows of six, rather than two rows of seven. The 246 GT is two inches longer in wheelbase, and four inches longer overall. The 246 GT was also an inch taller.

The suspension was relatively conventional: fully independent with upper and lower control arms and coil springs at all four corners, with slender antiroll bars front and rear. The brakes are all outboard discs with single-pot calipers. Steering is provided by an unassisted rack and pinion setup. Wheels were center-bolt style Cromodoras with knockoff hubs.

The trouble with the 206—and the reason for the 246 GT—was the engine. Ferrari’s idea was that the engines would be purpose-built in Maranello, but Fiat management insisted on producing the engines on the Fiat line. Whether you bought a Dino 206 or the Fiat Dino, you got the same engine, produced by the same Fiat workers.

The Dino 246 needed more power, and it needed an exclusive engine if it were to have any hope of success. Within a year, Ferrari developed its own 2.4-liter, 65-degree dual-overhead-cam V-6 with triple Webers and a cast-iron block. In European form, the engine turned out 195 hp, but those cars bound for the United States had timing changes and an air pump that dropped power to 175 hp.

The 65-degree vee is wholly unique to the Dino’s engine. The banks of most V-6 engines are arranged in a 60-degree vee, but Dino’s extra five degrees allowed for straight intake runners. The crank also has separate crankpins for every piston, which allows for even time between firing pulses. (V-6s at the time were either odd-fire, like Buick’s 225, or had internal balance shafts to compensate for the uneven firing interval.)

Inside, the Dino 246 GT was typical Ferrari: well-sculpted dash padded and upholstered in suede-esque mousehair, heat controls in the center stack (over an opening in which a dealer would stick a Becker or Grundig radio), a straightforward binnacle containing the instruments, a non-adjustable steering column canted at an angle, leather bucket seats with headrests, and a console with a gated five-speed manual transmission gearshift.

When Denis Jenkinson drove his tester, he complained about exactly two things: The speedometer and tach were of equal size, rendering them indistinguishable in a single glance. (He’d have been happier with a Porsche 911-style arrangement, with a large tach front-and-center.) Second, the seat back was non-adjustable; but this grievance suggests he was driving a later-series car. These early L Series cars had tilt adjustment for the seat back.

Ferrari built 357 L Series cars between 1969 and the summer of 1970, all of which were left-hand drive. The first L Series car carries s/n 00400, and the last L Series Car was s/n 01116.

1970–71 (M Series)

While they look identical, there are a number of minor changes that identify the M Series cars. The wheels are the big revision. Rather than the knockoff Cromodoras, which were exactly the same as those on the 206 GT, the Series II cars featured five-lug, 6.5-inch-wide Cromodoras. The brake supplier for the M Series cars changed from Girling to ATE.

Outside, the lockable trunk button on the early cars disappeared in favor of an interior latch. Exterior door locks moved from the scoop area to a position lower on the door. Earlier cars had twin reverse lights mounted under the bumper, but the M Series only has one. All M Series cars had aluminum doors, but the hood was often made of steel, for reasons unknown.

On the interior, the M Series had courtesy lights which activated when the doors were opened. The footwell on the passenger side became shallower, and the folding footrest in the L Series cars disappeared. Each of the doors was equipped with a small storage box.

In October of 1970, Ferrari produced right-hand-drive Dinos, according to the Dino Register. Beginning with s/n 01250 there was a minor mid-year change to the front bumper. M Series cars begin with s/n 01118 and end with s/n 02130 in 1971. Ferrari built 507 M Series Dinos in total.

1971–74 (E Series)

Beginning with s/n 02132, Ferrari kicked off the E Series, with another host of minor changes. Even so, it’s confusing to distinguish them from earlier cars. For example, all L and M series cars used “clapping hands” wipers that parked in the center of the cowl. Early E Series continued with those wipers but, beginning in 1972, the wipers both swung in the same direction and, when not in use, rested toward the left side of the windscreen.

Here’s the kicker: That’s not a hard-and-fast rule. For example, cars bound for the U.S. may have continued using the earlier wiper system as late as s/n 05100, and the few right-hand-drive cars Ferrari built would continue using the earlier center-park wipers throughout the production run. E Series cars also had steel doors in most cases, though the hood often was constructed of aluminum—but not always.

Beginning with s/n 03408 in 1972, Ferrari began offering the 246 GTS, introducing a targa roof for the first time. The 246 GTS was only offered from 1972 to 1974. According to the Dino Register, beginning with serial numbers “in the 4000s,” Ferrari began offering the Dino 246 GT with 7.5×14 Campagnolo “Elektron” wheels and a fender flare option. The option added $680 to the price of a standard Dino.

The Dino Register also suggests that the owner of Dino 04878 claimed to “have a letter from the Ferrari factory which states that his car was the first to be equipped with Daytona seats by the factory.” The seats and wider wheels were often ordered together, a pattern which lead to the Dino “chairs and flares” moniker, but the seats and wheel flares were two separate options.

The E Series is by far the most plentiful Dino 246, with 2897 built in total. Of those, 1623 were 246 GT coupes and 1274 246 GTS models featured the targa roof.

Beyond the series changes, it’s also important to understand the differences between cars built for Europe, England, and the United States.

European cars: The home-market versions of the 246 GT and GTS were identified by their turn signal lamps, which were flush with the bodywork. Most of the time, these lenses were clear. The European cars also had redundant turn signals—which were small, round, and amber—mounted on the sides of the front fenders. Chassis numbers were stamped on a tag on the windshield pillar, but it’s important to note that these are often missing.

British cars: Cars bound for England were right-hand drive, but they also had amber turn-signal lenses, as opposed to the clear lenses usually found on the home-market cars. After s/n 04830, the chassis numbers moved from the aforementioned tag to a stamping directly on the steering column.

U.S.A. cars: American cars had yet a third style of front turn signal. They were amber and recessed into the bodywork, and the lens stood up vertically from the body, as opposed to the flush mounting of those on European and British cars. Cars bound for the U.S. also had rectangular marker lights at all four corners, as well as reflectors mounted on either side of the number plate. All U.S.-bound cars featured the appropriate emissions controls, as well as a serial number stamped on the steering column and visible through the windshield.

Before you buy

A steel monocoque equals major rust concerns. This isn’t a Jeep CJ5, where you can jack up the body and order another one online. Rust in a rough Dino will consume more dollars than the initial purchase. Corrosion in the center chassis tube is lethal. Corrosion in the lower doors, steel or aluminum, is common, and in the wheel arches, too. The sandwiched steel panels behind the rear wheels will also trap water and rust.

Mechanically, cooling issues were especially problematic for the Dino. The car should run in the 195-degree range. Climbing up to 225 indicates an issue. Electrical gremlins can keep the cooling fans from running, and the electric motors themselves can die over time. Air can get trapped in the Dino’s long coolant hoses and water pump inlet, and some owners report having to rebuild the water pump every 30,000 miles with new seals and bearings.

The Dino engine is reportedly about as stout as you can expect from a 50-year-old Italian sports car. The cams spin via twin timing chains and, to quote one expert, “I have never seen a V-6 [Dino] chain fail catastrophically.” When it comes to the gearbox, if a test drive reveals in any grinding between first and second, the synchro is shot and a gearbox rebuild is in your future.

These were the first Ferraris with electronic ignition. Magneti Marelli’s Dinoplex was one of the first capacitive discharge ignition systems on the market, initially developed for Scuderia Ferrari and quickly adapted for the high-revving Dino V-6, hence the name. When the key is turned to the on position, the transformer core will vibrate and emit a distinctive humming. If that’s not happening, you can often trace the problem to a failed power transistor. Beyond that, Dinoplex.org has everything you could possibly want to learn about it, including an extensive diagnostic and repair document.

Electrics are not a Dino strong point. Experts suggest flipping yourself upside down and getting a look at the wiring behind the ignition switch. Any scorching will indicate significant wiring problems. Keep in mind that these cars are at best 47 years old and the wiring insulation is bound to be dried out.

The suspension is relatively standard and fairly easy to diagnose. Bushings and shocks go bad, naturally. Any twitchiness in the steering can be related to alignment issues. The brakes are about as straightforward as they get, and have no unusual issues. Steering racks are available from European suppliers, and run around $850.

Inside, age will have its way with a Dino’s upholstery and interior parts, but pretty much all the soft parts are available through suppliers like Re-Originals.

Valuation

Dino values took a dramatic hit during the 2008/2009 recession, but they’ve taken off since. Between 2009 and 2015, for example, a 246 GT in #2 (Excellent) condition climbed, on average, 206 percent. Values have tapered off a bit since 2017, falling about 17 percent, but the Dino enjoys a pretty stable market today. Cars from 1974 seem to appreciate a few percentage points faster than those from other years, but not dramatically so. According to the Hagerty Valuation Tool, a 246 GTS will cost $50,000 more than the coupe, but please check here for the most up-to-date pricing information.

Dinos are most popular among Baby boomers, who account for 62 percent of Dino quotes though they comprise only 37 of the collector car market. Gen Xers come in second, with 18 percent of quotes, and Preboomers third, with 13 percent. Millennial interest is the weakest: This set accounts for a bare 7 percent of Dino quotes, though millennials make up 19 percent of the market.

In 1985, Road & Track’s Peter Egan drove a 246 GT through a blizzard from Wisconsin to California. He said it was “the only Ferrari I desired that ever appeared on the used car market at prices a man could nearly af­ford if he sold every last thing he owned, except for his old British sports cars.” Thirty-five years later, that’s still true. Ditch your house, your motorcycles, and your guitar collection, and you might still be able to scrape together the funds to buy one of these gorgeous automobiles.

The post Your handy 1969–74 Dino 246 GT and GTS buyer’s guide appeared first on Hagerty Media.

Like the Falcon before it, the Ford Fairmont (and the Fox chassis underneath) was the right vehicle for its time. Hailed as the “Best selling new car ever introduced”, the Fairmont didn’t just lead to the third-generation “Fox-body” Mustang; it created something magical long after its template became obsolete. The long-running Fox-body offers a fantastic combination of performance and durability, which reached mythic proportions thanks to an open-sourced, fuel-injected aftermarket. Let’s dig into why the Fox is a modern day legend that continues to suit a variety of needs.

1979

Taking advantage of the latest in computer-assisted technology, Ford designers under the leadership of Jack Telnack reimagined the original Mustang’s long-hood and short-deck proportions for a new generation. The look was revolutionary: both the two-door sedan (a.k.a. notchback or coupe) and three-door hatchback were reflections of Ford’s newfound commitment to aerodynamic efficiency (0.45 cd and 0.40 cd, respectively.) Gone was the Mustang II’s sculptural front fascia, and in its place was a wedgy, black egg crate grille and deeply recessed quad headlights. While based on the Fox Chassis, the Mustang’s cowl was taller than the Ford Fairmont, which provided an aggressive rake for the hood. The notchback sported a finned C-pillar inspired by the C107 Mercedes, while all models sported wraparound, jewel-like tail lamps and color-keyed, European-style wraparound plastic bumpers with integrated rub strips.

The Fox Mustang (and Capri sistership) sported an extensive powertrain portfolio: the Lima 2.3-liter four cylinder (88 hp), a turbocharged Lima 2.3-liter (132 hp), a 2.8-liter Cologne V-6 (109 hp), a 3.3-liter inline-six (85 hp) and the 5.0-liter Windsor V-8 (140 hp). The 5.0 and the turbocharged 2.3 were the engines of choice for performance enthusiasts, with a four-speed manual available on both. The 5.0’s manual gearbox had an overdrive, but all engine choices had an available three-speed automatic. The Fox-body’s lightweight, unitized chassis incorporated rack and pinion steering with a modern suspension (front MacPherson strut and a four-link, coil-sprung rear) in three different flavors. The first offering was intended for the baseline 13-inch tires, while the handling package was specific to the 14-inch radials, and included niceties like a rear sway bar. But the suspension uniquely engineered for Michelin’s revolutionary TRX radial tire was at the top: The TRX suspension included Michelin’s 190-65R 390 TRX tires on forged aluminum wheels, unique shocks, springs and stabilizer bars. While the automotive press praised this package, the unique tires ensured this was an evolutionary dead end a la Betamax video tapes.

Borrowing heavily from the Fairmont, the Mustang’s dashboard, steering wheel (complete with stalk mounted horn), door handles, and HVAC controls were parts bin affairs. Ford left the Fairmont’s column shifter and incomplete gauge cluster out of the equation, and a full-length console with a digital clock and LED-backed “Graphic Warning Module” was optional. Other interior options include a four-way seat adjuster, rear window defogger, an overhead map light on a positionable arm, color keyed seat belts, power locks, low back bucket seats, cruise control, air conditioning, tilt steering, interval wipers, and a rear window wipe/wash feature for three-door hatchbacks. Stereo options were shockingly numerous, there was an AM radio, an AM radio with digital clock, AM/FM radio, four-channel AM/FM stereo, an AM/FM stereo with either an 8-track or cassette player in tow, and most could be upgraded with a 48-watt Premium Sound amplifier.

There were four trim levels: Base, Sport (notchback only), Ghia, and Cobra. The sport included black body trim, color keyed window louvers, a three-spoke steering wheel and unique wheels. The luxurious Ghia included badging of the famous “Ghia” design studio, color keyed quarter window louvers, dual side view mirrors, chrome rocker moldings, door panels with map pockets, a passenger side grab handle, thicker carpeting, and Mercedes-like headrests atop the option of leather or period appropriate interior seating fabrics. While a standalone option for notchbacks, Ghia models are more likely to get the available vinyl roof compared to cheaper models. The Cobra came with the 2.3-liter turbocharged engine as standard (optional V-8), black engine turned dashboard panels, color matched window louvers, blackout exterior trim, Cobra emblems and an optional, Trans-Am like Cobra hood graphic.

The most significant version might be the 1979 Indy Pace Car special edition. Sporting the TRX suspension and either the 5.0-liter or the turbocharged 2.3-liter engine, the Pace Car was differentiated by a rear spoiler, front air dam with fog lights, hood scoop (non-functional), pop-up sunroof and a unique black and pewter paint job with orange and black graphics. Recaro seats (a mid-cycle upgrade) were standard for the Pace Car, and 10,478 examples were made. Combine all versions and Ford sold 369,936 Mustangs, nearly double that of the outgoing Mustang II.

1980–81

The biggest news for 1980 was the downsized 4.2-liter Windsor V-8, likely designed in preparation for another Energy Crisis that clearly never came. The motor was created by de-boring the 5.0-liter block from 4.00″ to 3.68″ and made an uninspiring 118 horsepower. The Cobra received the front end, hood, and rear spoiler from the 1979 Pace Car, while the Cobra decal moved inside the quarter windows. Recaro sport seats were optional across all models, and available in four colors.

Lesser known changes for 1980 include a new, optional carriage roof for 2-door models that deleted the quarter window’s louvers and added a chrome A-pillar, giving a somewhat convincing impression of a convertible top. Halogen headlamps were standard, as was a maintenance free battery, and retractable cargo cover for hatchbacks. A revised center dome lamp with reading lights was standard on the Ghia, leather wrapping was now available on both the three- and four-spoke steering wheels, and non-stereo audio systems had optional dual rear speakers.

For 1981 a new removable glass T-roof option (hatchback only), and a four-speed manual, single rail overdrive (SROD) transmission was available on the turbocharged 2.3-liter. Sales figures slumped both years, with 271,322 units sold in 1980 and 182,552 in 1981.

1982

While all models received revised door panels with new armrests with integral door pulls, what everyone truly cares about is the introduction of the 5.0-liter HO (High Output) engine, optional in the new Mustang GT. All manual transmission Mustangs now used the SROD gearbox, and the naturally aspirated 2.3, 3.3, and 4.2-liter engines were retained from before. The 5.0 included a camshaft intended for marine applications, revised exhaust valves, a double-row roller timing chain, aluminum intake manifold, larger 356-cfm carburetor (vs. the outgoing 310-cfm unit), higher fuel pressure (6.5 to 8.5 psi), dual-snorkel air cleaner, and a 2 1/2-inch cat-back exhaust with a twin outlet tip. The end result was 157 horsepower and an impressive 240 lb-ft of torque, with a much fatter powerband and tricks like an A/C cutoff switch at wide open throttle.

The only transmission for the new 5.0 was the SROD manual and this powertrain was most associated with the new GT trim level. The top line GT sported a body kit similar to the Cobra/Pace Car, a more performance oriented suspension, de-chromed exterior trim, and was more likely than other trim levels to possess the optional Recaro bucket seats, T-roof tops, and TRX suspension. By 1982 the lighter, more powerful Mustang GT was faster than the Camaro Z28, and Ford’s advertising wasn’t bashful about it, proclaiming “The Boss is Back” in advertising.

But the entire lineup for 1982 was shook up: L, GL, and GLX. The base model L was a two-door notchback only, with basics like manual brakes, 14-inch steel wheels and vinyl seating (cloth was optional). The mid-level GL can be ordered as a hatchback, and includes blackout trim, pin striping, full wheel covers, upgraded vinyl interior (optional cloth) and even color keyed carpeting on the door panels. The GLX replaced the Ghia, with features like dual remote sideview mirrors, nicer pin striping, rocker panel moldings, upgraded door panels with wood tone inserts, and optional leather seats.

This was the first year of the Special Service Package (SSP) Mustang, a creation owing its existence to the California Highway Patrol and their disappointment in their Camaro pursuit vehicles. Based on the Mustang L two-door Sedan, the steel wheel’d, 5.0 powered SSP Mustang were basically a production Mustang with upgrades for Police duty: 140-mph calibrated speedometer, single-key locking, relocated remote rear-decklid switch, and a radio delete. The SSP package was refined over time, but a full 406 SSP Mustangs were made in 1982, with a total of 130,418 Mustangs sold this year.

1983

The Mustang convertible made a return to the lineup after a 10-year absence, possibly thanks to the relative success of 1200 drop-tops made in 1982 by Intermeccanica Custom Coach Builders. No matter, 1983 Mustang GLX and GT convertibles left the assembly line with reinforced cowl sides, A-pillars, floors, torque boxes, quarter panels, with extra bracing in the dashboard, rear wheelhouses, and an X-brace under the floorpan for greater strength. The droptop Mustangs are shipped to Cars & Concepts in Brighton, Michigan for final assembly. The rare Mustang GT Turbo was also introduced, using a fuel injected version of the 1981 Mustang’s turbocharged 2.3-liter motor and shared with the Thunderbird Turbo Coupe: A sign of better things to come next year.

All Mustangs received a minor face-lift with a softer front end with a less aggressive egg crate grille and Ford’s corporate Blue Oval logo in the center. New taillights had standalone amber turn signals, and a smoother design that extended to the license plate.  The optional sport bucket seats no longer had Recaro’s engineering prowess. The 5.0 had a Holley four-barrel carburetor with nearly double the volume (700 cfm) that netted 175 hp. Ford’s all-new, lightweight and compact “Essex” 3.8-liter V-6 (112 hp) replaced the old 3.3-liter inline six. The 5.0 had a Borg-Warner five-speed overdrive (T-5) manual transmission, but the SROD four-speed manual was available with a credit to your final bill.

Mustang Ls ditched the dog dish steel wheels for a set of sleek disc wheel covers, along with standard high back bucket seats, and the AM radio now had two speakers instead of just one. The GL received reclining low back bucket seats and two-door notchbacks even had trunk carpeting. Even with these upgrades and new offerings, only 120,873 Mustangs were sold in 1983.

1984

The Mustang celebrated its 20th birthday with the re-introduction of the turbocharged 2.3 and a special “GT-350” edition. All GT-350s were white hatchbacks or convertibles with maroon “GT-350” tape stripes, and a Mustang running pony logo on the fenders. GT-350 interiors were red with sport bucket seats and two 20th anniversary dash panel badges. The GT-350 was limited to 5260 units, but this year also marked the creation of the first Saleen Mustang (a topic too big to cover in this guide) and the SVO Mustang. A unique Quadra-Shock axle setup (a poor man’s alternative to a torque arm) for the Mustang GT, GT Turbo, and SVO.  But there was plenty more to discuss about Ford’s new flagship SVO offering.

The SVO was first project of Ford “Special Vehicles Operations”, and considered the high-performance possibilities of a world where four-cylinder turbocharged engines could be our future. SVO’s received a unique front fascia with deeper air dam and wraparound turn signals, understated ground effects, a functional hood scoop for the intercooler, a bi-plane rear spoiler and pin striped taillights. Other upgrades include five-lug, 16-inch X 7-inch cast aluminum wheels, front control arms and spindles from the Fox-body Lincoln Continental, Koni shocks for each wheel and the aforementioned Quadra-shock axle, a 140-mph speedometer with no numerical markings above 85 mph, and four-wheel disc brakes from said Continental. The interior was graced with unique bucket seats, a left-foot rest, leather-wrapped steering wheel and horn pad, a toggle switch for engine timing intended for premium fuel usage, a Hurst shifter and premium sound stereo. The SVO’s engine was a step ahead of the GT Turbo thanks to an intercooler (under the off-center hood scoop) but sadly the $15,585 price tag was roughly $6000 more than a V-8 Mustang, so only 4508 were sold.

A new, corporate two-spoke steering wheel graced Mustang cabins equipped with cruise control, while all Mustangs now had the horn placed atop the steering wheel’s face. The Mustang L was available as a two-door or three-door body. Ford’s ubiquitous “LX” nameplate officially replaced both the GLX and GL models. Both the GT and GT Turbo had the once-optional sport bucket seats as standard. Central fuel injection graced the 3.8-liter V-6 (120 hp) and the 5.0 (165 hp) when equipped with Ford’s new four-speed automatic overdrive (AOD) transmission (stick shift 5.0s stuck with the Holley). These changes moved the sales needle, with 141,480 units sold for a 17 percent increase over last year.

1985

A new front end graced the 1985 Mustang, deleting the grille in favor of a slotted hole similar to that of the 1986 Ford Sierra Cosworth. The smooth bumpers mated to new body side trim, while GT models had a flat black GT hood decal and the GT logo embossed in the trim behind the doors. More importantly, the GT now had 15X7 “10-hole” wheels wearing aggressive Goodyear VR “Gatorback” tires. The same rolling stock was applied to LX models with the 5.0, while the L disappeared from the lineup entirely. The LX didn’t go downmarket to compensate, as reclining cloth seats, AM/FM stereo were standard. Even the once-decadent console was now standard on all Mustangs, except for the LX 2-door notchback.

Thanks to hydraulic roller tappets and a new roller camshaft, forged aluminum pistons and stainless steel tubular headers, the 5.0 now had a robust 210 hp when equipped with the manual transmission (180 hp for automatics). While GT convertibles are 5.0 only, the roofless LX used the 3.8-liter V-6. With the GT Turbo was dropped, a mid-cycle refresh to the Mustang SVO netted flush mount headlights similar to those on the 1984 Continental Mark VII, while a power boost upped output to 205 hp, thus remaining competitive with the 5.0. A new, electronically controlled AM/FM cassette player was now optional. Wheel choices were streamlined to a set of 14-inch Polycast steel wheels, 14-inch imitation wire wheel covers, or the aforementioned 10-hole alloys for the 5.0. Thanks to all the changes, a robust 156,514 units were sold for a 10 percent increase over last year.

1986

The big news was addition of sequential port fuel injection for 5.0, for both automatic and manual transmissions. Each intake port was treated to its own fuel injector, there was a long runner aluminum intake, high swirl E6 cylinder heads, a true dual exhaust with a factory H-pipe and 2.25-inch exhaust. While this resulted in a loss of 10 hp over last year (200 total) the power peak was at a lower rpm. Sadly the losses spread to the SVO, it was downgraded to 200 hp. Sales soared in 1986, as 224,410 units moved off the lot.

1987

After the tremendous success of the Ford Taurus, a redesigned Mustang wore flush mounted lighting, and a rounder front bumper. GT models included a deep skirted, grille-less front end with integral fog lights. There were flush-mounted quarter windows and new body side moldings, while GTs had a unique body kit with side skirts, deep bumper valences, taillights without amber turn signals and with a “cheese grater” texture, and (optional) two-tone paint. The LX model received updated taillights, and 10-hole wheels were now unique to the LX 5.0, as the GT sported lighter turbine wheels in the same size. The older T-roof configuration was still available, and all three Mustang body styles received a red (or blue) stripe integrated into the moldings.

Powertrain options were simplified, as both the turbocharged 2.3-liter four and the 3.8-liter V-6 were deleted. The 5.0 received E7 cylinder heads from the F-series, which bumped compression to 9:1 and raised output to 225 hp with an impressive 300 lb-ft of torque.The lighter and cheaper Mustang LX 5.0 sedan could run the quarter-mile in the mid-14s right from the factory, leaving similarly optioned Camaros far behind. The 5.0’s forged pistons now sported valve reliefs, which made way for hotter camshafts from Ford Motorsport (and aftermarket vendors) without fear of ruining the short block. The GT’s sported a subtle exhaust system that let the deep skirted rear bumper run wild, while the 5.0 LX had the 1986 Mustang’s double barrel shotgun system. Suspension improvements came via revised MacPherson struts, front spindles and larger (11-inch) front brake rotors.

The 1987 interior featured a bespoke steering wheel, flat black gauge pod with full instrumentation and auxiliary switches for headlights, fog lights, hazard flashers and power top (convertible only) facing the driver. If you’ve ever spent time in an Audi 4000, this arrangement will feel familiar. The HVAC controls were above the radio in the center of the dash, and were of the rotary variety. Options included a tilt steering wheel, 6-speaker premium sound, and a 7-band graphic equalizer. GT models included standard lumbar support seats with oversized headrests and adjustable thigh supports. Even with all the changes and performance improvements, the 1987 Mustang only sold 169,772 units, down about 24 percent from 1986.

1988

While California models received a Mass Air Flow (MAF) sensor which restricted engine output by 2 to 3 horsepower, this was both a minor concern and a springboard for the Fox Mustang’s higher performance future. No other significant changes occurred, and sales increased 24 percent to 211,225.

1989

All 5.0s received the MAF sensor (albeit a different design than last year) and the once optional, uprated suspension from the Mustang GT was now standard on the LX 5.0. Though the MAF has very little benefit to a stock 5.0 outside of emissions controls, 1989 Mustangs have better drivability when modified with aggressive modifications like camshaft swaps. 5.0s switched to a 140-mph speedometer while the hatchback’s T-roof option was deleted. Less impressive was the Mustang’s mid-cycle, silver anniversary celebration: from April 17, 1989, Ford added a commemorative running pony emblem on the passenger side of the dashboard. While rumors of a high-performance model abound (including a 5.8-liter powered prototype) none came to fruition. A slight dip in sales occurred this year, with 209,769 units sold.

1990

A driver’s side air bag was standard, which sadly deleted the tilt steering column. Even worse, the deletion of the center console’s armrest was a rare lapse in judgement, but the addition of map pockets in each door added more storage options. The sport bucket seats in the GT now used the smaller headrests of cheaper Mustangs.

For the Mustang’s formalized 25th anniversary, a run of 4103 LX 5.0 convertibles came finished in emerald green with a white top and a white leather interior. These were also noteworthy for having the GT’s turbine wheels, and for being part of a promotional giveaway for employees of the 7 up beverage company (with “7 up” hood badging). All 1990 models retained the aforementioned dashboard emblem to continue the anniversary celebrations.  Only 128,189 Mustangs were sold this year, down 39 percent.

1991

This year marks the introduction of the 16-inch,  five-spoke, “Pony” rims with the Mustang running pony displayed prominently on the center cap. These were standard on both the 5.0 LX and GT models, and necessitated a revised fender and steering rack limiters to accommodate the new rolling stock. The dashboard’s running pony logo from 1989–90 remained, but without “25th Anniversary” lettering. The HVAC controls received smaller knobs and more straightforward lettering, and the center armrest came back to the roster. Convertible Mustangs benefitted from a sleeker profile when the re-engineered top was retracted.

While the 5.0 badge became synonymous with performance, and while aftermarket parts suppliers were selling 5.0 parts in staggering numbers, a new cylinder head with two spark plugs per cylinder also graced the 2.3-liter engine. Horsepower was up to 105 (+15 hp) for the base Mustang, but all these minor changes resulted in an overall sales decline: only 98,737 Mustangs were sold.

1992

Changes were modest, as color-keyed bodyside moldings (LX) replaced the black belt from older versions. A new interior dome light, cheaper seat cushions without adjustable thigh supports, and a four-way power adjustable seat were optional. A limited run of 2019 5.0 LX convertibles were made with bright orange paint, white leather interiors with red piping, and a rear spoiler in place of the luggage rack. White painted 16-inch pony wheels were also part of this package. The Fox was starting to feel its age, as only 79,280 were sold this year.

1993

In its final year of production, the Fox-body Mustang included a new Cobra model with significant improvements. Created by Ford’s new Special Vehicle Team (SVT) the Cobra engine upgrades included the GT-40 heads and a cast-aluminum version of the GT-40 intake available from Ford Motorsport, roller rockers, and 14 percent underdrive pulleys. The end result wasn’t impressive on paper: 235 horsepower and a disappointing 280 lb-ft of torque. The cheaper 5.0 Mustangs were now rated at 205 horsepower (-20hp) even though there were no significant changes, aside from a switch from forged to hypereutectic pistons.

The Cobra’s other modifications were more impressive: rear disc brakes (from the 1987 Thunderbird Turbo), revised T-5 transmission, 17 x 7.5-inch wheels, and a toned-down pairing of springs, shocks, and swaybars made the Cobra a finesse player in the corners. Styling features included Mustang SVO taillights (with charcoal pinstriping), a retro grille with the running pony logo, Cobra fender emblems, a unique rear spoiler and a cleaner version of the body kit seen on Mustang GTs. Cobra color choices were limited to teal metallic, red, and black, but cruise control was surprisingly absent in the top-tier Mustang’s black or gray interior.

While 4993 Cobras made production, an additional 107 Cobra R models were built to compete in SCCA showroom-stock racing. The Cobra Rs had a featureless interior worthy of the 1979 Mustang, complete with four-cylinder Mustang bucket seats, but also lacks the back seat. The big draw was the 5-lug “tri-bar” 17-inch wheels and 13-inch front rotors, eventually becoming hallmarks of the SN-95 Mustang. Cobra R’s also sported engine and power steering oil coolers, and a radiator from the 2.4-liter diesel Fox Body Lincolns.

All 1993 Mustangs benefited from an optional in-dash CD player, and two limited edition LX convertibles came mid year. One was triple white (white paint/top/interior) with a rear spoiler and white Pony wheels. The second was yellow with either a black top and black leather interior or a white top and white leather interior. The yellow convertible also had a decklid spoiler, but stood out thanks to chrome-plated Pony rims. Ford built 1500 white and 1503 yellow LX convertibles. Perhaps not surprisingly, the new models boosted sales to 114,228, roughly 44 percent higher than last year.

Before you buy

Thanks to a healthy aftermarket presence and the Fox Mustang’s general durability, the risks associated with buying one in nearly any condition is low. Checking for rust in the unibody is important, but aftermarket patch panels are plentiful and affordable. The bigger concern is structural integrity as the rear lower control arms’ torque boxes are a weak point: any 5.0 Mustang with even a remote chance of having drag radials or racing slicks in its past is likely to need reinforcement. Look for signs of flex or a poor repair here, but keep in mind the aftermarket also has this issue covered too.

Collision repair is also a concern because of the 5.0 Mustang’s propensity for street racing history. While repair panels are plentiful and unibody straightening is commonplace, the price must accurately reflect the true condition. Interiors are generally hard-wearing and easy to restore, but make a note of the cost of replacement parts for common things like vandalized HVAC registers, cracked dash tops (1979–86), cracked instrument bezels, degraded AOD throttle cable bushings, and broken ashtray doors. Test drives are crucial to find evidence of abuse, especially for models with the T-5 manual transmission. Feel for bad synchros in the gearbox, as that’s one of the few weak links in a Fox Mustang’s powertrain. If you’re looking at an example with an aftermarket shifter, rest assured it has been driven hard at least once in its past. Not a big deal, as almost everything needed to repair these vehicles is available, but the asking price must reflect the restoration costs involved.

A large subset of Fox Mustangs were modified in the 1990s and 2000s. In terms of performance upgrades, they can be classified as invisible (11-inch front brakes on a 1979–86) or highly visible (five-lug brake conversions). Some are valuable (brand name parts from Ford Motorsport, Saleen, Griggs, etc.) while others hurt performance (70-mm throttle body on a stock 5.0) or narrow their appeal (temperamental race camshafts). And just because you’re looking at a 5.0 doesn’t mean it wasn’t a 2.3-liter in a previous life: Tell tale signs include a non-functional gauge cluster or body buck tag denoting a different engine. It’s crucial to know what you want, then seek out examples that come closest to meeting expectations.

Lastly, a note about originality: while low mileage originals abound, those with multiple owners were likely modified before the current seller took possession. If a seemingly original 1986–93 Mustang is missing the air box’s silencer (inside the fender), or if the mufflers do not have Ford part numbers stamped on them, odds are it had deeper modifications in its lifetime. Take your time and look closely to ensure you are getting what you pay for.

Valuation

The Hagerty Valuation Team has significant insight into Fox-body Mustang prices, but please check here for the latest values. It’s difficult to speak in generalities, as Fox Mustangs include over 100 vehicles with #2-condition (Excellent) values ranging from $7100 to $90,300. That said, these have appreciated since the mid-2010s after dipping significantly during the Recession: They jumped past their pre-2008 values in 2016. Since 2013, the median #2 value for 1979–93 Mustangs is up 132 percent. Some earlier cars are only up in the 40 percent range, but later 5.0 Mustangs (LX notchback models in particular) have a larger following. The 1993 SVT models appreciated the most, with the Cobra up 190 percent and the Cobra R up 140 percent.

Hagerty’s median quoted value is $9400, with quoted value rising 21 percent over the past 5 years and the number of quotes is up 24 percent. Pre-boomers quote 4 percent of Mustangs while making up 7 percent of the market. Boomers quote 23 percent of Mustangs with 38 percent of the market and Gen-Xers quote 44 percent of Mustangs with 31 percent of the market. While it’s logical that Gen-Xers are going after the cars of their youth, it’s surprising to see millennials and Gen-Z quoting 23 percent/6 percent  with 19 percent/6 percent of the market, respectively.

This generation of Mustang is a transitional vehicle that caters to multiple generations, and made a contribution to the advent of modern, fuel injected hot rodding. Never before was there such a demand for open sourced performance parts, and no longer was the Chevy 350 synonymous with performance. And now the Fox-body is a modern classic that’s only getting more popular and valuable as time goes by.

The post Your handy 1979–93 Ford Mustang (Fox-body) buyer’s guide appeared first on Hagerty Media.

Why, why, why does half the world seem to ignore this Supra? The later fourth-generation Supras are sports-car royalty thanks to a more powerful turbo engine and 20 years of appearances in blockbuster movies, all while the third-generation, A70 Supra languishes, comparatively ignored. Yet, the 1986.5 to 1993 Toyota Supra is one of the best-looking grand touring cars of the era, with engine power (especially after 1987) that was competitive with most everything else from that time period.

You have to appreciate the A70 Supra for what it was: A pre-Lexus touring car that was sportier and much better-looking than the SC 300, with sharply angled styling instead of the Melted Bean school from the 1990s. Yes, they’re heavy, but they never took on the bloat of the Nissan 300ZX. On paper, they’re not fast, but at the time, the Turbo was the fastest Japanese car available, so it’s time to look at these cars with fresh eyes and understand what an amazing value they are. Not many cars this good are sitting there for the taking like the A70.

1986.5

The A70 Supra arrived in the United States as a late-model introduction. Based on the Z20 Toyota Soarer platform, the Supra officially, completely divorced itself from the Celica family, retaining its inline-six, rear-drive bones.

Like every Supra through the A90, the car was engineered by a person who should be as much an automotive household name as J. Mays or Peter Schreyer. Yukihiko Yaguchi is a bona fide legend, mostly recognized for his role as the Emeritus Chief Engineer of the Lexus F brand. But Yaguchi’s hands are all over four of the five Supra generations, and most notably the A70. Also present during the A70’s development were almost every one of the people behind the much ballyhooed Lexus LFA. Contemporary articles on the A70 never even hinted that the Supra had a human behind it, as if the car just hatched, fully formed out of an algorithm just inside Toyota’s Tahara plant. But Yaguchi was busy, prodding the car along, laying the groundwork for what would eventually be the performance cars for which Lexus would build its sports-car reputation: capable automobiles that were easy to drive for anyone at any driving level, suitable for fast runs from one side of the country to the other. And Hiromo Naruse was there, flogging the Soarer-based suspension that Haruhiko Tanahashi developed on the Nürburgring, making the A70 the first Toyota prototype ever to be evaluated there.

Perfectly in the style of the mid-1980s, the design wasn’t fully appreciated, even at the time. Arthur St. Antoine at Car and Driver wrote in 1987, “Otherwise, the design—like it or not—is unchanged. Though we’ve never felt that the current Supra’s shape is as distinctive as, say, the Corvette’s, it is beginning to grow on us.” But put its design in the ring with anything from 1986, from any nation—300ZX, 944, RX-7, Corvette—and at a minimum, the design is competitive. At best, it blows some of those competitors out of the water.

St. Antoine continued with the chief complaint about the A70: Its weight. “Our only real complaint is that the car looks every bit as heavy as it is,” he wrote. You could argue that it is a valid criticism as the A70 weighed almost 3500 pounds, but what didn’t? It’s 200 pounds heavier than the Corvette, but that comparison never made any sense anyway. The A70 was more like a Japanese IROC-Z or Porsche 928.

In the plus side of the ledger, the 1986.5 Supra had everything that made a grand tourer special in that era: a huge-bore 3.0-liter 7M-GE inline six with electronic ignition and fuel injection, dual overhead cams, a multi-link suspension at every corner, four-wheel disc brakes, a five-speed manual transmission (not to mention a surprisingly good four-speed automatic), and a limited-slip differential.

Inside, the Supra was magic. Leave the button-happy dash aside for a moment, and compare the seats in this car to anything made at Toyota in 2021. This car wins out every single time. The standard cloth seats are just as adjustable, but the optional “glove-soft” leather chairs described in the marketing materials are absolutely gorgeous, and as comfortable to use as they are beautiful to look at. In 1986, the science of ergonomics was so unfamiliar that Toyota actually defined it in the brochure. Power adjustments controlled lumbar and side supports, while manual controls offered custom fit for every frame. The headrests not only raised and lowered, but tilted, and the recline feature was step less, offering infinite adjustment within the range. The floor of the car was 40 mm lower than the one that preceded it, and the seat offered 30 mm more travel, in order to make the Supra more comfortable for every driver and passenger. “A large interior with the fit of a fine suit of clothes,” the marketing materials suggested.

The weight would’ve been less of an issue had the Supra debuted with a turbo midway through the 1986 model year, but it didn’t. It was offered with a lone engine, the 7M-GE, delivering 200 hp at 6000 rpm and 185 lb-ft of torque at 4800 rpm. Smooth, nearly bulletproof, quiet—but not fast: “PERFORMANCE WITHOUT COMPROMISE” read the brochure in 1986. That was perhaps very generous, as the compromise was clearly laid out right underneath that line: “0 to 60 in 7.33 seconds.” For a normally aspirated car, that performance wasn’t necessarily disappointing. A Porsche 944 without a turbo took a half-second longer. A Z28 with a 305 was going to take two seconds longer to get there. The problem? There was no other engine option that first half-year, and that went a long way toward setting the tone the press for this car for years afterward.

In 2021, anything north of a Camry is equipped with variable suspension settings, but in 1986, optional Toyota Electronically Modulated Suspension (TEMS) was revolutionary, automatically matching suspension performance to driver input. Within that, the driver could choose two suspension settings—Normal and Sport. Normal allowed the shocks to work in Soft, Medium and Firm modes, while Sport tightened up the ride to Medium and Firm modes.

Supra colors were available in single color (White), Pearl Clearcoat (White, Red, Dark Blue) Metallic Clearcoat (Amethyst, Brown, Light Blue, Black) and optional two-tone (Dark Blue/Blue or Beige/Brown). Interior colors were Blue, Maroon, Gray, and Beige. Toyota sold 34,832 Supras in 1986, the second best year of sales in the car’s entire history. One of the coolest options available was the Sport Roof, a steel Targa-style top affixed by four bolts, stowable in the cargo compartment. With the roof in place, the Supra achieved a 0.33 drag coefficient, pretty rarified air in 1986.

1987

In retrospect, Toyota may have been wise to hold off selling the Supra entirely until the Supra Turbo was ready to go in 1987. The turbo addressed about 95 percent of any complaints about the car’s performance. Air-to-air intercooled with a water-cooled center bearing, the turbocharger dialed the 7M-GTE’s performance to 230 hp at 5600 rpm and 246 lb ft of torque at 4000 rpm, dropping the 0 to 60 time to 6.4 seconds, a second and a half faster than independent testing showed for the normally aspirated car. Suddenly, the Supra’s weight wasn’t such an issue.

Like the natural-breathing version, the Supra Turbo was available with a manual or a four-speed automatic, but the five-speed was unique to this car. Instead of the W58 manual in the Supra, the Supra Turbo got an Aisin R154, with taller second and third gears, and a slightly shorter fifth for snappier response in overdrive. The turbo was also packaged with most of the goodies on the optional side of the normally aspirated car’s menu. The Sports Package was standard, and included a limited-slip differential, the advanced Toyota Electronic Modulated Suspension System (TEMS), and headlamp washers.

The option list grew to include two important items for 1987. First was the anti-lock braking system, optional for both the Supra and the Supra Turbo. After 1987, Toyota killed the optional two-tone Beige and Brown, which is a lot more handsome than it sounds. Sales in 1987 remained strong, at 29,907 units.

1988

Only two significant changes occurred in the 1988 model year. First, the two-tone brown paint scheme from last year disappeared. Second, spoiler-equipped Supras got a nicer trapezoid design for the center high-mounted stop light, rather than the uninspired rectangle on the 1986.5 and 1987 cars. Toyota produced 19,596 Supras for 1988.

1989

There were a host of minor updates for the 1989 model year. None changed the design significantly, but the Supra received a new front bumper with a lower grille integrated into its design, new turn indicators, updated side mirrors, and fog lamps. 1989 was a big year in terms of future collectibility, as this was the debut of the White Exterior Appearance Package. If you ask anyone who lived through the late 1980s to conjure an image of the A70 Supra, they’re probably going to picture a car equipped with the White Package. These monochrome white Supras featured matching white moldings, and in 1989 and 1990, white saw-blade alloy wheels.

There were changes inside, too. From 1986.5 to 1988, the center stack was black with silver buttons, a design that frankly looked out of a different time when the car was new. In 1989, the buttons went black with white print, for a much more contemporary look. The steering wheel design also changed, albeit only slightly. From 1986.5 to 1988, the steering wheel mounted cruise control buttons were in an odd place on the lower vertical third spoke of the wheel. The design change moved them to the two horizontal spokes, where they were accessible without removing hands from the 9:00 and 3:00 positions.

The Supra Turbo’s main revision was to the rear spoiler. The first two years, the spoiler was one piece, but for 1989, the Turbo got a more aggressive three-piece spoiler design with pronounced tips mounted to the tops of the rear quarters, integrated with the power antenna. In 1989, Toyota produced 14,544 Supras.

1990

The bulk of revisions for the 1990 model year were to the dash and steering wheel. The one-year-only thumb-operated cruise control buttons moved again, this time to a small stalk on the right, which will be familiar to anyone who has driven a Toyota in the last 30 years. That change was necessitated by the bigger news for 1990: the standard driver’s side Supplemental Restraint System (i.e. an airbag) took up a lot of real estate in the center of the wheel, and changed the wheel from a sporty three-spoke to a more standard issue four-spoke. The wheel was still unique to the Supra, as it sported a rim wrapped in leather, with the Supra script prominently displayed.

It’s worth noting the dramatic impact of the 1990 Recession on Supra sales: For 1990, Toyota sold 6,419 Supras, a free fall of almost 56 percent. Sadly, Supra sales would never recover, even after the introduction of the A90.

1991

For 1991, the saw blade wheels were replaced with a more modern five-spoke alloy wheel. For the first time, the Toyota oval logo was mounted on the front fascia. A total bummer for normally aspirated, open-air Supra fans occurred this year, as the Sport Roof became optional on the Supra Turbo only. Supra buyers were limited to a more traditional steel power sunroof. Sales dipped by almost half again, to 3623 cars in 1991.

1992

Changes were sparse for the final year of A70 production. Look for a dual cupholder in the (super convenient) location under the console lid, so you can knock your Big Gulp out every time you attempt to shift. This last year of A70 production, sales dropped by more than two thirds to 1193.

Before you buy

Rust is a problem to look out for, but it’s all relative. You may think that a Japanese car from the mid-1980s to the early 1990s would be especially prone to rust, but if your reference point for corrosion is something like a Fiat 124, you’re going to be pleasantly surprised. These cars do have areas where rust is an issue, including the tray on the inner fender where the battery sits, the wheel arches, and the weld on the door sill where the rear fender meets the rocker panel. Rust can also be a concern in the spare tire well, specifically due to the rubber seal on the rear hatch. Rust issues also get worse if a car had significant body repair from a collision, but that’s not Supra-specific. For the most part, you don’t see Mk3 Supras with massively blown-out floors, rocker panels, or lower doors.

For a while, the high-pressure side power steering hose was insanely expensive—something like $1000 from Toyota—and now they’re officially “unobtainum” from the factory. Luckily Driftmotion has replacements for reasonable money today. Engine knock sensors will throw Code 52, and the consensus among Supra owners is that it’s almost never the sensor (around $200 to replace) and almost always a frayed wire ($20 to fix). Speaking of wiring, turbo cars especially run hot, and 30-year-old wiring tends to bear the brunt. Speedometers and odometers are known to go funky or stop working altogether. A70s have three components to make the speedometer work: a short cable, a long cable and a driven gear in the cluster. Any and all can fail. The conventional wisdom is to remove the cluster and drive the car and see if the end of the cable turns to diagnose what the issue is.The heat can stop working, and that’s almost always the fault of a bad heater control valve.

These are all minor issues that you’ll find with any used car from the 1990s, and are more of an annoyance than an actual problem. The bigger deal is the dreaded “BHG” or blown head gasket. The issue ostensibly stems from incorrect assembly at the factory, specifically under-torquing the head studs by a factor of 20 to 30 lb-ft. Considering these cars are a minimum of 29 years old, the opportunity to re-torque that head has probably sailed, or the head gasket has already failed and been replaced. However, if you’re looking at a low mileage car that’s never had any engine work, it’s something to look into. The Supra Club of New Zealand has an excellent document detailing the issue, diagnostics, possible fixes and cost estimates.

Valuation

The Hagerty Valuation Team provided some excellent insight on the prices that Mk3 Supras are realizing, but please check here for the latest values. In very general terms, a third-gen Supra Turbo is worth a little more than twice what a normally aspirated Supra costs, regardless of year or condition. An automatic transmission is an automatic 15 percent price drop, whether you’re interested in a Supra or a Supra Turbo.

Prices are way, way up since 2013. A70 Turbos in #2 (Excellent) condition have increased by 212 percent since that time, and are climbing even more strongly than the MkIV cars, which have increased in value by 112 percent during the same time period. That’s a percentage, though. In dollars, the price difference is dramatic. A #2-condition A70 Supra Turbo will cost around $34,000 today. An A90 is going to cost $95,000. Clearly these Supras are from two different planets.

Looking at sales back to 2017, there is definitely an upward trend in Supra values, however, the most expensive A70 sold on Bring A Trailer in the last four years was just $30,250 in January of 2021, a gorgeous red Supra Turbo with a five-speed, a Sport Roof and 71,000 miles. If you factor in the destination charge, that’s only about $750 more than the car sold for when it was new. The bulk of Supra Turbos sold in the last 12 months hover in the $20,000 range. There are some super nice, low-mile, five-speed NA cars selling in the $12,500 range.

The median quoted value on an A70 Supra is $9500. That includes NA cars and Turbos. The quoted value on these cars is up 35 percent over the last five years, and the number of quotes has risen by 28 percent. Demographic data on these cars skews much younger than typical classic cars, which shouldn’t be surprising. Millennials quote 32 percent of the Supras insured by Hagerty, while making up just 19 percent of the classic car market. Gen-X is right behind, quoting 28 percent of Supras, while making up 31 percent of the market. Gen Z—representing just six percent of the entire market—quote 18 percent of Supras. Boomers quote just a bit higher at 19 percent but  represent a comparatively large 38 percent of the total market. Pre-boomers don’t seem to care for these cars much, quoting just three percent of the Supras while making up seven percent of the overall collector car market.

Here’s our general thought: Values for A70 Supras aren’t likely to go anywhere but up. A clean Supra Turbo is going to cost you, but $30K may prove a bargain in the long run. That said, if you want a fast car, you can buy a 2021 Camry that will outgun the fastest A70 Supra ever built. If you can live with an amazingly clean, low-mileage, five-speed naturally aspirated Supra, there are some truly remarkable deals out there.

The post Your handy 1986–93 Toyota Supra (A70) buyer’s guide appeared first on Hagerty Media.

Every country has a car that most represents its pinnacle of automotive production. It doesn’t have to be the fastest car, nor the most numerous in terms of manufacturing volume. The kind of vehicle in question here is one that has endured as a distillation of that country’s design, attitude, or engineering capability—that which makes it wholly unique. In Italy, you might argue that the Fiat 500 deserves this title, but this car, the Alfa Romeo GT Veloce (GTV), makes an exceptionally strong case. Yes, Ferraris, Lamborghinis and Maseratis exist, but nothing captures every single thing that’s perfect about Italian cars like this Alfa. The styling, the handling, the engine performance, the driving position, and the interior quality all represent Alfa’s lasting heritage in masterful fashion.

1967–1969 (Series 1 1750 GTV)

These Alfa Romeos were an evolution of the Giulia Sprint GT and GT Sprint Veloce that were in production since 1963, but the new designation was spurred mostly by the larger engine, and the chassis and body modifications. The 1750 GT Veloce (aka 1750 GTV) debuted alongside the 1750 Berlina sedan and 1750 Spider, representing a new line of vehicles for the Italian manufacturer. At the core of each was the a 1779-cc inline four-cylinder with an 80-mm bore and an 88.5-mm stroke. The increase in displacement represented an almost 10 percent increase in horsepower to 122, affirming the “V” in veloce.

The five-speed gearbox was the same as the Giulia Sprint Veloce, but the rear differential had a steeper 4.10:1 gear ratio. While the numbers might not seem impressive, the contemporary reviews suggested that the improvements offered much more flexible performance. Cars bound for the U.S. all received SPICA fuel injection in a peremptory effort to comply with ever more strict environmental requirements.

The 1750 GT Veloce had a 30-mm wheelbase advantage over its predecessor. Counterintuitively, wheel size was reduced, down to 5.5 x 14-inch from 5 x 15-inch, in order to access a wider selection of better tires at the time. Original equipment tires were either the Pirelli Cinturato or Michelin’s XAS. Suspension revisions included some geometric updates, plus the rear suspension got an anti-roll bar. Larger ATE disc brake rotors and calipers improved stopping performance. At the time, the brake pedal was described to be “tremendously responsive.”

While the 1750 GT Veloce is unmistakably derived from the Giulia GT Sprint Veloce, the styling changed a bit. The stepped hood from the earlier cars was eliminated, and all of the GTVs received 7-inch Carello headlamps outboard, with 5 ¾-inch fog lamps inboard.

Inside, the seats were “bucket shaped, perfectly air-vented and above all, molded to the body in such a way that one is always completely relaxed even at the end of a long journey at speed,” according to the sales brochure. The backrests are adjustable, and the wood-accented dash also improved from the earlier cars thanks to the center console, which housed the water temp, fuel gauge, heat controls and the five-speed gearshift. The tach and speedometer are huge and mounted directly in front of the driver, along with a smaller oil pressure gauge.

There were no major revisions to the 1968 or 1969 model years. In terms of worldwide production figures, in 1967, Alfa Romeo produced a slim 919 1750 GT Veloces. The next year, that number bumped to 10,418. In 1969, Alfa built 8705 of them.

1970–1972 (Series 2 1750 GT Veloce)

1970 introduced the informal “Series 2” 1750 GT Veloce. What’s important to realize is that officially, none were imported to the United States. There was no 1970 model year, instead our allotment of these cars came for the 1971 model year.

Most of the changes between the Series 1 and Series 2 cars were mechanical. The brakes were now a dual circuit design, mostly to comply with NHTSA’s FMVSS 105, which required that braking systems to have a backup in case the primary system failed. The brake and clutch pedals were also redesigned to hang from a pedal box, rather than protrude from the floor. (Note that right-hand-drive 1750 GTVs retained the pedals hinged through the floor because there was no room for a pedal box to clear the carburetors on European cars, and none of those were coming to the U.S. anyway.)

The dash also changed on the Series 2 cars. The later cars have much more pronounced hoods for the main gauges, with four instruments in the console. Unlike most cars of the period, the bumpers on the Series 2 cars were actually sleeker and slimmer, with overriders at the front and rear. North American market Alfas always had turn indicators mounted below the bumper, rather than on top of it. Unfortunately, gigantic marker lights stuck in the front and rear fenders for 1971–72 were also part of the deal.

For 1970, worldwide, Alfa Romeo built 11,542 1750 GTVs. In 1971, that number plummeted to 4639. In 1972, a small handful of 11 cars were built almost by accident.

1970–1974 2000 GT Veloce

The 2000 GT Veloce was introduced yet again with the 2000 Berlina and 2000 Spider, with all sporting a larger 1962-cc engine. The changed is thanks to an increased the bore (84 mm) and retaining the 1750’s 88.5-mm stroke. SPICA fuel injected engines (bound for the U.S.) turned out 130 hp at 5500 rpm.

Inside, the dash is significantly different, with a stylish, hooded cluster of Jaeger gauges in front of the driver, instead being housed in the console. Fuel and water temp were both separate instruments, with warning lights in similar pods underneath. The oil pressure gauge was tucked into the bottom of the tachometer.

Outside, the 2000 GTV received distinct changes from the 1750, including a grille with chromed horizontal bars and a more stylized “heart” outline around the grille badge. Rather than the larger chrome hub caps of the 1750, the 2000 GTV received simple chromed center caps and exposed lug nuts. 2000 GTV customers had the option of replacing the steel wheels with 5 1/2J x 14 alloy Turbina wheels, inspired by the wheels on the Montreal. When the 1750 GTV arrived in the United States in 1971, it had much larger taillamp clusters. The 2000 GTV got these from the get-go, with red turn indicators for U.S.-market cars, and amber for the rest of the world.

By 1975, the 2000 GTV couldn’t meet U.S. safety and emissions requirements, so the last model year sold here was 1974, although a handful of cars with 1974 stamped on the MSO were actually constructed in 1975. There are three such examples listed in this spreadsheet at the Vintage Alfa Romeo Registry. Worldwide, in 1971, Alfa Romeo produced 6700 2000 GTVs. In 1972, that rose to 10,210, a number Alfa would never see again. In 1973, production dropped to 6839. In 1974, just 1432 cars were produced. A small handful of 938 were built in 1975, and a remaining 14 were produced in 1976.

Before you buy

If you’re already an Alfa owner, do yourself a favor and join the Alfa Romeo Owner’s Club and its dozens of local chapters across the country. You’ll find them incredibly helpful.

Now let’s discuss rust. Wolf Steel in Frelighsburg, Quebec, Canada produces just about any replacement panel you could imagine, but in a story with Hemmings Sports & Exotic Car in 2013, the company’s own Robin Wilkinson issued the warning “These cars eat themselves from the inside out.” That said, Wolf Steel makes replacement panels for just about everything from the beltline down, and replacement panels are surprisingly affordable. Too bad that paying someone to weld them in place is not.

Spotted an Alfa that’s rusted where the trailing arms mount to the underbody? Just walk away. Lower valences and radiator supports are prone to rust, as are the bottoms of the doors, the bottoms of the A-pillars and and the spare tire well in the trunk. All of the normal cautions are relevant to these cars: pull the carpets up and look around the drain plugs, inspect the rockers, check the corners of the front windshield.

And about that windshield: There are two. One is held in with a gasket. The other is held in place with urethane, with a set of moldings that cover the edges. The gasketed windshield is relatively available, though you’re going to hunt for it. The glued-in windshield is much more difficult to find.

Italian cars from this era have a bad reputation for electrical issues, but it’s almost always down to two things: Bad grounds and ham-fisted repairs. A bunch of wires hanging under the dash is a good sign that you’ll probably have to spend some time sorting the wiring before the smoke escapes.

Check the engine numbers: 00548 signifies a 1750 GTV engine, while 00512 is a 2000. Five decades on, these engines were swapped back and forth all over the place, so it’s good to know what you’re looking at. The good news regarding the engines is that if you live anywhere with a moderate population, there’s a decent chance an Alfa specialist can be found within an hour’s drive. Parts are available, and in general, these are strong power plants.

It appears that approximately 100 percent of these cars will crunch on a 1-2 upshift, especially when the gear oil is cold. Unless you’re planning to do more work—a full rebuild, a clutch, etc.—the general advice is to shift more deliberately. If the gearbox pops out of reverse or any gear, you’re in for more work. Giubos, or flex discs—from the Italian portmanteau “giunto Boschi” or “Boschi joint”—on the driveshaft had pluses (anti-vibration) and minuses (cracks), so check the condition of the rubber. They’re available and the internet is awash with instructions on how they’re replaced. (Often misspelled as “guibo.”)

The suspension is fairly conventional and straightforward, and will always improve with an application of new/better parts. The four-wheel disc brakes have a vacuum booster with a rubber diaphragm that can deteriorate and allow brake fluid into the intake manifold, which will make you think your engine is in need of a rebuild.

Valuation

According to our colleagues on the Hagerty Valuation Team, 2000 GTVs are actually worth a bit less than the 1750 cars. (Please check here for the latest data available.) The value on these cars was pretty flat for quite some time, and then ignited in 2016. The difference in price between a 2000 GTV in 2016 and 2021 is 118 percent. The 1750 GTV jumped 159 percent in the same time period. And these were not cheap cars to begin with.

Even cars purchased two years ago have made serious money. One example sold on Bring A Trailer for $57,750 in 2019, and sold in February for $81,375.

The median quoted agreed value for these cars is currently $34,000. That represents an increase of 34 percent over the last five years. The number of quotes on these cars has increased by three percent. Pre-boomers quoted 8 percent of GTVs while making up an almost identical seven percent of the market. Boomers and Gen-Xers are the heart of the market. Boomers quoted 45 percent of GTVs while making up 38 percent of the market. Gen-Xers quote 32 percent of GTVs with an equal share of the market. Millennials quote 10 percent of GTVs while making up 19 percent of the overall collector market. Gen-Zers quote five percent of GTVs while making up 6 percent of the market.

The conventional wisdom here is that if you want one of these Alfas, you should’ve bought one ten years ago. However, prices have gone up exponentially in the last decade, and there was a time where people said that same thing about early Broncos, early 911s, and early BMW M3s. They kept climbing anyway. These timeless Alfa sports cars are well-established among Italian car fans, so if you’re expecting the price to go down, you’re going to be disappointed. If you swing it, don’t wait unless it’s to settle on the best example you can afford.

The post Your handy 1967–77 Alfa Romeo GTV buyer’s guide appeared first on Hagerty Media.

MG was a sports car manufacturer in dire need of a new shape by the 1950s. While most automakers adopted streamlined ponton styling over the previous decade, MG was still selling its T-series roadster, a shape right at home in the open-fendered 1930s. Everything changed in 1955, as the achingly beautiful MGA made its debut, complete with a low-slung chassis and integrated coachwork. And the MGA experience is probably why you are interested in owning one.

Model overview

1955

It might be hard to believe that the MGA began life as a race car designed for the 1951 running of the 24 Hours of Le Mans. The car’s lines first appeared on a rebodied, factory-designed version of the MG TD run by a privateer that year. The subsequent top-speed bump over the TD justified further development. Four other prototypes (dubbed EX182 by the factory) ran at Le Mans in 1955, and by September of ’55, the production MGA was ready to be launched.

The MGA shared numerous parts with the outgoing T-Series, but the lower-slung new car initially came with a more modern engine: Early MGA roadsters were powered by a version of the 1489-cc (1.5-liter) B-series engine from MG parent company BMC, with twin SU carburetors and 68 hp. Shortly afterward, the B-series received a power bump to 72 hp. A total of 1003 roadsters were made in this first year of production.

1956

The following year saw the introduction of the MGA coupe, with its signature steeply curved rear window. The gauges were simplified, now sporting a cleaner design and fewer numerals on both tachometer and speedometer. A total of 13,394 roadsters and only 16 coupes were made this year.

An aluminum hardtop was now available for the MGA roadster, made by coachbuilder Vanden Plas, and finished in black with a white vinyl headliner. Later tops (1960 and up) were made of fiberglass by Universal Laminations. UL sold these tops as an aftermarket accessory before receiving MG’s blessings for factory availability.

1957

No significant changes occurred this year, with an impressive 16,467 roadsters and 4104 coupes produced.

1958

Enter the MGA Twin Cam, the top of the MGA food chain. While all MGAs received a revised bonnet this year—the Twin Cam’s taller engine demanded it—new “Twin Cam” emblems were added to highlight the extra power, the new and specially developed cylinder head for the trusty B-series, and the lightly modified chassis. This 1.6-liter, high-compression (9.9:1), twin-camshaft, aluminum head, twin-SU-carbureted motor was good for 108 hp. Available in both the MGA roadster and coupe, the twin-cam engine offered performance so impressive that Girling four-wheel disc brakes were fitted as standard. Center-lock Dunlop wheels replaced the stock four-lug steel wheels or optional wires, while a vinyl-covered dash face and unique seats set the interior apart.

The twin-cam engine unfortunately carries a mixed legacy. Although intended as an engine upgrade for racers and knowledgeable performance enthusiasts, MG’s most exotic powerplant found itself in the hands of owners with no experience with temperamental engines. Early issues with detonation (and subsequent engine failure) were later addressed with lower-compression pistons (8.3:1) and modified ignition timing, at the expense of a few horsepower. In this trim, Twin Cams became far more reliable, but the changes were too late—the reputation was set, and sales never really took off.

1959

For 1959, a new, 1588-cc (now 1.6-liter), 80-hp version of the B-series engine replaced the older, 1.5-liter unit, and a new name entered the fold: 1600 Mk I. Available in both coupe and roadster bodies, 1600 Mk I MGAs offered front disc brakes (drums remained in the rear) and a few minor trim changes. A new 1600 DeLuxe version was situated between 1600 and the Twin Cam, designed to use up excess Twin Cam components. The DeLuxe offered that car’s Dunlop wheels, four-wheel discs, vinyl-topped dash, but with the B-series engine from the ordinary 1600.

The Twin Cam soldiered on for this year, gaining an optional close ratio gearbox. It’s been suggested that sometime in 1959, MG added “1600” emblems to the bonnet and decklid, and revised taillights with an individual lens for the turn-signal light. It’s possible that many 1959 models did not receive them, but these changes were nonetheless commonplace by the 1960 model year. There were significantly fewer 1.5-liter roadsters (6803) and coupes (841) made this year, but that was offset by the number of Mk I roadsters (12,938) and coupes (1218) sold.

1960

The ill-fated Twin Cam model bid farewell this year, but the DeLuxe remained for owners looking for more from their quintessential British sports car. A full 15,478 roadsters and 1452 coupes were made this year.

1961

A second-generation MGA, the 1600 Mk II, saw production with a larger 1622-cc engine, a redesigned cylinder head, and an extra 10 hp, for a total of 90. The extra power allowed the Mk II to have a taller final drive ratio (4:1, down from 4.30:1) for easier cruising and improved fuel economy at higher speeds.  Visually speaking, the Mk II had a new grille with recessed slats that didn’t follow the MGA’s contours. It also offered revised taillights mounted horizontally, a vinyl-covered dash, provisions for the mounting of seat belts. There were 314 Mk 1600 I roadsters and 101 coupes produced, while a more robust 5254 Mk II roadsters and 416 coupes were made.

1962

As MG made way for the upcoming 1963 MGB, the MGA marked time in its final year of production. Mk II production totaled 2944 roadsters and 105 coupes, leading to a final tally of more than 100,000 MGAs sold over eight years.

Before you buy

There are many reasons to own an MGA, but make sure to take a pause before splashing the cash—these cars can suck up repair and restoration money with the best of them, and a pre-purchase inspection is always wise. The biggest potential issue is corrosion, even if the MGA in question was restored in the past. Check everywhere: trunk corners, rear crossmember, rocker panels, in the floors where steel meets the wooden floor boards, battery brackets, firewall supports, under the lights, in the rear quarter panels, around the fender welting, and for corrosion between aluminum and steel components.

Make sure all body panels fit correctly (look for uniform gaps) and rock the doors up and down to ensure they are stable on their hinges. Check the “F-section” of the body, the sill and door post, for structural stability. There are a lot of body panels that make an MGA, and it’s likely any MGA for sale has aftermarket panels added to repair rust or collision damage. When in doubt, pay the money for a pre-purchase inspection for true peace of mind.

Happily, the MGA’s B-series engines are tough and durable. Examples with higher miles and poor maintenance might have high oil usage, with noisy bottom ends and worn cam bearings often the root of low oil pressure. The twin-cam engine got a bad rap in the past but is now desirable; the design’s issues were long ago sorted, and the cars make excellent weekend or road-trip drivers. Gearboxes on all models often weep oil and suffer from worn synchros but are otherwise quite reliable.

MGA interiors are minimalist and somewhat durable, though materials like leather and wood require periodic upkeep to look their best. The original MGA carpets were short and bristly, making them relatively hard to clean, and they tended to hold in moisture. The under dash cover was cardboard-like and rotted if enough water came in from above the dash, especially on a roadster. Speaking of roadsters, their hinges often wear on the top of the folding roof’s frame.

The MGA’s optional knock-off wheels (either wires or those Twin Cam or DeLuxe Dunlop steels) require a unique axle in back and a hub swap in front, so if you want a car so equipped, look for one already wearing knock-offs; changing to them is not a small process. Along the same lines, the pin-drive Twin Cam wheels are similar to those used on Jaguar’s D-Type—some Twin Cams have been converted to wires or ordinary steels, and sourcing correct wheels can consume time and cash.

Because parts readily interchange between many BMC vehicles, it’s easy to modify an MGA without anyone knowing, and numbers-matching setups are easy to fake. Reproduction parts are plentiful and many are affordable. Significant modifications include retrofitting MGB blocks for the B’s five-main bearing crankshaft and extra displacement, with little downside: the modifications are period-correct and significantly improve performance. Overdrive transmission conversions are also plentiful, as MGAs with a stock gearbox aren’t terribly suited to modern roads: parts are readily available for the Ford/Merkur T-9 and Miata gearboxes.

Valuation

The Hagerty Valuation team has gained insight into recent transaction prices, but please check here for the most up-to-date values. Like many classic British sports cars, MGA prices remain fairly quiet but did surge a bit in the latest Hagerty Price Guide update on May 1, 2021. Looking at all MGAs, the median #2 value is up 14 percent over the past 10 years, and up just 2 percent over the past five years. Going further back in time, MGAs dipped after the last recession and haven’t quite recovered to their pre-2008 levels. Values are down 4 percent since 2008.

The gap between #1 and #2 cars and #3 and #4 cars has grown and will likely continue to grow. We’ve seen this trend across many classic British cars, as people like the style and the driving experience, but are willing to pay more for a properly restored machine with fewer issues. Our median quoted value for all MGAs is $22,200, and that figure is up 10 percent over the last five years. (The number of quotes is up five percent over the past five years.)

Demographically speaking, pre-boomers quote 13 percent of MGAs and make up seven percent of the market. Boomers quote 61 percent and make up 39 percent of the market, while Gen Xers quote 20 percent with 31 percent of the market. MGBs are considerably more popular with younger buyers, as millennials quote six percent of MGAs and are 18 percent of the market.

The MGA’s combination of elegance, performance and value is tough to beat, but the universal truth of buying a classic car remains: Buy the best condition and best maintained example you can afford. Happy hunting.

The post Your handy 1955–62 MG MGA buyer’s guide appeared first on Hagerty Media.

It’s the first of many famous entry-level BMW touring cars to wear the coveted “M” badge. It’s the original 3 Series, crafted to meet the needs of the world of motorsport. For some, the first M3 is the best, and it’s hard to find fault with the E30’s lightweight, minimalist body paired to the engineering brilliance of the BMW M subsidiary. The E30 M3 has become a global motoring icon and perhaps an automotive mythological hero.

Model Overview

1986

Keen M Series fans know that the E30 M3 wasn’t available yet in the United States in ’86. However, let’s be clear on one thing: A Euro-spec E30 M3 is now easily imported stateside as a classic car with no restrictions, per NHTSA guidelines. Considering the rising value and growing appreciation for these models (more on that later), looking back at the ones we couldn’t get back then is even more important.

Everyone took notice when BMW introduced its DTM touring-car homologation special at the 1985 Frankfurt Motor Show, as this new M3 sported numerous exterior changes to the E30 coupe’s coachwork: wider fenders, deeper front and rear bumper valences, extended rocker panels, and a massaged C-pillar (which allowed for re-angled rear glass), plus a bold rear-deck spoiler and a unique, taller trunk. In all, these tweaks lowered the coefficient of drag from a moderate 0.38 to a far more sporting 0.33.

The motorsport-focused boffins at BMW M ensured the M3 backed up its style with impressive performance, starting with a suspension infused with more caster, five-lug hubs, beefed-up antiroll bars and relocated endlinks, stiffer and lower springs, and a clutch-type limited-slip differential. The M3’s brakes were also uprated, borrowing the four discs and Bosch ABS system from the E28 5 Series. The heart of the beast came from BMW’s S14 inline-four, with double overhead cams, four individual throttle bodies, machine-finished ports, solid lifters, an oil cooler, a robust 197 horsepower (192 when equipped with a catalyst), and a powerband that begged the driver to rev the engine hard to its 7250-rpm redline. A Getrag five-speed manual with a dogleg first gear sported close ratios that kept the S14 in its sweet spot.

The M3’s interior stood out from the crowd of conventional E30s thanks to unique sport seats; an M-specific shift knob sewn into its leather boot; uprated gauges (160-mph speedometer, 8000-rpm tach), and an M-Technic steering wheel. The luxury accoutrements one might expect from a BMW (air conditioning, power windows, sunroof, leather) were still available, but at extra cost. Even so, the E30 M3 started at 58,000 Deutschmarks (about $30,000 in period), nearly double the asking price of a conventional E30.

1987

Changes were modest for the M3 in its sophomore year, but it benefited from updates to the entire E30 lineup, namely BMW’s famous “ellipsoid” headlight reflectors and improved rustproofing. More important, ’87 marked the introduction of the first M3 Evolution (EVO I), which boasted a revised cylinder head, a few minor cosmetic changes, and 215 horsepower. Only 505 EVO Is were made, and Americans couldn’t get their hands on one—or on a regular M3, for that matter. At least, not yet.

1988

Everything changed for America in 1988: This was the first year you could buy an M3 in the United States. The main differences for the U.S.-spec car were a revised air intake (perhaps for EPA noise regulations), and the replacement of the dogleg transmission with a conventionally-arranged five-speed that also sported an overdrive fifth gear. With the taller fifth gear, U.S. cars received a 4.10:1 final-drive ratio.

Back in Europe, this year also heralded the next M3 Evolution (EVO II), bringing 220 hp, 16-inch BBS alloys, front brake ducts, thinner glass on the rear and side windows, a lighter decklid, and a slightly more aggressive body kit and spoiler. BMW only made 501 EVO IIs, and this was reportedly the first BMW to have an “M” plaque on the center console.

In order to celebrate the 1988 European Touring Car Championship title, Munich built 148 examples of another special model, the M3 Europameister. Each was finished in Macao Blue and sported BMW’s “Extended” gray leather interior (much of the cabin was wrapped color-matched hides, not just the seats). These cars bore a commemorative plaque signed by factory racing driver Roberto Ravaglia and 16-inch wheels.

1989

There were notable changes for all M3s this year, as mid-year improvements included the reintroduction of more conventional halogen headlights, fixed quarter windows, aluminum front control arms, an M-Technic II steering wheel (thicker rim and the “M” logo), and a power bump to 212 hp, even with a catalyst. New-for-’89 options included heated seats and a power glass moonroof. In September, a driver’s airbag became standard for U.S.-spec models, bringing with it a more sedate four-spoke steering wheel.

Much like last year’s Europameister, BMW made two M3 special editions for 1989: The Cecotto (505 units), after factory race ’shoe Johnny Cecotto, and a U.K.-exclusive M3 Ravaglia (25 units). Both models wore the body kit previous seen on the EVO II and were finished in unique colors (Misano Red, Macao Blue, or Nogaro Silver). They also featured a cam cover/intake manifold finished to match. Chrome tailpipes, thin rear-window glass, and a set of 16-inch BBS wheels with black centers rounded out the exterior upgrades, though the Ravaglia went a step further and included an adjustable spoiler. Each special edition received cloth seats and a commemorative interior plaque.

1990

While this year brought the safety of a driver’s-side airbag to non-U.S. M3s, the big news was the creation of the ultimate E30: The Sport Evolution (EVO III) began production in late 1989, and only 600 units were produced. Sport Evos wore a larger, 2.5-liter engine cranking out 235 horsepower, plus a unique front splitter and rear spoiler, brake cooling ductwork in lieu of driving lights, thinner glass, a smaller gas tank, a lower ride height, a lighter trunk, wider and recontoured fenders, and a redesigned front grille, the latter for better aerodynamics.

Only two colors were available: Glossy Black or Brilliant Red.

1991

The E30 M3 marked time for its final year, accumulating total sales of 5115 in America and just over 17,000 worldwide. While there may be a handful of American 1991 M3s titled as 1992 models, rest assured they were indeed made in 1991 and simply sat in dealer inventory long enough to require the nominal year change.

Before you buy

The reasons for owning a BMW E30 M3 are plentiful, but there are numerous issues worth considering before committing to a purchase. Probably the most important aspect is proof of service and maintenance: for example, valve adjustments need to happen every 30,000 miles. Rust can be a concern, so check around the license-plate lights, sunroof drains, frame rails, the edges of the body where windshield glass was bonded, the wheel arches, rocker panels, around the taillights, the rear subframe and shock towers, the floorpans, and the battery tray. Accident damage is likely—many E30 M3s were tracked and/or driven hard on the road—so keep an eye out for low-quality paint and body work, and be wary of damage around the radiator support and inside the trunk.

The condition of an M3’s interior is a great indicator of the quality of its ownership history. Aside from evaluating the general condition of the dashboard, carpets, seats, and electronic equipment, look for the numerous items unique to the M3, including the bespoke front and rear seats, the black headliner, the black C-pillar covers, and the unique gauge cluster. Having all the original equipment, including the factory BMW stereo, bodes well for the quality of the M3 in question. If any parts are missing, price replacements online and factor them into the asking price. Speaking of originality, closely inspect the wheels to confirm whether they are M3-specific: Many other five-lug BMW basket-weave wheels look similar but have a different offset. (Factory-spec M3 rims use a +24 mm offset; special editions, +27 mm.)

Outside of owner maintenance and level of abuse over time, E30 M3s display precious few mechanical issues. Oil leaks are common and rear shock mounts tend to have short lifespans, so listen for a clunk over bumps during a test drive. The S14 engine can be hard on engine mounts, so pay attention to vibrations that are pronounced enough to make the cabin annoyingly buzzy—they may need to be replaced.

Because M3s are motorsport-oriented, there’s a good chance the example in question has been on a track. That’s not necessarily a cause for concern, provided that its owner has maintained the car accordingly. (For example, rod bearings are considered a maintenance items on tracked engines.) Be on the lookout for heavy track use (without a stiffening roll cage) by looking for a dent in the roof as the body shell flexes. A former race car may been converted back into a street car, so look for signs of poorly refilled cage mounting holes, body filler from crash damage, missing exhaust parts, damaged bumper covers, aftermarket chips added to the engine-management computer, or missing interior/exterior parts. This last bit isn’t necessarily a deal-breaker, since former race M3s will sell for significantly less than a street car.

Valuation

The Hagerty Valuation team has gained insight into recent transaction prices, but please check here for the most up-to-date values. Unsurprisingly, the highest-valued models in the E30 lineup are the Sport Evolution variants: They normally draw double the price of a contemporary M3. That said, the E30 M3 started to appreciate at a rapid pace starting in 2013–2014 and kept the momentum going through 2018. During that period, the median #2 value increased by an eye-popping 324 percent, though things have quieted since 2019.

The uptick in E30 M3 values has influenced all M3s made on the E36 and E46 chassis. While they have appreciated, however, their trajectory isn’t as radical as that of E30 M3s. To date, Bring a Trailer has sold six E30 M3s for over $100,000, including an 8000-mile original for a quarter-million dollars. Hagerty’s median quoted value is currently set at a more reasonable $51,112, but that number rose 38 percent over the past five years.

The demographic breakdown for E30 M3s likely comes as no surprise for fans of vehicles made in the go-go 1980s. Pre-boomer interest is slim (1 percent), with the lion’s share of E30 M3 quotes coming from Gen-Xers (41 percent) and millennials (31 percent). Boomers are paying attention, too, though at 27 percent they account for a smaller slice of our quote data for this model.

The fact remains that the meteoric rise in E30 M3 values has drawn an extraordinary amount of attention to this vehicle, which has invited a cacophony of opinions on the most desirable configuration. No matter your reasons for purchasing the first BMW M3, always remember to find the right example: one that suits your tastes, comes with a service history, and is in the best condition your budget will allow. Happy hunting.

The post Your handy 1986–91 BMW M3 (E30) buyer’s guide appeared first on Hagerty Media.

After more than a 120 years of constant improvement in car building, it’s easy to look at the XK120 and think “What a sweet old car,” the wistful way you’d look at a Curved Dash Olds or a Benz Patent-Motorwagen. Don’t make the mistake of confusing this glorious Jag for some dusty relic. When it was introduced at the 1948 London Motorfair at Earls Court, the XK120 was a revelation. This was a revolutionary sports car—not only in terms of design, but also technology—capable of hauling itself, a driver and a passenger to 120 miles per hour. At the time, that was faster than any human had gone in any car.

Model Overview

1949

We’re not going to spend a ton of time on the XK120’s development, because some of the world’s most noted automotive historians have written entire books on the subject. Let’s sketch out the basic details of the prototype from 1948, though, because this was a concept car that accidentally made it to wide-scale production, in a form that was almost identical to the car on the turntable.

The start was the XK engine, a 3.4-liter dual-overhead-cam, inline six-cylinder, twin SU H6-carbureted monster mated to a four-speed Moss gearbox. The 160-hp engine had been in stages of development in one form or another since 1944, beginning with the four-cylinder pushrod XG engine. DOHC engines weren’t exactly new at this point, having arrived in some limited production in 1926 and used throughout the 1930s, but they were at the time restricted to exclusive, low-production cars like the Stutz DV-32, or the Duesenberg Model J.

The frame was donated by the Jaguar Mark V, shortened and narrowed, and equipped with a double wishbone front suspension with torsion bars, and a live rear axle suspended by leaf springs. Brakes were drums all around and would stay that way throughout the XK120 production run. The steering was a manual worm and nut box with an enormous wheel set close to the driver’s chest.

The Jaguar XK engine was intended to power a luxurious saloon car (sedan). But while the engine was ready in 1948, the Mark VII wasn’t, and it wouldn’t be until the 1950 model year. With the 1948 Earl’s Court show looming just two months away, Jaguar’s famously autocratic co-founder and lead designer, William Lyons, penned the shape of a new sports car in just four weeks. Using the design, engineers modified a Jaguar Mark V chassis, draped it in some of the most sinuous bodywork ever produced and packed the Jaguar XK120 Super Sport off to the event.

The bodywork on the prototype and the very first XK120s was aluminum skin over an ash framework, but that was when the plan was to build just 200 cars in total. The public’s reaction disabused everyone at Jaguar of that game plan. With a price of £999 (Adjusted for inflation, about £37,150 or $51,000, about 1.5 times the price of a Cadillac Series 62), the Jaguar was expensive, but not Duesenberg expensive. All of the 242 alloy cars produced between 1949 and 1950 were built at the Holbrook Lane facility in Coventry, U.K.

Initially, there was one body style: the Open Two-Seater, or OTS in the U.K., and informally “Roadster” here. No roof. No windows. A cutdown windscreen. Hope for good weather. For a car that was half again as expensive as a Cadillac, they were not luxurious inside. The seats were nicely upholstered in leather, but the door panels were lightly upholstered card stock, and the dash wasn’t much more elaborate. The XK120 featured a full array of clocks from Smiths, dominated by a 140-mph speedometer and a 6000-rpm tachometer.

The “XK” part made sense at the 1948 show, being named for the XK engine it packed under its long bonnet. But at the time of the show in October that year, the “120”— named for the speed in mph the car could attain—was just a guess. The car wouldn’t actually achieve a speed of 126.448 miles per hour, a production car record, for another seven months.

Nevertheless, the Jaguar XK120 prototype caused a literal sensation across the globe, and led to the first example delivered in the United States going famously to Clark Gable. According to chassis numbers at the Jaguar Heritage Trust, which keeps intricate records of production, a total of 27 right hand drive Roadsters and 70 left-hand-drive examples were produced.

1950

If Jaguar was going to actually ramp up to full-scale production, steel was the way it was going to happen, and in the 1950 model year, the production began to shift to steel sheetmetal wrapped over an ash framework. That shift, combined with the increased production, were the big revisions for 1950. The Jaguar Heritage Trust shows that for 1950, Jaguar produced 490 right-hand drive Roadsters and 1,025 left-hand drive Roadsters.

1951

The XK120 Fixed Head Coupé (FHC) arrives for the 1951 model year. These were intended to be much more practical automobiles, and with the exception of two right-hand-drive cars, they were all headed to the export market.

The FHC debuted in March of 1951 at the Geneva Auto Show. Unlike the Spartan XK120 Roadster, the FHC began to play the luxury angle along with the practicality of an enclosed passenger compartment with a fixed roof and roll-up windows. Instead of a simply upholstered dash, the FHC driver stared at a gorgeously figured slab of walnut. It was a gentleman’s club on wheels.

The XK120’s bodywork, by the way, isn’t just a Roadster with a roof hastily grafted on top. The Roadster’s windscreen is supported by chrome uprights bolted to the bulkhead, while the FHC has an A-pillar molded to the cowl. The roof is an almost egg-shaped pod that not only covers the passenger compartment, but also provides some cargo room on a package shelf behind the seats—at least large enough for a lapdog and a handbag. Along with the winding windows, FHC drivers got a pair of triangular vent windows, fixed quarter windows and a letter-slot sized backlight. The doors had chrome exterior handles.

1951 also introduced the “SE” specification XK120, via Service Bulletin 95A. Along with wire wheels for better brake cooling, SE cars boosted horsepower to 180 at 5300 rpm with higher lift cams and dual exhaust pipes. The same service bulletin also announced that Jaguar would offer a close-ratio gearbox for competition use,

According to the Jaguar Heritage Trust, for 1951 Jaguar built 434 right-hand drive Roadsters, 699 left-hand drive Roadsters, 2 right-hand drive Fixed Head Coupés, and 214 left-hand drive Fixed Head Coupés.

1952

1952 essentially carried on with no major changes from the 1951 model year. But it was the busiest year yet for XK120 production. The Jaguar Heritage Trust shows for 1952: 110 right-hand drive Roadsters, 1592 left-hand drive Roadsters, 1 right-hand drive Fixed Head Coupé, and 1356 left-hand drive Fixed Head Coupés.

1953

This model year introduced another all-new model, the XK120 Drop Head Coupé or DHC. The DHC sought to split the difference between the sheer exhilaration of the open-top motoring and the practicality of a roof and good windows.

Like the FHC, the DHC has a true A-pillar, rather than bolt-on windscreen uprights. Similarly, the doors were shared with the XK120 FHC, with chrome exterior door handles, winding windows and pivoting vent windows. In place of the hard roof is a folding canvas top, lined for warmth and noise reduction inside. And similar to the XK120 FHC, there’s a small package shelf behind the seats. Buyers also got the more luxurious walnut dashboard in the Drop Head Coupé.

Beginning in 1953, agents and dealers could build their own version of an SE (or an M for “Modified” XK120 in the US), with a C-Type head, and larger twin SU H8 carburetors for a boost to 210 hp. Simultaneously, with some head and manifold work at the dealership, the C Type head and twin Weber DCOE carbs could bring the horsepower figure to 220.

Jaguar Heritage Trust records for 1952 show 107 right-hand-drive Roadsters, 1202 left-hand-drive Roadsters, 106 right-hand drive Fixed Head Coupés, 736 left-hand-drive Fixed Head Coupés, 167 right-hand-drive Drop Head Coupés, and 101 left-hand-drive Drop Head Coupés.

1954

By August of 1954, XK120 production had ceased to make way for the all-new XK140. There were no major changes for the 1954 model year. The Jaguar Heritage Trust shows for 1952, Jaguar produced: 22 right-hand-drive Roadsters, 1846 left-hand-drive Roadsters, 83 right-hand-drive Fixed Head Coupés, 176 left-hand-drive Fixed Head Coupés, 126 right-hand-drive Drop Head Coupés, and 369 left-hand-drive Drop Head Coupés.

Before you buy

This may come as a shock, but with a British car made of thin steel sheetmetal over ash framework, you need to be aware of rust. Everywhere. In the fenders, around the headlight buckets, on the frame, in the door pillars, etc. If you’re one of the well-heeled who might be interested in an alloy-bodied car, don’t think those are totally immune from corrosion, either.

On the plus side of the ledger, these are body-on-frame cars, and for the purposes of restoration, that’s “easier” than a monocoque. Regardless, it’s imperative to get a prospective XK120 on a lift not just to see what’s underneath, but to see if the doors will open and close while it’s up there. If they won’t, you’ve got a car that’s going to require significant work in the near future. The number of cars with original paint have to be in the ones and twos at this point, if they exist at all. Despite their age and value, a good number of people still use these cars regularly, and you’ll see examples (like the one in our video) with visible bubbling. Sketchy paint is also worth noting.

Thousands of these cars had their plain steel wheels and center caps jettisoned in favor of the wire wheels that were part of the SE models, to the point where you hardly see the steel wheels. That’s too bad, because despite the nominally better brake cooling offered by the wire wheels, the body-color steelies look great.

XK120s were hand-fitted vehicles at the factory, which means each unit is a bit on the unique side. If you’re embarking on your first restoration, maybe consider a Camaro or a Spitfire before you work you way up to something like this. Lucas electrics get a bad rap, but this is about the simplest electrical system in an automobile. The problem now is the age. Even cars that had their wiring sorted in the 1980s are going to be riding around with 35-year-old wiring. Don’t be surprised if it needs attention.

Like the electrical system, the engines have likely seen rebuilds and upgrades over the years to cure front and rear main seal leaks and corroded head gaskets. Older restorations are probably ready for their second major overhauls at this point, but XK120s that were restored 30 to 40 years ago probably didn’t get used the way they did when they were new.

The big issues to address—if they haven’t been already—are related to cooling. You’ll need an aluminum radiator and an electric fan. That’s pretty much mandatory if you choose to drive one. If your intended car is to be trailered everywhere, you’ll probably opt for authenticity rather than functionality. Similarly, a driver XK120 will benefit from an electric fuel pump and an electronic ignition conversion from a supplier like Pertronix.

A boatload of these cars have had five-speed conversions now, because the Moss ‘boxes are getting old. There are folks like Quantum Mechanics Ltd. in Connecticut that specialize in rebuilding the Moss gearbox, so you can always investigate that route. Early XK120s used ENV-type differentials, which are often converted to later Salisbury units. From 1952 forward on, the XK120 used the Salisbury 2HA differential, which is generally stout. Major parts are getting scarce, though, and it’s not surprising to see that differential swapped with something from Dana.

Don’t be surprised to find XK120s with power steering upgrades, especially if they were driven often. The dinner table-sized steering wheel helps, but it definitely still requires effort to turn unassisted at low speeds.

Valuation

It should be pretty obvious that the initial handful of alloy Roadsters are dramatically more expensive than the steel-bodied cars. The Hagerty Valuation team says that these versions generally carry a price tag over twice as much as the next most expensive body style, but please check here for the most up to date values.

Despite being more rare, the Drop Head Coupés generally trade for about the same as the Roadster. If you could compare this car to something in a stock portfolio, the XK120 would be IBM, experiencing some ups and downs over the years, but with minor fluctuations over the long run . A #2-condition (Excellent) SE that might have traded for $137,000 in 2009 probably peaks at $138,000 today.

SE cars aren’t dramatically more expensive than a standard XK120. A 1952 XK120 in #2 condition hovers around $130,000. Is the 20 hp worth $8000? The highest price realized for an XK120 in Bring A Trailer’s listings over the last two years was $276,000, but that was Clark Gable’s car. In the last 12 months, an 1950 alloy XK120 traded hands for $199,652. Meanwhile, back on Earth, there’s been solid action in the $92,000 to $95,000 range, with representatives including a Fixed Head Coupé, a Roadster with a five-speed conversion, and a Drophead Coupé.

A full half of the insurance quote requests processed by Hagerty were from baby boomers, who represent 39 percent of the total collector car market. Preboomers made up the next chunk at 24 percent of the quote requests, which is, again, an outsized proportion compared to this demographic’s claim to just seven percent of the overall hobby. Gen Xers, who represent 31 percent of the market, only requested 17 percent of the quotes Hagerty processed. Millennials were an 8 percent slice of the quote pie, making up 5 percent of the market overall.

The XK120 is one of the world’s most alluring cars, full stop. None of that detracts from just how wonderful these cars are to drive. The exhaust note is magic. The butt-on-the-tarmac driving position behind that giant tiller and long hood is unlike anything from the last six decades. Despite archaic technology, this is a car built to go fast for long periods of time, provided you’re brave enough. An hour in an XK120 is pure time travel, and that’s as true then as it is now.

The post Your handy 1949-53 Jaguar XK120 buyer’s guide appeared first on Hagerty Media.

There’s a lot of attention surrounding the Ford Bronco now that—finally—after a 25 year hiatus, a new Bronco is set to roll into garages all over America. While the 2022 Ford Bronco is obviously a completely different beast than the first-generation Broncos from 1966 to 1977, its design avoided replicating the style of the three other generations of the full-size Bronco. And the ways the new Bronco tipped its hat to the original model are clear, especially when you dig into the year-to-year changes of the original.

Model Overview

1966

There’s no doubt that Ford product manager Donald Frey and Lee Iacocca wanted a piece of the action that Jeep and International Harvester were enjoying with the CJ-5 and Scout 80, which together sold over 30,000 units a year combined. Not to mention Ford was no stranger to the concept, as they built over 270,000 Jeeps during WWII, and in 1951, designed the M-151 or “MUTT,”which became the successor to Willys’ M38A and M38A1. Ford was hungry for a piece of the sport-utility pie.

Prototype Broncos arrived in January of 1966, overseen by Ford engineer Paul Axelrad. Their aim was to succeed in the areas where the CJ-5 and the Scout 80 fell short (both had short wheelbases but neither were particularly maneuverable). Neither the Jeep nor the Scout had a six-cylinder engine (when the first Bronco prototype was tested) and they both had a narrow track, leading to rollovers on sidehills.

While the Bronco may seem primitive compared to modern vehicles, the production version that launched on August 11, 1966 solved every one of the competition’s shortcomings. The 92-inch wheelbase is shorter than that of both competitors, enough to achieve a 33.6-foot turning radius—three feet smaller than the CJ-5 and a staggering 9.5 feet smaller than the Scout 80. The Bronco also used a much more sophisticated “Mono-Beam” front suspension with coil springs and radius rods up front, offering a smoother ride and allowing the wheels to turn more effectively. The setup includes a one-inch diameter track bar for lateral stability. And at 57.4 inches, the Bronco had a track four inches wider than the CJ, plus better brakes, with 11-inch drums up front and 10 inch drums in the rear.

The only engine available in the first Bronco was the 102-hp 170-cu-in six cylinder, a dramatic upgrade over the Jeep’s four-cylinder engine. (For the 1966 model year the CJ got an optional Dauntless 225 V-6.) In the Bronco brochure from 1966, the 200-hp 289-cu-in V-8 was promised for “mid-March” of 1967.

The transmission was better, too. The Bronco’s three-speed manual was the first fully synchronized transmission in any 4×4 vehicle available in the United States. The Bronco also used a Dana 20 transfer case with a single T-bar shift lever with a positive lock knob, similar to the shifter on a Mustang, versus the Jeep’s Dana 18 with twin sticks.

Mechanicals aside, the Bronco was well appointed inside compared to the CJ or the Scout. The package included rugged features like a fold-down windshield and vacuum operated wipers, but the Bronco also had doors with roll-up windows and a frame for the glass. Remember, the CJ-5 lacked doors unless you went to aftermarket suppliers like Koenig, Meyer, or Sears. The Bronco sported standard items like turn signals (an add-on for Jeeps), a padded dash, seat belts, and windshield washers.

The 1966 Bronco was also available in three separate body styles, the first being a Bronco Roadster with no roof, and a swooping, dogleg-style door opening similar to the CJ-5’s. A vinyl top was available from the massive accessory catalog. The Bronco Sports Utility pickup had a full square door opening with a half-cab roof, with a bench seat inside. The cargo area on the Sports Utility was separated by a metal bulkhead, providing a small bed separate from the passenger compartment. The Bronco Wagon had the same full doors, but with a roof that enclosed both cargo and passenger areas, a standard bench seat, optional bucket seats and an optional rear bench seat.

Another Bronco advantage was the full-width tailgate. The tailgate on the Jeep was only the width between the wheel wells, and was held up with chains. The Bronco tailgate had a center latch for one-handed operation, and had a full, 56-inch wide tailgate opening. In this first year the Bronco was available in 10 colors and Ford sold 18,200 units. Not a huge success, but the Bronco was definitely competitive against the CJ-5.

1967

After the big launch in 1966, the changes for 1967 were limited. Padded sun visors moved from the option catalog to the standard features list. The T-bar shifter lost the positive lock knob. Like most vehicles that were anticipating the rollout of new Federal Motor Vehicle Safety Standards, Ford opted for a dual-reservoir master cylinder for the brakes, and mandated backup lights as a standard safety feature. The brakes also became self-adjusting in 1967.

The Bronco also had a few options added to its already long list in 1967. An 11.5-gallon auxiliary fuel tank was added, with the filler neck on the same side as the main tank. Optional packages for all three body styles offered new dual armrests, chrome bumpers, chrome grille, and chrome light bezels.

Color changes resulted in the total number of colors increasing to 13. Ford built 16,100 Broncos for the 1967 model year.

1968

A handful of mechanical changes marked the 1968 model year. A new replaceable, dry air filter replaced the oil-bath unit, and free-wheeling lockout hubs became standard. The disappearing button on the transfer case T-handle made a triumphant reappearance for ’68.

There were a few design revisions, too. New side marker lights were incorporated on the lower front fender, with amber lenses. The interior door handles were revised from a pull-up style to a recessed flipper, for both aesthetic and safety reasons. The option list grew by one item: a new swing-away spare tire carrier, which freed up a significant amount of space in the cargo area. The number of available color choices stayed at 13, and Ford pumped out 15,700 Broncos this year.

1969

There were two notable changes for 1969, and the first was in the engine bay. Gone was the 289 V-8, and in its place came the 302 V-8, with a modest jump in horsepower (to 205 hp) but a significant jump in torque from 282 to 300 lb-ft. Broncos equipped with the 302 got a “302 V-8” emblem on the front fenders.

The second major revision was the elimination of the Roadster body style. It was a slow seller from the get-go, and despite its cheap base price, many more Bronco customers opted for the full cab. A reinforced body structure helped to seal out both water and dust from the passenger cabin. The windshield wipers switched from vacuum operation to a two-speed electric motor after mid-1968 production. Unfortunately, the wiper motor’s location meant that the latches for the fold-down windscreen were now eliminated.

The 1969 brochure shows red rear marker lights on the rear fender and that color availability jumped to 15. Ford sold 19,200 Broncos, the model’s biggest sales year to that point.

1970

Since the beginning of production, Ford offered a Sport package, which it now transformed into a distinct trim level. The Sport trim levels were available on both the Bronco wagon and the Pickup.

Both the front and rear side marker lamps moved north on their respective fenders, to about the belt line, for better visibility. Fuel capacity for both tanks decreased in 1970. The front auxiliary tank dropped to 10.3 gallons, while the main tank was reduced to 12.7. Available color choices rose to 17, and Ford sold 18,500 Broncos in 1970.

1971

In ’71 things got a bit beefier. From ’66 to ’70, Ford used the a Dana 30 up front and a Ford 9-inch in the rear. Beginning in ’71, you got a Dana 44 up front along with the 9-incher out back. Color choices bloomed to 18, and Ford sold 18,700 Broncos.

Bill Stroppe had been campaigning the Bronco and beating the pants off the competition in the Baja 500 and 1000. In celebration, for the 1971 model year Ford participated in production of the Stroppe Baja Bronco. These special editions—only about 650 sold from 1971 to 1974—were sold by Stroppe as new, and featured a Poppy Red and Wimbledon White paint scheme, along with a hardtop with a Bright Blue Metallic roof. Each one had a Satin Black hood to reduce glare. The trucks also received a rear seat, heavy-duty cooling, the swing-away tire carrier, a heavy duty suspension, a unique exhaust, and the extra fuel tank as standard features.

But that was just the bits added at Ford’s assembly line; these special editions were shipped to Stroppe’s facility where final assembly and sales occurred. These are the ONLY early Broncos you’ll find that have trimmed fenders and are actually worth more than a Bronco wagon with uncut fenders. Stroppe’s added riveted fender flares in order to clear the 15 x 8.5 painted steel wheels with Gates off-road tires. Chrome steel wheels were an option. Later Bajas would have Ansen-style slot mags.

Both power steering and an automatic transmission were part of the Baja package, neither of which were available on the standard Bronco. That required a specially cast tail shaft housing in order to buddy up with the transfer case. Bronco Bajas had a GM Saginaw steering box with a custom bracket designed at Stroppe’s facility.

Bronco Bajas also received a unique steering wheel, a roll bar, a trailer hitch and dual shocks at all four corners, along with a unique spare tire cover.

1972

The only mechanical change for ’72 was the shift pattern of the transfer case. Aside from the disappearing and reappearing lockout knob, the pattern had been inline since day one. For ’72, it changed to a J-pattern, which was now standard with a 2.34:1 low range.
The option list got a new Ranger package, which included die-cast FORD letters for the grille, the swing-away tire carrier, a RANGER-branded tire cover, color-matched carpeting and interior panels, cloth high-back bucket seats, wood grain vinyl appliqué on the door panels, racing stripes, a chrome bumper and chrome bezels for the dash.

Additionally, V-8 models lost the “302” emblem, and the spare fuel tank was reduced to a less-helpful 7.5 gallons. Colors were reduced to 17 for 1972 and 18,300 new Broncos found homes.

1973

This was a banner year in terms of driving convenience for the ’72 model year. The 170-cu-in inline-six was phased out and replaced with the more powerful 200-cu-in six. With the exception of the Stroppe Baja Bronco, it would be the first time that a C4 automatic transmission and power steering would be on the option list for the Bronco.

On the demerit side of the ledger, the slow-selling pickup model was discontinued for 1973. But all of these changes meant a sales spike for the Bronco, which was now going on its eighth year of production. The landscape was shifting however, as Chevrolet’s Blazer pointed toward a new direction in two-door SUV design. Still, Ford built 26,300 Broncos, more than it had built since 1969, and its best-selling year to this point, and 17 colors rounded out the palette.

1974

After the big revisions in 1973, the 1974 model year changes were mostly cosmetic. On Broncos with automatic transmissions, the gear indicator was now lighted, and all Broncos with a roof received a dome light in place of a map light. Up until 1974, the order guide included a front limited-slip differential, which was discontinued this year, along with the 4.11 gear ratio. 18 colors were available, and Ford enjoyed another strong year for sales with 21,400 built.

1975

To modify a familiar Ford phrase, you could get any engine you wanted in the Bronco in 1975, as long as it was a V-8. The six cylinder was gone, and in its place was the 302 V-8 with a two-barrel carb. That engine was equipped with a catalytic converter and required unleaded fuel. An engine block heater was added to the option list for Bronco owners in colder climates.

18 colors were available, and after two of the Bronco’s strongest sales years to date, production plummeted to 13,200 units.

1976

Milking the last out of the Bronco, Ford made a lot of changes in this year of America’s bicentennial year. Especially with the brakes—deletion of front drum brakes in favor of discs, 11×2.25 inch drums in the rear, and a variable ratio parking brake. Bronco’s also received a new power steering box that quickened the steering from 5.3 turns to 3.8 turns lock-to-lock, and the 302 received standard Dura-Spark electronic ignition.

The option list grew to include a stabilizer bar, heavy-duty shocks, and a Special Décor Group that included a flat black grille, tape stripes, and bright windshield molding. 14,500 Broncos were built for 1976, available in 16 different colors.

1977

The final year for the first-generation Bronco included a number of significant revisions. The fuel caps were removed in favor of fuel filler doors. Side marker lights were now vertical, and the rear differential housing was revised for extra strength. The standard features list lost two items: the passenger seat was now optional again, which it hadn’t been for years. The padded dash also became an option. Power brakes were added to the option list for the very first time, while the auxiliary fuel tank grew a half gallon (to eight gallons) and was now made of plastic.

The last year for production also served as the most popular. 30,700 Broncos in 18 colors were produced in 1977, beating the best year to this point by more than 4000 units.

Before you buy

There’s nothing mechanical that’s all too scary about a Ford Bronco. Both the 170- and 200-cu-in sixes are solid, largely bulletproof, and relatively cheap to repair. The 289 and 302 V-8s are basic, common engines easily rebuilt by anyone with rudimentary skills. Aside from the linkage for the column-shifted three-speed manual, the three-speed Toploader is about as basic as it gets. Rebuilt examples are readily available for $600, and a rebuild on a matching-numbers unit should be relatively cheap.

The transfer case is a Dana 20, one of the strongest, lightest and most capable T-cases available from the era, which found its way into everything from this light-duty rig to the Jeep J4000 one-tons. The only thing of note is that the front mounting pattern on the case for Broncos is specific, and not compatible with other Dana 20s. They’re available, though, and for not a lot of dough. Differentials are either Dana 30s or Dana 44s up front and a Ford 9-inch at the rear—all plentiful.

That’s the good news. The bad news is that rust destroyed these trucks almost from the moment they arrived on dealer lots. Not only was sheet metal preparation not to today’s standards, their construction underneath seems to be actively foster corrosion. There are shelves, pockets, nooks and crannies where dirt and salt can collect and stay wet, rotting frames, floors, and rocker panels with vigor.

Owners were not always kind, either. These compact SUVs were used up when they were new, and then again by their next owners when they were often built into trail rigs and beach wagons. They were generally destroyed in the process. Ford built hundreds of thousands of Broncos between 1966 and 1977, and the vast majority were trashed. Fenders were cut to add larger wheels and tires, homemade lift kits were installed, and so on.

Luckily, there’s a strong community of people who are dedicated to their preservation. Outfits like Bronco Graveyard offer expert advice, tons of new parts and loads of reclaimed parts to keep these trucks on the road.

1966 to 1977 Bronco Values

The Hagerty Valuation team notes that Bronco values started climbing around 2011, but really hit their stride between 2017 and 2019. (For the latest valuation data, please click here.) For example, from the end of 2016 to the end of 2019, the median #2 (Excellent) value for an early Bronco shot up 84 percent. Roadster models doubled in value, and that story was similar for the V-8-powered wagon. Median #2 value for a 1966–77 Bronco is $53,650 compared to $39,500 for a 1969–72 Chevy Blazer and $28,500 for a 1972–80 International Scout II.

Bottom of the barrel #4 (Fair) condition Broncos are still ranging anywhere from $15,000 to $22,000 depending on the engine. There seems to be little difference in price between automatics and manuals, but the latest early Broncos equipped with power steering seem to be the most expensive.

In the last year, not a single 1966–77 Bronco sold on Bring A Trailer for less than $21,000. A no reserve 1971 Bronco Pickup with rough paint, a 170-cu-in six, a three-speed and torn seats sold in March of 2021 for $21K. While warnings about the values of uncut fenders and original engines are plentiful, the market does not support that speculation: Generally, customized or restomodded first generation Broncos sell extremely well at auctions like Barrett-Jackson. Among the classic Broncos at Scottsdale this year, for example, 60 percent were modified in some way and the average price was over $111,000.

The median quoted value for an early Bronco is $29,600. The quoted value is up 74 percent over the last five years and the number of quotes Hagerty processed over that same timeframe is up 79 percent.

The demographics for first-gen Bronco owners who asked for a Hagerty insurance quote will be a bit surprising to some readers. You might expect that baby boomers who saw these vehicles arrive a couple of years after the Mustang would be the dominant Bronco demographic, but they represent about 28 percent of the audience for these trucks, while making up 39 percent of the hobby overall. Fifty percent of the quotes Hagerty processed for early Broncos came from Gen X, despite making up a slightly smaller percentage of the hobby overall than boomers. In general, however, vintage trucks and SUVs are disproportionately more popular with Gen Xers than any other demographic group. The balance of quotes for early Broncos came from millennials at 20 percent, versus 18 percent of the hobby overall; pre-boomers, who requested 3 percent of the quotes, make up 7 percent of the hobby, and Gen-Zers, who requested 1 percent of the quotes, make up 5 percent of the total collector car market.

Considering the vibrant, reinvigorated interest in the first-generation Bronco from all across the collector car community, if you wanted to get in for a truly affordable price, the time to get one was probably 10 years ago. The desire for two-door SUVs has gone bananas across the board, and first-gen Broncos are perceived as special in comparison to the more common CJ-5, and they have a much larger fan base than the International Harvester Scout. Prices don’t seem to be going anywhere for the moment, so the old adage still rings true: Find the best-condition Bronco you can find in your price range and enjoy the ride.

The post Your handy 1966–77 Ford Bronco buyer’s guide appeared first on Hagerty Media.

What are the odds you’re in the market for a Lexus LFA? If we’re honest, slim. Toyota’s flagship offering enjoyed a 500-unit production run over a brief two years and lacks the prestige of its counterparts from Germany or Italy—but this carbon-fiber, V-10-powered monster is a treasure hiding in plain sight. If you can find an LFA, and you have the cash to afford it, how could you possibly resist?

Production timeline

2000s

Since the LFA’s production run is difficult to document, let’s instead discuss the genesis of the model. The LFA’s story starts back in 2000, when Lexus chief engineer Haruhiko Tanahashi started on a blank-check project to make a supercar incorporating the latest in high-tech materials and assembly methods. By 2001, Toyota’s veteran test driver Hiromu Naruse helped engineers draft the vehicle parameters, a list which reportedly included 500 must-haves. The following year added a third and very important manager to the LFA program: Akio Toyoda. With Toyoda’s clout, you’d expect that the LFA had nothing but blue skies in its future—and, for a while, that estimation proved true.

The first LFA prototype greeted the world in June 2003, and by October of 2004 an LFA prototype was ready for test sessions at Germany’s famous Nürburgring Nordschleife. As of early 2005 the LFA was still slated to be constructed out of aluminum, but that changed in 2007 when a new, somewhat larger vehicle debuted wearing the now-famous carbon-fiber-reinforced-plastic body. By early 2008 we got a look at an LFA roadster concept, which of course never made production.

Starting in May of 2008, the LFA was campaigned four times at the grueling 24 Hours of Nürburgring endurance race. This four-year effort was to ensure the LFA satisfied Lexus’ standards for durability and performance, and it’s been said that Akio Toyoda joined the race team for the 2009 season.

2010

Now halfway into the LFA’s racing career, the $375,000 production-spec LFA began to roll off the lines at Toyota’s Motomachi factory. Taking a page from Mercedes’ AMG division, Toyota assigned a single builder to each V-10 engine, who was responsible for assembling the mill from start to finish. Lexus anticipated that a maximum of 20 LFAs could be made per month in Motomachi.

The sheer range of bespoke options means that LFA color palettes varied widely. Lexus offered three wheel options, six brake-caliper colors, and 28 off-the-shelf exterior colors. (Customers could also specify a paint-to-match color of their choosing.) The interior offered a similar bevy of aesthetic possibilities, as owners could customize both the front and rear colors of the seats, the stitching, steering-wheel leather, carpet, headliner, door cards, console, and instrument panel. Each LFA left the assembly line with a brushed-metal commemorative plaque bearing its serial number. These vehicles are supposedly documented by Lexus, so future owners can learn more about the birth of their respective LFAs.

2011

The extremely rare Nürburgring edition was made this year, and included aerodynamic tweaks, an extra 10 horsepower, and a more aggressive tune for the gearbox. While the “regular” LFA lapped the famous ‘Ring in 7:38, this package blew the doors off that time with a stunning 7:14. This was, at the time, the record lap for a production car at the Nürburgring Nordschleife; but the cost for these accolades and benefits was a hefty $70,000, and production was limited to 50 units.

2012

Exactly two years after production began, the final LFA rolled off the Motomachi assembly line. It was finished in white and had the additional honor of being the final Nürburgring edition.

Before you buy

There is a purity of engineering and a visceral performance attitude to the LFA that is difficult to match, and most people who own one appreciate that. With the high-end construction and track-ready personality, however, must come a willingness to maintain the vehicle to Lexus’ high standards. While service history for an LFA may not be as crucial as documentation for an Italian exotic, any LFA lacking service records from a Lexus dealership should give you pause—but likely nothing more, as checking here for a service history might ease a buyer’s concerns.

That said, keeping a Lexus LFA in top form becomes rather expensive if items beyond ordinary consumables suffer damage or deterioration. Take, for example, the $9500 KYB dampers, the $3800 carbon-ceramic brake rotors, the $8000 transmission bell housing, or a replacement V-10 long-block for the princely sum of $88,000. Collision repair is similarly injurious to one’s pocketbook: A new windshield is $9000, replacement bumpers or fenders are $20,000 (each), and even the bespoke “F” emblem on the fenders costs $5600.

The price tags listed above underscore the need for a pre-purchase inspection if you harbor any concerns with the condition of the LFA in question. Since the best place to put an LFA on a chassis lift will be the service department of a Lexus dealership, inquiring there for said inspection is likely a wise choice. Nobody else knows this vehicle better, so be warned if you wish to take the risk by relying on only a modest visual inspection and a running of the VIN through a service like Carfax.

Since LFAs are made from carbon fiber and aluminum, rust isn’t likely to be an issue, but if any corrosion is found within the undercarriage, factor the cost of repairs into your counteroffer. Also note that, considering the exotic materials used in construction, the odds of any collision repair being performed by an unqualified facility is highly unlikely. Much like the body, the leather-lined interior should look like new, but look up close for an errant scuff or scratch on the LFA’s custom-crafted leather interior. Any other issues unique to an LFA are not well known, so relying on your nearest Lexus dealership for assistance should be considered mandatory.

Valuation

Because of the LFA’s rarity, the Hagerty Valuation team has limited insight into recent transaction prices, so please check here for the most up-to-date values. With limited production comes a smaller data set, but LFAs in #1 (Concours) condition are worth $440,000, significantly more than the original MSRP of $376,000. The even-rarer Nürburgring version (which accounts for only 10 percent of LFA production) is worth about twice as much as a base model: one sold for $912,500 in March of 2019 and another for $918,500 that January. The odds that a LFA Nürburgring version will break the $1 million mark in the near future are high.

While our LFA pricing data runs back to 2017, the model’s value hasn’t changed in the last four years. If this comes as a surprise, consider again the LFA’s 500-unit production run, the brand loyalty of Toyota/Lexus fans, and the subsequent lack of LFAs appearing for sale. Hagerty quote data on the LFA is similarly thin: Our sample size comprises of only 9 policies issued in the last three years. There’s clearly not enough data to know who’s really interested in Toyota’s flagship supercar, but none of that should stop you from considering an LFA purchase. Well, provided you are lucky enough to find one for sale.

The post Your handy 2010–12 Lexus LFA buyer’s guide appeared first on Hagerty Media.

The 240Z was not the only Japanese performance car of its era, nor was it the first sporting vehicle from Datsun. But the Z car stood out from the crowd because Datsun managed to strike the perfect balance between performance, comfort, practicality, and affordability. This was an undeniable, irresistible combination that put Japan on the sports-car map and provided a halo effect for all Datsuns—and, for that matter, most Japanese cars—sold in America. If you’re in the market for an early Z car, the 240Z has your attention for good reason.

Model overview

1969–70

Hot off the heels of Toyota’s high-dollar 2000GT sports tourer in 1965, the president of Nissan Motors USA, Yutaka Katayama, embarked on a mission to make a similar vehicle for Datsun’s American product portfolio. But “Mister K” instead aimed his car at the youth-oriented sports-car market, with a price tag to match. His affinity for the Jaguar XK-E provided the inspiration the design team, for what would become the Datsun 240Z. (Or, as it was known in the Japanese home market, the Nissan Fairlady Z.)

The end result, shown in our buyer’s guide video, is stunning to behold yet completely approachable for most Americans. Built between May and December of 1969, the first batch of left hand drive “HLS30” series 240Zs (538 units) all possessed the Z car’s now signature four-wheel independent suspension, front disc brakes, and the L20 2.4-liter SOHC inline-six. HLS30 serial numbers 1, 2, 3, and 4 were preproduction mules that were subsequently destroyed, but #6, 7, and 8 were used for marketing purposes in the United States. These marketing vehicles were then given to race teams, two of which are campaigned in vintage racing series to this day.

Production stopped in December to accommodate a switch to a different crankshaft, one of many running changes that make the  Z cars difficult to restore to 100 percent factory spec. That said, the “HLS30 Series I” was produced in full swing by June of 1970, with eight exterior and two interior colors. By August 1970 the first Z car with an automatic transmission left the factory gates. A revised valve cover arrived in August, while passive ventilation in the hatchback (with bolt-on grilles) was added later in the year. A robust 17,740 units (16,215 in the U.S.) were sold in 1970, cementing the Series 1 240Z as an instant hit.

1970-71

The end of 1970 through January of 1971 was dedicated to Series I production (calendar year, not model year) the Series II was rolling off the assembly line by February. The Series II 240Z is differentiated by its lack of hatch vents, which were replaced by passive ventilation in the C-pillars (integrated into the “240Z” emblem). Other distinguishing features include hinges that can also hold the doors partially open; steering wheel spokes with actual holes, rather than indentations; push-button seatbelt releases; longer sun visors; a reversible ignition key; twin floor-mounted storage nooks behind the seats; and a redesigned center heating/ventilation register with more louvers. While the color palette remained the same, other changes included a focused reading light with less glare and a speedometer that started, as it should, at 0 mph; Series I speedos inexplicably began with 20 mph.

The Series II also featured a revised defogger switch with integral warning light, improved designs for the oil pressure gauge/wiper motor/headlight harness, and a rear taillight assembly with four bulbs instead of three. All Series IIs sported uprated “HR” spec 175 HR 14 tires, an improvement over the lower SR rating, while a reclining and flip-forward seat was an option for those needing quick access to the rear storage area.

The first Series IIIs were produced in mid-September and boasted a revised four-speed gearbox, new rear suspension/axle geometry (moved 35 mm aft), flip-forward seats as standard equipment, 5-inch-wide wheels (with new wheel caps), a new center console (with integrated warning lights and the rear defogger switch), and the deletion of the gas-door latching mechanism. The buying public responded well, and Datsun sold 38,371 units (33,684 in the U.S.). (NB: While a new seatbelt buzzer, seatbelt warning light, and retracting seatbelt spools were added to the Series IIIs, they were likely present only on units built after December of 1971.)

1971-72

As Series III production continued in 1971 and through the 1972 calendar year, it’s a safe bet that everyone knew how to defeat the aforementioned (and likely obnoxious) seatbelt buzzers by January of ’72. But another notable Series III change was the switch from vertical to horizontal rear-window defogger lines.

While there were still eight exterior colors offered in this year, Datsun did a bit of shuffling to include metallic brown, a hue that reflected the bell-bottom era in which the 240Z thrived. Datsun offered a surprising wealth of interior color choices this year—seven in total. The Series III 240Z soldiered on with no other discernible changes until its demise in August, 1972. Just like every other car sold in America at this time, the new Series IV took a turn for the worse.

The new Series IV was redesigned to meet federal safety and emissions requirements, which necessitated a revised cylinder head (E-88), emissions-friendly “flat top” SU carburetors (though some suggest they came in 1973-only), and redesigned bumpers able to withstand a 2.5-mph impact. The latter required a heavier chassis structure, and the added weight at each end suppressed the 240Z’s light, tossable nature. The dampened performance didn’t seem to discourage buyers, however, because sales soared to 58,053 units (52,628 in America), proving the strength of the Z car’s bang-for-your-buck proposition during that tumultuous time.

Other changes for ’72 are less infamous, such as fiberglass (rather than steel) headlight buckets, intermittent wipers, backlit heating/ventilation controls, and a pull-out knob, rather than a toggle switch, to control the hazard lights.

1972-73

Production of the Series IV 240Z remained unchanged as 1972 became 1973, and the original Z car quietly disappeared as the new 260 Z began rolling off the assembly line in July 1973. The eight exterior colors were modified yet again, while interior colors were cut to five. The last 240Z was reportedly built in August, so it’s a safe bet that a majority of the 50,452 units built in ’73 (45,588 for America) were indeed Series IV models.

Before you buy

There’s plenty to love about the Datsun 240Z, but finding one that won’t eat a hole in your wallet may be more challenging than you anticipated. Rust is a well-known, highly documented problem in these cars: inspect for rust under the battery tray, in the wheel arches, around the windshield, in the fender behind the front wheels, in the rocker panels, floorboards, and around the rear hatch. Unless you are looking at a high-dollar restoration performed in recent memory, even a proclaimed “rust-free” 240Z could have rot issues somewhere.

Even if rust has been addressed, watch out for poorly repaired areas that use fiberglass patch panels or copious amounts of body filler to achieve a smooth surface. Don’t dismiss such an example out of hand, however: Most sheetmetal is now available in the aftermarket. After assessing the metalwork, evaluate the condition of rubber parts in the suspension, the powertrain, and the body weatherstripping. Most, if not all, rubber parts are readily available, so factor in the cost of fixing any rubber bit that doesn’t pass muster. As always, remember that tires lose the majority of their performance potential after 7–10 years, so take a look at the date code stamped on the sidewall and evaluate whether you’ll need new rubber.

Combine the tips above with a test drive and an examination of all miscellaneous features (lights, gauges, wipers, seat belts, heating/ventilation, etc.), and you’ll be well-equipped to judge whether you’re getting the 240Z you want and whether the asking price is indeed fair. When in doubt, hire a professional automobile inspector to give you a full report.

The only remaining issue is that of authenticity. The 240Z had numerous running changes (as mentioned above), so thoughtful checking of part numbers and factory stampings will be necessary to ensure you’re buying a 240Z with a pedigree. Avoid sellers asking for top dollar who don’t provide paperwork or visual proof to demonstrate the authenticity, originality, and condition of their 240Z. If exhaustive or extensive originality isn’t a concern for you, consider these rules to be far more flexible.

Many examples were modified over time, up to and including radical changes like V-8 engine swaps. If you’re a casual driver looking for more modern performance, consider the advantages of upgrading from the 1978–83 Datsun 280ZX parts bin: four-wheel disc brakes, five-speed transmissions, larger radiators, 2.8-liter short block, etc. will improve the experience without significantly changing the 240Z’s classic demeanor.

Valuation

Ten years ago as of this writing, a 240Z in #2 (Excellent) condition was worth roughly $20,000; now, that figure has jumped to $54,500 (check here for up to date values). Values been ticking up since 2015 and showed some of the strongest growth between 2015–18, when they increased by 74 percent. In the first four months of 2021, #2-condition values have already increased 42 percent.

Outliers like recent six-figure transactions (here, here, here) have led us to raise prices, but 240Zs in all conditions have been selling for more and more money. While we currently place the 240Z in Hagerty’s Affordable Classics Index, it’s clear that times have changed: Our median quoted value of $18,300 may seem low, but this figure has actually increased 52 percent over the past five years.

Who’s interested in these cars? The demographic skews toward younger enthusiasts—principally, toward Gen Xers and millennials, who together account for half of our 240Z quotes. Millennials may only comprise 18 percent of the market, but their interest (26 percent of all 240Z quotes) is exceptionally strong. Gen Xers represent 24 percent of quotes for these cars, and Boomers carry the largest share, at 38 percent. That the demographic of potential 240Z buyers skews toward younger enthusiasts is likely connected to Z cars’ reliability and ease of ownership, qualities which these age ranges prioritize when scoping out a classic vehicle.

With prices rising and interest waxing stronger, the best advice remains simple: Find a Datsun 240Z with the least amount of rust and in a condition that’s up to your standards. And of course, choose the best example you can afford.

The post Your handy 1970–73 Datsun 240Z buyer’s guide appeared first on Hagerty Media.

Is there a better way to celebrate 100 years in business than by re-creating one of the most ambitious, inspirational vehicles from your past? That’s what happened with Ford’s stunning 2002 GT40 concept car, which previewed the instantly-adored 2005–06 Ford GT production car. While the shape is a clear nod to the original Le Mans-winning GT40, and there’s even a hidden 100th anniversary Easter egg (look closely at the driver’s side headlight), the Ford GT had real performance chops underneath its retro references. No matter how you slice it—gruff V-8, purposeful interior, low-slung silhouette—there’s plenty to love when it comes to the first generation of Ford’s celebrated supercar.

Model overview

2005

Sporting a cutting-edge superplastic-formed frame, a stunning aluminum-paneled body penned by Camilo Pardo, a bespoke version of Ford’s 5.4-liter Modular V-8 with a Lysholm twin-screw supercharger, a Ricardo six-speed manual transmission, the instrument panel’s structural magnesium cross beam, and a “ship in a bottle” fuel tank, the limited-production 2005 Ford GT wore a relatively affordable sticker price of $139,995. That’s far from chump change, but the GT’s performance in many cases bested that of its competition. Hagerty’s own editor-in-chief, Larry Webster, tested the Ford GT in a 2004 Car and Driver comparison test and proclaimed, “We know of only one car that would surely outrun the Ford—the $659,000 Ferrari Enzo.”

Surely confident following such praise from across the media landscape, Ford instituted a $10,000 price increase on all Ford GTs made after June 2005.  Other running changes were far more modest, including a mid-year deletion of a screen in front of the radiator (for added cooling), a revised clamshell release (helper springs replaced the rubber stops), and a switch from solid tubes to stainless flex hoses for the transaxle’s oil pump.  Early production versions used a speedy sleeve to stop a leak at the crankshaft, and no problems have been reported with this fix. The most noteworthy mid-year change, however, concerned the rear suspension control arms: Early-build models had a recall (after one car had a control arm failure) in which a set of high-dollar, truly gorgeous billet aluminum wishbones replaced the cast aluminum originals. Later 2005 models were factory fitted with the billet arms, but once the casting issue was resolved all subsequent models reverted to the original design.

Options for the Ford GT were fairly plentiful: McIntosh stereo with a subwoofer between the seats ($4000), BBS forged wheels ($4000), painted center racing stripe ($5400), red or grey brake calipers ($750), and the very uncommon side stripe delete ($0). Ford GT colors included Centennial White, Mark II Black, Mark IV Red, Midnight Blue Metallic, Speed Yellow, and the 2005-only Quick Silver Metallic. A total of 2027 Ford GTs were made this year.

2006

Probably the most notable change for 2006 was the availability of the “Heritage Blue Livery” paint scheme. More commonly known as the Gulf Oil livery made famous by race cars in the 1960s, this was a $13,000 option that found 343 buyers. Ford added a far more subtle Tungsten gray to the color palette, which proved popular and adorned 541 GTs. The other colors remained unchanged: Centennial White, Mark II Black, Mark IV Red, Midnight Blue Metallic, and Speed Yellow.

Other than the new colors, changes for 2006 included a switch from a silver to a black finish on the brackets holding the engine oil reservoir to the frame, and the deletion of a painted clip mounted over the top edge of the clamshell that blended in the gap between the roof panel and rear clamshell. A total of 2011 Ford GTs were made for the final year of production.

Rarities

Because of the GT’s low production and exclusive clientele, it appears that some important people successfully added a dash of uniqueness to their GT. The first and most obvious example was the GT made for CEO Bill Ford, as it sported door sill plates with his name. Supposedly there’s at least one Ford GT with a radio delete, but there are a few cases of unique colors rolling off the assembly line: A 2005 model finished in Ford’s Sonic Blue, as well as a single blue GT with silver (instead of white) racing stripes. There’s also, supposedly, a 2005 GT finished in the Gulf Oil colors without the unique livery scheme (i.e. Gulf Blue body with orange racing stripes) that predates the 2006 GT Heritage.

At least three pre-production Ford GTs were sold instead of scrapped, including this Nardo test car. Aftermarket coachbuilder Gennadi Design Group offered GT owners—especially those who grew weary of ducking under their doors—a roadster conversion called the GTX1. Approximately 40 were completed, equipped with unique body panels, valve covers, door sills, and a serialized number plaque, all for a $38,000 upcharge.

What to look for

When considering to purchase a Ford GT, it is important to note how unique its blend of cutting-edge supercar design and homegrown, Ford parts bin design makes it both an exciting and unique vehicle to own. Before we proceed, the first thing is to remember to duck down when exiting a Ford GT, otherwise you run the risk of banging your head against those uniquely shaped doors.

Once you clear the door’s hurdle, make sure your test drive doesn’t include starting in third gear, as the gated shifter renders that mistake easier than you might expect. Though this is a supercar, a pre-purchase inspection for a GT should proceed much like any other collector car (i.e. make sure every feature, button, and switch works as intended) but be extra careful of the tires: Dry-rotted tires are commonplace on low-mile vehicles and performance (not to mention) suffers significantly because of it. Considering the GT’s power and its lack of traction control, tire condition is crucial. If the rubber is 7+ years old, factor tire replacement into the asking price in order to safely enjoy driving it on the road. And when driving, allow time for the gearbox to heat up before driving aggressively; sometimes shifting will be difficult until it warms up.

While this isn’t an exotic in the way of a Ferrari or Lamborghini is, having service documentation is essential justification of a GT’s advertised condition. While Ford’s off-the-shelf components will be somewhat affordable to repair, make sure the dry-sump oiling system pump belt has been serviced (as per owner’s manual requirements), its aluminum body is free of collision damage (especially if you are looking at a rear bumper-delete GT) and signs of errant belt buckles scraping paintwork near the battery. Perhaps all that’s needed is a quick visual inspection and a running of the VIN through a service like Carfax, but a better solution is having a professional inspector examine the body for signs of “off the books” accident repair. If you see issues that neither you nor a local shop can address, contacting the GT Guys to discuss your concerns might be a good plan of attack.

Much like the body, the leather-lined interior should remain scratch and scuff free, especially around the lower half of the door cards. There is an issue with corrosion on the magnesium center console, and refinishing may or may not permanently resolve the issue. A very well cared for Ford GT will have minimal wear on the seats, showing previous owners took the time to enter/exit carefully into the cabin. Other common problems unique to Ford GTs are dashboard gauge problems, half-shaft bolt failures (addressed in a recall), fuel filler door issues (mitigated by not letting the fuel nozzle rest when refilling the tank), and the omnipresent Takata airbag inflator recall. Speaking of shared components, much of what you see inside the GT comes from other vehicles in Ford’s portfolio; interior door handles are from an Econoline van, the steering column is a leather-wrapped version of the one in a Ford Focus, switchgear is lifted from Ford of Europe’s parts bin, and the dashboard vent registers are from the Ford F-150. That said, spotting these cost-cutting measures is difficult for the untrained eye and has the added benefit of making parts replacement easy. Downright cheap, even, consider this car’s rarity and status.

Like the more attainable Fords, the Ford GT has a host of aftermarket upgrades available and some are very desirable. Modifications include a smaller supercharger pulley (with corresponding ECU tune), a Whipple supercharger upgrade, or even twin turbos that can unleash north of 1000 horsepower with only modest effort (i.e. still using the stock motor and 16-fuel-injector induction system). Smaller-scale modifications include an aftermarket cat-back exhaust, transaxle cooler, center console armrest/storage, armrest pads for the door cards, racing harnesses, rear bumper delete, aluminum dress-up bezels for the seats, and even a 2-DIN stereo bezel designed to accept modern audio equipment. If you aren’t looking at a bone-stock Ford GT, ask if the original parts come with the sale, as this helps broaden the car’s appeal and retain its value.

Valuation

The Hagerty Valuation team has gained significant insight in to recent transaction prices for the 2005–06 Ford GT, but please check here for the most up-to-date values. There was a significant increase in value from 2012–16, as condition #2 (Excellent) examples rose in value a robust 88 percent. Things have leveled off, because from 2016 to today the value is up only 4 percent, but the ceiling could turn out to be much higher. As with many low-volume supercars, most of these examples have three or low-four-digit odometer readings and are essentially in like-new condition.

Over the last five years, the average price at auction for 2005–06 Ford GTs was $330,680. Our data suggests you can count on a $4000 premium for BBS wheels, $3000 for factory stripes, $2500 for the McIntosh stereo, and $900 for painted calipers. Notable sales in recent memory include a 2.4-mile 2006 Heritage for $533,000, along with $522,500 for Chassis #2 with only 223 miles on the odometer. And to show the GT’s meteoric rise, GT #2 sold for $242,000 in 2012 and for $451,000 in 2015. If you are looking at one of the 200 Ford GTs sold in Canada, note they cannot be legally imported to the U.S.A. (yet!) because of federal safety regulations. European GT enthusiasts have about 100 units officially imported to Europe to consider, and they tend to command a premium in that market.

Hagerty’s insurance data shows that 2005–06 Ford GT quoted values are up 4 percent over the last three years, while the number of quotes is up 12 percent in the last 3 years. On the demographics front, Preboomers make up 6 percent of quotes for Ford GTs, which is about on par with that group’s 7 percent of the total collector car market. Considering the car’s price tag, it might come as no surprise that boomers comprise 54 percent of quotes compared to 39 percent of the overall market. Gen Xers, millenials and Gen Z make up 26/10/3 percent of quotes and 31/10/3 percent of the market, respectively.

The post Your handy 2005–06 Ford GT buyer’s guide appeared first on Hagerty Media.

It’s kind of hard to believe today, when Mazda struggles to sell 10,000 Miatas annually, but there was a time when Mazda’s beloved roadster landed in more than 25,000 driveways each year. If you were paying any attention at all in 1989 and 1990, the NA (first-generation) Miata seemingly came out of nowhere, and suddenly it was everywhere you looked. Known globally as the MX-5, the Miata reinvented a vehicle segment in ways that its contemporaries like the Toyota MR2, the Australian Mercury Capri, and even the Pontiac Fiero never could. And, perhaps more importantly, it thrived.

Model overview

1990

After its debut at the Chicago Auto Show on February 10, 1989, the NA Miata went on sale in the United States in May as a 1990 model year. Sporting an all-steel monocoque with an aluminum hood, the Miata’s design was a collaborative effort by Mazda’s Tom Matano, C. Mark Jordan and Masao Yagi, at the behest of Bob Hall, a former journalist who secured a position at Mazda based on his sketches of a two-seat sports car.

The 1990 Miata was equipped with a BP-ZE 1.6-liter, normally aspirated four-cylinder derived from the Mazda 323, but capped with a unique cast aluminum cam cover. The only available transmission was a five-speed manual (sourced from the home market 929) and a 4.30:1 differential fed power to the Miata’s rear wheels. While an open differential was standard fare, a viscous limited-slip differential was optional.

The Miata was available in one trim level for 1990, but with two significant option packages; Package A included power steering, a leather-wrapped steering wheel, alloy wheels, and an AM/FM cassette player. Package B included everything in Package A, plus cruise control, power windows, and headrest speakers.

There were also a handful of standalone options for the first year: the aforementioned limited-slip rear diff, a removable hard top with a glass back window (finished in red only), air conditioning, and a CD player (which required either the A or B Pack).

Three exterior colors were available initially: Classic Red, Crystal White, and Mariner Blue (informally known as “Superman Blue.”) Later in the 1990 model year, Mazda introduced Silver Stone Metallic, a color that’s sought out by enthusiasts.

1991

The second model year brought a handful of minor changes. Months into the 1991 model year brought a change to the crankshaft nose, which eliminated a fair bit of stress when it came time to change the Miata’s timing belt. (More on that later.)

The biggest revision was to the option list, as a four-speed automatic transmission (which precluded ordering the limited-slip differential), and anti-lock brakes were made available. If a Miata has ABS, it also has the B Package. The hardtop was also available in a wider range of colors (except for you, Silver Stone metallic).

The 1991 brochure introduces the Miata’s first Special Edition (SE), sporting a British Racing Green exterior with a tan leather interior. This was the first time leather was available. While the SE is referenced in the Miata brochure, it also had a unique four-page pamphlet. The SE was a full B-package car, plus air conditioning, cruise and a CD player. The SE also included a Nardi wood shift knob, wood parking brake handle, and a tan tonneau cover, though some suggest the tonneau was also shipped in black. The only options were ABS, the hardtop and the automatic transmission. Just 4000 SEs were built.

1992

For 1992, all Miatas received a rear suspension cross brace for additional rigidity. There were two new colors, Brilliant Black and Sunburst Yellow, that latter of which came at a $250 upcharge. Despite not being a Special Edition, Sunburst Yellow Miatas (all A Packages) were indeed special, as they are a one-year-only color that’s now desired by collectors. Just 1519 Miatas were sprayed Sunburst Yellow, far fewer than the actual “Black Miata” special edition (4626) which was finished in Brilliant Black with a tan top and tan leather guts.

Unlike the fully loaded 1991 Special Edition, the Black Miata started as an A Package car. That included power steering, leather steering wheel, alloy wheels, AM/FM cassette stereo, and buyers could layer on the new, Black Miata-only C Package, with the Nardi wood shift knob and hand brake handle, stainless sill plates, BBS 14-inch alloy wheels, plus all the B-package contents including cruise control, headrest speakers, and a new power antenna.

1993

An all-new chrome emblem was added to the Miata and all Mazda products for 1993. The emblem (mounted on the Miata’s nose) depicted a smooth diamond with a hole in it (that hopefully doesn’t look too much like Renault’s logo) and Mazda was so keen to the design it also replaced the traditional block “MAZDA” script on the alloy wheel’s center caps.

There were no huge mechanical changes for 1993, but the option packages shifted around quite a bit. The A Package now included new power mirrors. B Package cars now had the power antenna from last year’s C Package. For 1993, the C Package included all the B Package material, plus a tan top and tan leather seating surfaces. Those tan bits are likely why the C Package was unavailable on Miatas painted Mariner Blue. The only change to the option list was a new Mazda Sensory Sound System, which added a silver-faced cassette/CD Player, digital sound processing, two full range door speakers, two sill-mounted tweeters, four headrest speakers and two seatback-mounted bass transducers. This extensive audio upgrade required the B or C Package.

The special edition for 1993 was no longer “special.” Now called a Limited Edition, this Miata had a black exterior with a brilliant red leather interior, and a tonneau cover with a black top. Mazda built just 1,500 numbered Limited Editions and threw everything they could at them: Nardi leather shift knob, 14-inch BBS alloy wheels, Mazda Sensory Sound System, stainless sill plates, Sport Suspension (Bilstein shocks and revised springs), rear spoiler, front air dam, rear skirt, air conditioning, ABS, limited-slip differential, and everything from the A and B Packages.

1994

1994 was a big year, including the first major mechanical change since 1991’s automatic gearbox. The 1.6-liter gave way to a 1.8-liter four-cylinder, offering a boost of about 15 horsepower. Along with a number of mechanical changes to allow for the jump in horsepower, the rear differential “grew” slightly taller, increasing to a 4.10:1 ratio from 4:30:1. Additional chassis bracing improved torsional rigidity yet again.

Along with the improved engine came a host of smaller revisions, including larger brakes and newly designed alloy wheels. The optional differential also got a major change: The viscous limited-slip departed and in its place was a new Torsen limited-slip, a prized option by anyone interested in racing the Spec Miata series. All A Package cars were equipped with the Torsen. For 1994, Mariner Blue bowed out and was replaced with Laguna Blue Metallic.

The contents of the A, B, and C Packages stayed the same other than the Torsen, but there was an all-new addition: The R Package. The R included a Sport Suspension with Bilstein shocks, a rear spoiler, a front air dam, a rear skirt, aluminum wheels and the Torsen. You couldn’t buy an R Package with power steering, or the B or C Packages. At $1500, the R Package wasn’t cheap. It also replaced a Special or Limited Edition that year, and only 1218 were made.

1994 also marked the debut of the M Edition, this year in Montego Blue Mica, with tan leather, a tan top boot and tan top. Inside the M Edition included a Nardi wood shift knob and hand brake handle, polished alloy wheels, air conditioning, stainless sill plates, custom mats, M Edition key ring, badge and lapel pin, along with all equipment found in the A and B Packages.

1995

There was a reshuffling of packages again this year, as the Miata’s lettered packages disappeared. Replacing the A Package was the more robust Popular Equipment Package (PEP) that included power steering, leather wrapped wheel, power mirrors, alloy wheels, the Torsen differential (manual cars only), headrest speakers, cruise control, power windows, and a power antenna. The only other option package was the Leather Package, which included all the gear from the PEP, plus tan leather seating surfaces and a tan top. The Mazda Sensory Sound System was optional on the Leather Package.

The M Edition was the big news, though. Painted in a bespoke color (Merlot Mica), the M Edition included all PEP equipment and added a tan leather interior, a tan boot, leather Nardi shift knob, 15-inch BBS wheels with high-performance tires, cut pile carpeting, stainless sill plates, air conditioning, a CD player and four speakers, and ABS. The M Edition also had unique floor mats, a unique exterior badge, an M Edition key ring, and lapel pin. Launched at the 1995 Chicago Auto Show, the M Edition was only available for six months, and only 3500 were built.

The R Package still existed in 1995, and just 465 were built. There was also a single new color for 1995, Montego Blue Mica, which debuted on the 1994 M Edition, but was now available across the board.

1996

For 1996, the Miata was OBD-II compliant in keeping with federal regulations. The 1.8-liter four also got a boost to 133 hp, while the interior received a number of minor comfort and convenience updates.

The M Edition was (subjectively) one of the prettiest, finished in a Starlight Mica paint scheme, with tan leather seating surfaces, and a matching boot and top. It also included the Nardi wood shift knob and parking brake handle, 15-inch Enkei five-spoke wheels with high-performance tires, M Edition floor mats, a blue Miata logo on the seat backs, stainless sill door plates, ABS, air conditioning, Mazda Sensory Sound System, an M edition logo on tachometer, an exterior M Edition badge, M Edition key fob, badge, and lapel pin, custom floor mats, a security system and remote entry. It also received everything from the Popular Equipment Package.

According to the brochure, the M Edition was limited production, but Mazda sure made a lot of them; 2968 in total. The R Package was also available, but limited to only 111 units. Colors for non-special editions were limited to Classic Red, Brilliant Black, White, and Montego Blue Mica.

1997

The final year for the NA Miata ushered in another shakeup in the option packaging department. For 1997, you could order a Miata with:

• The Power Steering package, which included power steering and trim rings on the base steel wheels.
• The Touring Package, which stripped a lot of equipment from the previous year’s Popular Equipment Package, including power steering, leather wheel, power windows, power mirrors, and alloy wheels, and added door map pockets.
• The Popular Equipment Package, containing the Touring Package, plus the Torsen diff, additional subframe bracing, headrest speakers, cruise and a power antenna.
• The Leather Package and R Package were available and essentially unchanged.

If you’re into rarity, Mazda only built 47 R Packages in 1997, the lowest production of any Mazda package. This was also the only year for the Special Touring Option (STO), but Mazda advertised it as “Still the One.” No matter what you called it, the STO was painted Twilight Blue Mica with a tan top, boot and leather interior, along with a leather Nardi shift knob, 15-inch Enkei five-spoke wheels, stainless door sill plates, rear lip spoiler, rear subframe brace, CD player with headrest speakers, custom floor mats with the STO label, power steering, leather-wrapped steering wheel, power mirrors, power windows, a Certificate of Authenticity, and a numbered STO dash plate. STOs were nicely loaded, but you could not option it with cruise control, ABS, Torsen differential, Mazda Sensory Sound System, electric antenna, or the factory hardtop. Just 1500 STOs were produced.

Before you buy

In general, the Miata is a rock-solid sports car, even when daily driven through all kinds of weather. But there are a handful of things to look out for. The 1.6-liter engines are great and generally maintenance-light workhorses that can easily travel into the 200,000 mile range without breaking a sweat. However, 1.6-liter engines that came in the 1990 and early 1991 model years had a short-nose crankshaft, which didn’t reveal itself as a problem until a timing belt change was required.

The early 1.6’s timing belt procedure included replacing the crankshaft seal, and that’s where the trouble starts. Improper reassembly of the crank pulley key in the keyway can cause the pulley bolt to fail, and eventually, the entire crank replacement. This occurred for about 1 percent of all 1990 and early 1991 Miata owners. Now, timing belt maintenance usually skips the crank seal unless it’s leaking, which avoids the problem altogether, but it’s still critical if you’ve got a 1990 or early 1991 that you have the timing belt replaced by someone who knows what they’re doing.

The aforementioned limited-slip differential is a desirable option for owners interested in maximum handling prowess, so checking for its presence and functionality is recommended. Beyond jacking the car up and spinning a rear wheel to see which direction the opposite wheel turns, you can tell if your potential purchase has an original viscous limited-slip by the ears on the left side of the case, around the stub flange. If they’re different than the ears on the right side of the case, it’s a viscous limited-slip. If they’re the same, it’s an open differential. Later-model Miatas with optional Torsen differentials have a four pronged “clover” attached to the pinion, this is a vibration damper not used in the open differential.

Rust is the next big concern. Mazda did a decent job installing drains in the body, but they’d become plugged about six days after the cars rolled out of the showroom, causing water to back up inside the car. This leads to everything from smelly carpets to rusty, blown-out floors. Miata rocker panels are notorious for rust, most notably ahead of the rear wheel arches, but this can be repaired by a decent body shop.

Inside, examples with cloth seating can look worn within the first five years, especially near the driver’s bolster. Original headrest speakers are likely blown out by now, but aftermarket replacements are often superior to the OEM speakers. If you have the original audio system in an early Miata, you’ll need to learn how the code works in case the battery ever dies. (Instructions for resetting it are available online.) These cars also had—and still have —a thriving aftermarket community, so if you’re all about originality, finding a source for things like shift knobs, steering wheels, wheels, air boxes and other factory parts may be needed. A lot of these bits ended up in the garbage when these cars were newer, done so in pursuit of personalization and customization.

Unlike most other cars, the Miata has a perhaps equal number of enthusiasts who are interested in racing. All NA Miatas are potential spec racer candidates, but some are better suited to the task than others. The general consensus is to buy a big-nose crank car (late 1991 to 1995) and focus on 1994 models because of these features: 1.8-liter engine, additional bracing, larger brakes, a mechanical oil pressure gauge, and the Torsen differential. That said, any NA Miata is a phone call away from having a limited-slip differential, so given the choice between a clean, unmolested late 1991 and a ratty 1994, pick the 1991.

Valuation

You’ll want to check the Hagerty Valuation Tool for the most recent Miata values, because after at least a decade of price stability, these cars are on the move. Early base Miatas with steel wheels, a bit of mileage, and sprayed in the conventional colors are still available in the $6000 to $7000 range for #3-condition (Good) cars. Later cars with the 1.8 are much more expensive, especially when you get into the Special Editions. At any major auction, a 1995 M Edition with around 50,000 miles is easily good for $12,500.

These cars were ripe for engine swaps, turbos, and superchargers, and surprisingly, these modified cars sell for good money. LS-swapped Miatas sell for ridiculous prices, possibly because of the Shelby Cobra’s halo effect. Cars with their original engines that sell at the top of the price ladder are almost universally the Special Edition cars, with mileage under 10,000. Notable sales include a 14,000-mile original 1991—one of just 4000 in that year’s Special Edition color—sold for $31,500; a 6700 mile 1992 B-Package car with a matching hardtop for $21,263; and an 8000-mile 1993 Limited Edition which sold for $36,750.

The folks interested in these cars should be no surprise: Gen X, which makes up 30 percent of the classic car market, represents about 19 percent of the insurance quotes processed by Hagerty. Millennials—who spent their youth paying attention to Miatas when they were new—only represent 18 percent of the classic car market, but make up 22 percent of the quotes for these cars. Boomers make up 40 percent of the market versus 34 percent of the Miata quotes we process. Pre-Boomers and Gen Y make up seven and five percent of the classic car market, respectively, but Pre-Boomers only made up eight percent of the quote requests. Gen Y more than doubled that at 17 percent.

Regardless of the recent uptick in values, though, the NA Miata is still the egalitarian sports car it always was. They’re a blast to drive, an easy introduction into racing, and they take up little space in the garage. Everybody should own at least one example at some point. For many the NA Miata’s affordable, reliable, great-looking recipe for fun still has yet to be improved upon.

The post Your handy (1990-97) Mazda Miata buyer’s guide appeared first on Hagerty Media.

The styling excesses of the 1950s couldn’t last forever, and there’s one vehicle that deserves credit for ushering in the new era of mid-century modernism. The fourth-generation Lincoln Continental was a hit from day one, remained inspirational at the bottom of its depreciation curve, and has rightfully earned its status as a collectible sensation. Whether you prefer Ford’s “center-opening doors” or the enthusiast vernacular, there’s no doubt that Continentals are adored by many and prized by the few who own them.

1961

Available as a sedan or as a convertible with a one-touch, power-operated top, the unibody Continental was larger than a Thunderbird but significantly smaller than Cadillacs (10.6 inches longer) and Chrysler Imperials (15.4 inches longer) of the era. So small, in fact, that the 430-cubic-inch MEL V-8 engine needed only 300 hp fed by a two-barrel Carter carburetor to keep pace with its competition. The Continental’s relatively trim dimensions, curved side glass, and restrained engineering was beautifully mirrored by its understated sheetmetal.

As Ford stylist John Najjar said, “The Continental should be like an elegant lady in a simple black dress, with her jewelry nothing more than an uncomplicated diamond necklace.”

Attention to detail and quality construction (with a trend-setting 2-year or 24,000 mile warranty!) ensured strong sales: Ford sold 21,560 units, 2857 of which were convertibles, in the initial year of production. Even the critics knew they were experiencing something special; the Industrial Designers Society of America (IDSA) awarded the Continental the bronze medal in 1961 for its enlightened design. As expected with luxury cars of this era, the list of standard equipment was impressive: power windows, power door locks, transistorized AM radio, power steering, power brakes, and seat padding proclaimed to “provide almost three times the amount of cushioning used on other fine cars.”

Options were limited but offered a high degree of customization. While air conditioning was a popular choice (with a 65 percent take rate), less-obvious luxuries such as a six-way power bench seat, tinted glass, limited-slip differential, and speed control were available. Polished walnut trim was available for those who disliked the standard machined aluminum on the doors and dashboard. Interior fabric choices were plentiful: two shades of broadcloth (beige or gray), all-vinyl chairs (standard on the convertible), leather with nylon fabric inserts, or full-leather seating. Exterior paint choices numbered a grand 21.

1962

The Continental moved distantly away from the Thunderbird from whence its design came thanks to a new front bumper and a honeycomb-influenced grille. The end result visually lifted the front end higher than ’61’s bullet-nosed design, mostly because the headlights sat 1 inch higher off the ground. The Continental grew modestly larger, with .6 inches added to its overall length. The rear end received a new chrome fascia with larger, rectangular textures in its background. Convertibles wore a redesigned top with flatter, wider bows for a taut look that, when raised, hewed closer to the sedan’s profile.

Interior changes were minimal but still noteworthy, as the steering column was raised 3/4 inches to increase driver comfort. A new range of nylon Empire or Rosetta cloth inserts (with leather trim) were optional for those who didn’t want the broadcloth or the leather. A new power decklid release was available for hardtops. Power vent windows and a 60 amp alternator appeared on the options list, as well, and all Continentals received a self-sealing oil dipstick added to the engine. While the changes were appreciated, the 1962 model likely owed its higher sales numbers to the buying public’s awareness and love for this new design: 27,849 sedans and 3212 convertibles were sold.

1963

Aside from the redesigned front and rear grille treatments, the ’63 Continental looked remarkably similar to the ’62. This was by design, as promotional material suggested there was “no change for the sake of change,” thus ensuring the car was “always in style while you [were] driving it” and “worth more when you [sold] it.” More significant changes hid under the skin; revised pistons with a slightly higher compression ratio (10.1:1 vs. 10.0:1), a new exhaust system, and a four-barrel carburetor added 20 horsepower under the Continental’s front-hinged hood. Last year’s optional alternator was now standard.

A revised dashboard provided roughly 2 inches more knee-room for the front passenger, and there was a similar improvement in rear seat legroom. While the wheelbase didn’t change, the second-row roominess could be attributed to a .3-inch increase in overall length. Sales literature suggests that a re-contoured trunk lid created “room for an additional two suiter case,” but the outward changes are so slight they are invisible to the untrained eye.

Other changes included a single-piece instrument panel pad (to enhance safety), added sound insulation, rubber-isolated steering system, rear-passenger heat ducts, revised HVAC controls, relocated power antenna, and front brake drums made of aluminum for superior heat dissipation. An especially noteworthy option for this year was the available AM/FM radio (AM radio came standard).

Sales continued to increase: 28,095 sedans and 3138 convertibles meant Lincoln had a bona fide hit on its hands.

1964

Unlike the previous two years, the 1964 Continental’s larger size—thanks to a 3-inch increase in wheelbase—made a distinct impression. Especially for rear-seat passengers, who enjoyed easier access via larger doors and 4 inches more legroom once inside. Curved side-glass was jettisoned for more upright glazing and the rear window allowed more light inside. A similar theme continued at the rear to offer more cargo space (15 percent extra over 1963) thanks to a revised rear-end design. A reworked front fascia complemented the other exterior changes, but, all told, the incremental nature of improvements made the ’64 model only barely distinguishable from Continentals of previous years—and that’s a good thing.

A new dashboard greeted the driver, a single sweep from end-to-end with four HVAC dusts for more efficient performance. (Ford let the then-new Mustang take the Continental’s twin-cowl design.) A new option was 40/20/40 split bench seating with a center storage console and fold-down armrest. An automatic parking-brake release became standard, and revised gauges, interior lighting, and a larger glovebox also graced the interior. New leather was available in ten different colors, while cloth was available in three fabrics and ten total shades: Versailles cloth (one color), Versailles damask (three) and a fabric with the Continental star logo (six). Naturally, no fewer than 18 exterior colors were available to offset the interior configurations.

New and noteworthy options for 1964 include a heavy-duty spring/damper package, a shorter 3.11:1 final-drive ratio, front/rear lap belts, a locking gas cap and decorative license-plate frames. The Continental was only getting better, and sales proved it: 32,969 sedans and 3328 convertibles rolled off the assembly line.

1965

A significantly revised front end arrived for ’65: A more upright, conventional grille shape and fender-mounted signal lights marked a significant departure from the original. Ribbed taillights were the most significant change at the rear. Standard front disc brakes ensured the new coachwork was safer in an emergency maneuver. More people than ever joined the Continental club, as 36,824 sedans and 3356 convertibles changed hands this year.

Interior changes were modest: a revised instrument cluster, new transmission selector indicator, a new radio and steering wheel, and a window lock switch so passengers couldn’t be childish with their power windows. Walnut wood trim was now a no-cost option. Largo cloth seating came standard alongside optional leather and two different, upgraded fabrics: Moiré and the more traditional wool broadcloth from previous years. Stand-out options for 1965 included an emergency flasher, transistorized ignition, 55 amp alternator (42 amp was standard), and a vinyl top available in five colors.

1966

Until ’66, you could say the Continental’s exterior changes were generally incremental. While this year’s redesigned body may not qualify as radical, it was 4 inches longer and sported more complicated contouring. Curved side glass made a welcome return, and Continental star emblem at the front of each fender made it clear that this was a continuation of a famous vehicle. Taking the 1965 Continental front end to the next level, a significant power dome hood turned into a large styling feature on the front fascia. In a hat-tip to the original design, however, the wraparound front and rear lights were jettisoned to keep the body as clutter-free as possible.

Unlike the original, the Continental was now available in a two-door coupe, alongside the familiar four-door sedan and four-door convertible configurations. The latter now had a glass rear window, while all Continentals benefited from a larger trunk and a new dashboard with strong linear forms and a radical push-button HVAC panel that mimicked the design of the adjacent radio. There were also individual reading lights mounted on the C-pillars for rear passengers of sedans and coupes. Convertibles now boasted two ways to activate the fold-away roof: the traditional in-cabin switch and a new key hole located near the gas-filler door. Most importantly, an enlarged MEL V-8 engine (462 cubic inches) with 20 more horses (340 total) was standard equipment across the board.

Notable options for this year included a Stereo Sonic AM/Tape player with four speakers (AM/FM radio was still available), automatic climate control (manual A/C remained optional), tilt steering wheel, auto-dimming headlights, and a 40/20/40 split bench seating with console (with unique black leather and cloth for sedans and coupes). The 1966 cars continued the tradition of extreme personalization for fixed-roof models. Madrigal cloth came standard, though leather (in 13 colors) was optional. Sedans could be had with leather plus woolen broadcloth, and coupes with Rivard cloth, together spanning eight interior colors.

Customers could choose from a robust selection of 20 colors for their Continental’s exterior, making it more likely for each of the 35,809 sedans, 3180 convertibles, 15,766 coupes sold to be a unique creation.

1967

Since ’66 was a watershed moment in Continental history, changes remained modest for 1967. The front grille sported a new texture and was slightly recessed relative to the header panel. The Continental-star hood ornament was now spring-loaded, in accordance with federal safety standards. The elongated star emblems on the fenders of 1966 models were removed in favor of a more squared-off version added to each C-pillar, and the rear lights were revised to emulate the textures on the front grille.

Interior changes were modest but thoughtful; Lincoln learned that “most people preferred the headlight control where the wiper control was, so we transposed them.” In a nod to extra safety, the lower half of the driver’s control panel was redesigned to reduce glare, the steering wheel (and its new padded hub) absorbed energy in a collision, and a seatbelt reminder light was added. The dashboard received a thicker pad, and the brakes now had separate systems for front and rear channels. Interior ventilation was enhanced by a new “Fresh-Flow” system in the door to evacuate stale interior air, and the turn signal was activated by touching, not pressing, the stalk.

New options for 1967 included a four-speaker, Stereo-Sonic System for Continentals with the AM/FM radio, mounted under the dashboard (the AM/tape player retained Stereo-Sonic, per 1966); a new Six-Way Power Seat with Passenger Recliner; “Speed-Actuated” door locks; and front shoulder belts (lap belts came standard). There were 21 exterior colors, three vinyl roof colors, three convertible-top colors, and multiple color choices for the interior Chalfonte fabric (eight colors), leather bench seating (nine) and leather 40/20/40 split bench seating (four). A total of 32,331 sedans, 2276 convertibles, and 11,060 coupes were produced this year—a heartening sign for the Continental nameplate, but an ominous sales slump for the convertible model.

1968

This year might be most remembered by the omission of the convertible from the lineup, but the Continental coupe and sedan added even more safety features that blended in styling from 1965. Wraparound signal lights at all four corners passed muster with federal safety standards. A finely textured grille with rectangular slots lay below the header panel with its integral Continental star (i.e. no more hood ornament) and the rear lights sported a similar level of detail in their metal overlay. A new C-pillar greeted owners of the Continental coupe, with a smaller quarter window for a more luxurious look.

1968 also brought significant interior changes: a revised instrument panel/radio/HVAC controls with wood-tone trim instead of aluminum, and a new steering wheel that was unique to Continental. Front-seat headrests, a remote-controlled right-hand sideview mirror, finned wheel covers, and a defogging rear window joined the options list. Personalized customization continued with the choice of 22 exterior colors, three vinyl roof colors, Chalfonte knit fabric in four colors, brocade Limoges brocade fabric in six, and 10 shades of leather (a range reduced to four when ordering 40/20/40 seats). Only 29,719 sedans and 9415 coupes were sold this year.

1969

For this final year, a new grille was created with a larger center section that offered—according to promotional material—a “subtle Mark III styling flair” to integrate the Continental’s look with that of the new Mark Series. While the Mark was a hot seller, the faltering sales of the Continental coupe (9032) and sedan (29,351) meant that this body style’s influence was waning. No matter. Another new-for-’69 part was a front bumper with a cooling slot that mimicked the grille’s egg-crate texture. At the rear, revised wraparound lights at each corner took their cues from the Continental Mark III.

The best Continental connection, however, was the all-new 460-cu-in V-8 used on all Lincolns. Part of Ford’s 385-series engine family, the Continental 460 had 25 more horses than the outgoing MEL (365 total) and a better power-to-weight ratio thanks to a modern, thin-wall casting.

Two noteworthy options arrived for Continental owners seeking even more luxury: a AM/FM Signal-Seeking Stereo Radio with a “Stereo Reception Adapter” mounted atop the transmission tunnel, and the Town Car package. The Town Car was not a unique trim level—that happened in 1971—but an interior-upgrade package. Unlike future vehicles wearing the Town Car moniker, this trim package eschewed ostentatiousness in favor of cleaner lines and a more monochrome demeanor.

The Town Car was noteworthy for leather seating with two long straps on each seat cushion, a stark contrast to the ornate fabrics and diamond-tuft stitching of other Continentals. Each strap had a delicate chrome buckle at each end, for a total of 32 buckles. The door panels repeated the seats’ theme. The Town Car also added a unique headliner material and thicker carpets, swapping the Continental’s wood-toned door armrests and instrument panel for color-matched vinyl. A total of four colors were offered with the Town Car package (Black, White, Dark Blue, Dark Ivy Gold, Light Ivy Gold) and it was available on either sedan or coupe variants.

Before you buy

Thanks in part to cameos in movies (The Matrix) and TV shows (Entourage), the 1961–69 Continental’s significant following has only grown larger in the last 20 years, so finding one for sale in good condition isn’t terribly difficult. Ensuring the asking price reflects the vehicle’s true condition is more difficult. Since the Continental has a unibody chassis (the body and frame are welded into a single component) your biggest concern will be rust, especially in structural locations like the center post for the door latches. But rust can also lurk in the floor boards, frame rails, the lower portion of the doors, the trunk lid, below the windshield (cowl vent) and rear window—even under the battery.

Be wary of rust repairs, as not all work is created equal: Work that uses fiberglass patch panels or copious amounts of body filler to achieve a smooth surface is not equal to one using proper repair panels made of metal. Confirming that the doors close nicely is a good start (especially on convertibles), but if anything looks out of place, be prepared to walk away from an example that you can’t fix.

After assessing the condition of the chassis, evaluate the condition of rubber parts in the suspension, the powertrain, and the body. Parts are available via specialty vendors, though prices are higher than those for your average Ford Mustang or a Tri-Five Chevrolet: Factor in the cost of new weatherstripping, cracked/worn bushings, broken interior bits (many of which are bespoke and not interchangeable with those in other Fords) or worn exterior trim into the vehicle’s asking price. Don’t forget the age of tires, either: Most tires lose the majority of their performance potential after a decade.

We haven’t yet discussed the Continental convertible’s unique, complex, and almost mysterious electro-hydraulic top mechanisms, comprised of multiple relays, a bevy of switches, and a handful of electric motors plus the hydraulic system used to operate the top itself. Repairs can be cheap, when the shop is armed with the right knowledge. If not, expect electrical and hydraulic repairs to soar into the thousands. Be warned: the knowledge to perform the repairs well is limited to the precious few. If you’re serious about a topless Continental, it’s a good idea to talk to convertible guru John Cashman beforehand.

Combining the tips above with a test drive and a test of all features (lights, gauges, wipers, power accessories, stereo, HVAC, convertible top, etc.) should yield an accurate assessment of the Continental’s condition and equip you with enough information to determine whether the asking price is fair. When in doubt, hire a professional automobile inspector to give you a full report.

One final question must be answered: Is authenticity a concern? The pool of 1961–69 Continentals includes museum-quality examples worthy of the Lincoln & Continental Owner’s Club (LCOC), famous high-dollar custom Continental builds, and everything in between. The custom examples may be worth more, but their value can fade over time: A Continental with a small-block V-8 and a four-speed automatic may have impressed people back in the 1990s, but top-tier builds today require the latest crate motors from Ford (or General Motors). While the Continental’s styling is timeless, cosmetic modifications may be less so.

Valuation

The 1961–69 Continental’s popularity has indeed boosted its value, as its increasing prices have outpaced inflation. The most valuable of this era are the first-year, 1961 cars; from there, values of most configurations drop. While sedans and coupes (across all model years) are usually worth within 5–7 percent of each other, the rare and desirable convertibles are worth approximately 250 percent more than their hardtop brethren. As of this writing, most #2 (Excellent) values for 1961–69 Continentals are up 6 percent for convertibles and 10 percent for coupes.

Similar increases have occurred for #3 (Good) condition cars and, while most options for coupe/sedan/convertible don’t have a significant impact on value, sellers can add a 10 percent premium for Continentals with factory air-conditioning. Today, the median value for a 1963 Continental in #2 (Excellent) condition is $31,350; this time ten years ago that figure sat at $19,700. As mentioned above, these Continentals aren’t cheap to restore, so most of the growth comes from examples in better condition; the median #4 (Fair) condition value, which was $8300 10 years ago, has only nudged to $9050 today.

The average price at auction for 1961–69 Continentals (all body styles) over the last 12 months is $49,465. Notable sales in recent memory usually go to the convertibles, especially this 1965 convertible sporting a nut-and-bolt restoration that sold for a shocking $330,000 in January, 2020. A triple-black 1963 convertible sold for $106,700 in December of that same year, while a carefully reconditioned 1966 convertible sold for $110,000 this past September.

Indeed, the number of Hagerty insurance quotes has increased over 21 percent in the past three years, and values for ’61–69 Continentals have ticked up 14 percent over the past three years. (This is part of a larger trend, too; quotes are up 20 percent and values 23 percent over the past five years.) Pre-boomers and boomers show relatively weak interest, together accounting for just 27 percent of quotes (4 for pre-boomers and 23 for boomers, a group that represents 40 percent of the market). The big surprise? Half of ’61–69 Continental quotes come from Gen Xers, who comprise just 30 percent of the market. Millennials and Gen Z fill in 23 and 5 percent of the quotes, respectively.

The best advice remains simple: Buy the Continental with the features you want most, in the best condition you can afford, with a documented service history if at all possible.

The post Your handy (1961–69) Lincoln Continental buyer’s guide appeared first on Hagerty Media.

Drive a Porsche 911, and you’re likely to see yourself coming and going every time it leaves the garage. Drive an Aston Martin V8 Vantage, and you’re almost sure to be all alone, driving one of the most gorgeous automobiles ever built.

But which Vantage are we talking about? The name has been used as a full model since the early 1970s, and as a branch of other models since the early 1950s. We are interested in the 2006–2017 V8 Vantage: The leanest, most agile car in Aston Martin’s stable at the time. Here’s a thousand foot overview of what each year had to offer:

Model overview

2006

The Henrik Fisker-designed V8 Vantage hit the stage at the Geneva Auto Show in 2005 as a 2006 model. Sporting a hand-built, dry sump, 4.3-liter, quad-cam V-8 that was derived from the AJ V-8 (used in Jaguars, the Lincoln LS, and the Ford Thunderbird) the AJ37 engine is all Aston Martin. The block, heads, cam, crank, pistons, connecting rods, and intake/exhaust manifolds are bespoke, and the sounds it makes are still remembered today.

Italy’s Graziano Trasmissioni provided the six-speed manual transaxle, and the independent, double-wishbone suspension meets the road via staggered 18 x 8.5 and 1 8x 9.5 wheels fitted with Bridgestone Potenza rubber (235/45ZR18 front, 275/40ZR18 rear). The brakes are world-class Brembos: 14 inches up front, and 13 inches in the rear. The chassis is a monocoque constructed of bonded aluminum, and buyers had the choice between a Coupe and the Roadster, the latter of which debuted a bit later at the 2006 Los Angeles Auto Show.

Inside is where the critical eye recognizes the V8 Vantage’s parts-bin engineering. Everywhere you look, there are subtle hints of Aston Martin’s involvement in Ford’s Premier Automotive Group. There were Volvo parts all over the interior, from the premium audio system to the the levitating navigation system, power window switches, and key fob (which has a Volvo logo under the leather skin). But none of this detracts from the gorgeous, chronograph-inspired instrument panel, nor the overall upscale feeling of the Vantage V8’s interior design. The waterfall center stack is delightful, although it’s littered with more buttons than a switchboard operator’s terminal. The seats are amazing, and the headliner is slathered in Alcantara.

2006.5

Shortly after the V8 Vantage went on sale, changes were already afoot: early production versions had yellow LED readouts in the center of the instrument panel, which were changed to white LEDs. The white readouts are visible in the 2006 model year brochure.

2007

In the second quarter of 2007, Aston Martin introduced a new transmission option for the V8 Vantage: the “Sportshift” six-speed automated manual. The transmission was developed by Prodrive, a British motorsports and advanced technology engineering group, with a clutch just like a manual but no third pedal. Shifting was operated via paddles, or automatically by leaving the gear selector in Drive. Aston Martin claimed that when equipped with Sportshift, V8 Vantage gear changes were executed in 0.2 seconds.

2007 marked a revision in seat upholstery patterns, but the bigger news was the V8 Vantage N400, which commemorated the brand’s racing victories at the Nürburgring. Unveiled at the 2007 Frankfurt Auto Show, the 4.3-liter V-8 got a boost to 400 hp. It also received the Sports Pack, which was available on later years of the V8 Vantage. This package included lightweight wheels, uprated springs and shocks, and a revised rear anti-roll bar. Customers could finish their N400 in one of three colors: Bergwerk Black, Lightning Silver, or Karussell Orange. Inside, the N400 was upholstered in perforated leather, and there was a map of the Nürburgring stitched onto the center armrest along with a numbered plaque. Aston evaluated the car at the Nordschleife circuit, and the car inked a lap time that came in under eight minutes. In a nod to the 480 seconds it took to complete the course, 480 examples of the N400 were built, split evenly between Coupe and Roadster variants.

2008

In May of 2008, Aston Martin announced revisions to the V8 Vantage that endured throughout its production run. The engine grew in displacement thanks to an increase in bore and stroke, for a total of 4735 cc. While the 4.3-liter had cylinder liners cast into the block, the new 4.7 had cylinder liners pressed into the pre-machined aluminum-alloy block. The revised engine featured a new forged steel crankshaft, with holes in the counterweights for reduced mass. The V8 Vantage’s dry sump was improved, in a new casting with pickups moved from the front and rear to the sides of the sump. The heads received new intake ports, and the intake valves increased from 34.9 mm to 35.9 mm. Both manual and Sportshift transmissions were updated for 2008 with a modified clutch and flywheel. The shift mapping on the Sportshift was also tweaked.

The suspension received a number of updates, including Bilstein dampers all around, as well as revised upper shock mounts and bump stops. Spring rates were stiffened by 11 percent at the front and 5 percent at the rear, while front lower suspension arm bushings were made 22 percent stiffer to improve steering response and handling. Aston Martin also expanded the availability of the N400’s Sports Pack, offering lighter, forged five-spoke alloy wheels, re-tuned Bilstein dampers, and even further uprated springs, with a revised rear anti-roll bar for the N400 Coupe.

The stunning exterior didn’t change this year, and instead Aston Martin unveiled a new, standard 20-spoke, 19-inch alloy wheel finished in either diamond-turned silver or graphite. Inside, there was a new center console made of die-cast zinc alloy, with a graphite silver finish.

After the 2008 update, the following year-to-year model changes were minimal, and significant changes were limited to the special edition variants which were introduced in a semi-regular cadence.

2010

For the 2010 model year, the N420 package replaced the N400 and was available in either the Coupe or Roadster body styles, with either the six-speed manual or the optional Sportshift. The N420 received the Sports Pack suspension, along with a new exhaust, and a 60-pound weight reduction, thanks to a generous application of carbon fiber. “Race Collection” paint combinations were available as an option, but the color palette was wide open. The N420 received a carbon-fiber splitter, side strakes, a diffuser, and 10-spoke alloy wheels finished in gloss black.

2011

In January of 2011, Aston Martin released the V8 Vantage S, available in both Coupe and Roadster forms. The “S” included a number of engine improvements to the 4.7-liter V-8—improved airflow, new mufflers, new programming to keep the exhaust bypass open longer—which bumped output to 430 hp and 361 lb-ft of torque at 5000 rpm. Zero-to-sixty acceleration dropped to just 4.5 seconds, while top speed rose to 189 mph.

The standard (and only) transmission in the V8 Vantage S was the new Sportshift II, a seven-speed, single-clutch automated manual gearbox, that shaved off 53 pounds from the old six-speed Sportshift. Bushings, springs and dampers were stiffened for the S, and the steering rack had a quicker ratio. Nineteen-inch cast aluminum wheels wore 285/35ZR19 Bridgestone Potenza rubber. The S featured exterior aerodynamic updates, including a deeper front bumper with a carbon-fiber splitter, larger sills, a carbon-fiber diffuser, and a larger rear spoiler.

2013

The SP10 debuted this year, again to celebrate achievements at the famous Nürburgring. The SP10 was powered by a 430-hp version of the 4.7-liter V-8. The only mechanical difference between the SP10 and the V8 Vantage S was that the six-speed manual came standard, with the Sportshift II being optional.

Unique features included clear tail lamps, Ceramic Gray paint (matched to a Titan Gray soft top on the Roadster), and 19-inch cast aluminum wheels finished in high gloss black with black brake calipers. A carbon-fiber front splitter and rear diffuser rounded out the SP10’s equipment.

2015

In April 2014, the night before the opening of the New York International Auto Show, Aston Martin pulled the wraps off of the V8 Vantage GT, essentially the U.S. version of the N430 variant that was already available in other markets. It featured the 430-hp version of the AJ37 V-8, V8 Vantage S suspension updates, and a handful of unique styling features. The GT was available with either the six-speed manual or the seven-speed Sportshift II transmission, and it was offered as both Coupe and Roadster.

2017

For 2017, Aston Martin announced the V8 Vantage GTS, featuring—drumroll please—the same 430-hp AJ37 engine, and either the six-speed manual or the seven speed Sportshift II. The GTS was available in two different trims: Sport and Lux. Sport featured the Sport suspension, carbon-fiber exterior details, leather and Alcantara inside, and an upgraded audio system. The Lux trim went a different route, with piano black accents, polished exterior details, and a new Comfort suspension setting. Just 100 GTS units were available, and all of them came to the United States.

2017 also brought the track-focused, 220-pound lighter Vantage GT8 coupe. Limited to just 150 cars, the 4.7-liter V-8 got a slight boost to 440 hp and a 1 mph faster top speed at 190 mph. Buyers could order either the six-speed manual or the Sportshift II transmission.

Before you buy

While these cars have taken a serious depreciation hit since their initial asking price of between $110,000 and $130,000, they’re still expensive and would-be buyers need to mind their pocketbook when considering one. So at the risk of stating the obvious, considering a V8 Vantage means you’re not buying the type of machine in the same solar system as a pre-owned Lexus.

No matter what year V8 Vantage you’re looking at, exhaustive service documentation (hopefully from an Aston Martin specialist and not from a place like Jiffy Lube) is all but essential. Every standard precaution associated with purchasing a used car from the current millennium applies, but major issues can have a breathtaking impact on a V8 Vantage’s value. Not only do you want a qualified specialist to look at it the car’s mechanicals, you also need someone to examine its aluminum bodywork to check for any evidence of collision damage. That said, since these cars are aluminum, body rust isn’t something you need to worry about. Rust on the subframe is another matter, and will cost big bucks to set right. Walk away from such examples.

A distressing number of V8 Vantage owners had issues riding the clutch before shoving the gas pedal to the mat, which resulted in a lot of fried clutches on six-speed manual examples. Replacing one is easily a $4000 expense, so a receipt showing recent clutch replacement is a bonus. Aston Martin owners complain about the usual electrical issues, problems with the navigation system being one of them, but the interior quality is generally exceptional.

The doors on the V8 Vantage are a work of art. When opened, they swing up slightly to help you avoid scraping the paint off the bottom. The struts holding them in place, however, eventually lose their integrity, allowing the door to slam on your tibia. The good news is that the struts are only about $50 each, and there are a number of DIY replacement videos online.

Valuation

The Aston Martin V8 Vantage has only recently been added to the our valuation data pool, and historic values are only available since 2016. Of course, with the last cars rolling out of Aston’s Gaydon facility in 2017, the youngest of these cars are still depreciating. Our data shows that every iteration is down in value over the last five years, with Roadsters suffering an 11 percent dip. Median #2 (Excellent) value for every year of production is down eight percent over that same time span.

Measuring from the time this Vantage ended production, from 2017 to 2020, tells a different story. In that stretch of time V8 Vantage values went up 3 percent, with a 0.5 percent growth from 2019 to 2020. Our Valuation team predicts this could be a sign of the V8 Vantage accelerating out of its depreciation curve, and we even named the model to our coveted 2021 Bull Market list.

The median quoted value over the past three years is $56,700, equating to just about what you’re going to spend on a #3 (Good) to #2 (Excellent) condition car. The bulk of these Astons are owned by baby boomers, but that’s no surprise considering this demographic makes up 40 percent of the overall vintage car market. What’s interesting is that Gen Xers, who represent 30 percent of the entire market, are right behind boomers in V8 Vantage ownership, owning 31 percent of all the examples in Hagerty’s database. It’s likely that the largely positive media coverage these cars received when new had a huge impact on millennials, too. This demographic own 26 percent of all the V8 Vantages Hagerty tracks, while making up 18 percent of the total market.

If you’re considering one of these handsome, sporty GT cars, the earliest examples may well be at the valley of their depreciation curve. If you find one in clean condition with low mileage and a Sears catalog-sized receipt binder in tow, one of this century’s most beautiful, most lovely-sounding automobiles might be more appealing now than ever.

The post Your handy (2006–17) Aston Martin Vantage buyer’s guide appeared first on Hagerty Media.

It’s one thing to fire back when your biggest competitor makes something as groundbreaking as the Mustang “pony car,” but it’s another thing entirely to kick off a half-century-long rivalry. Far more than a platform with roots in the Chevrolet Nova, the Chevrolet Camaro was an impressive package with plenty of options for personalization and high-performance prowess. And with a name supposedly derived from the French word for “friend,” there’s no doubt as to why so many people want a buddy like this in their garage. Or maybe it’s just because “Camaro” sounds undeniably cool.

Model overview

1967

The Camaro’s muscular long-hood, short-deck styling was an instant hit, and there was a plethora of options available to ensure the customer could tailor their Camaro to their needs. With two inline-six engines (230/250 cubic inches with 140/155 horsepower) , two 327-cu-in small-block V-8s (210/275 hp), a 302 small-block (Camaro Z28), a 350 small-block (L48, 295 hp), two 396 big-block V-8s (L35/L78, 325/375 hp) complete with an assortment of manual and automatic transmissions, the Camaro catered to a variety of performance needs.

Factory and dealer-installed interior options abounded, too, including air conditioning, tinted windows, power windows, shoulder belts, floor console, cruise control, three radio options, rear window defogger, a fold-down rear seat, and Z23 (bright metal trim) or Z87 (unique wood trim) interior upgrade package. Exterior options were similarly comprehensive: vinyl top, simulated wire wheel covers, rally wheels, a Z21 cosmetic upgrade, and the Rally Sport (RS, Z22) option. The RS spiced up the Camaro’s exterior with covered headlights, larger brake lights (the reverse lights moved below the bumper), extra chrome trim, and RS badging.

The Super Sport (SS) Camaro was a performance upgrade (mandating either the 350 or 396 V-8) that included an improved suspension, SS badging, a unique hood with non-functional chrome air intakes, and a stripe circling the front fascia. The RS cosmetic package was also available on SS models.

If one’s interests leaned toward performance on a road course, a mid-year upgrade came in the form of the Z/28 trim level. Designed specifically for SCCA Trans Am Series and complete with a high-revving, solid-lifter 302 V-8 engine, the Z/28 also included a four-speed manual, 15-inch rally wheels, uprated suspension, “302” emblems on the fenders, and racing stripes down the center of the hood/roof/trunk. Sadly only 602 Z/28s were made, as this was a race car built for the street—air conditioning and automatic transmissions were unavailable.

1968

Styling changes for 1968 included federally-mandated side marker lights, revised grille with rectangular front parking lamps, engine displacement emblems moved to the front of the fenders, square side view mirrors, taillights subdivided into four rectangles, and the deletion of vent windows (General Motor’s in-cabin Astro Ventilation system came in its place). A redesigned interior sported a new center console, dash, armrests with extra padding, redesigned console gauges (moving the clock into the tachometer, creating the famous Tic-Toc-Tach), and the new chrome finishes with dull aluminum to reduce glare.

Revised rear shock mounting points helped reduce the prior year’s axle hop issues. For big-block-equipped units, multi-leaf springs also replaced the composite single leaf springs at the rear. A new, entry-level 396-cu-in (L34) V-8 made a robust 350 horsepower, but the top-level L78 could now be ordered with aluminum heads (L89) for significant weight savings. Depending on engine and build date, Camaro SS models had unique hood louvers: small-block (L48) used the carryover simulated louvered hood insert from last year while big-blocks featured a squared-off design with four ports per side. Although conclusive information is difficult to come by, it is believed that some 1968 Camaro SS hoods were delivered with the 1967 louvers.

1969

A significantly redesigned body came in 1969, starting with a sharply angled grille and sleeker doors, fenders, quarter panels (with fake louvers), and a new rear fascia with triple pod taillights. A distinctive cowl induction hood and plastic “Endura” front bumper (painted to match) were also available.

Variable effort power steering and a new four-wheel disc brake option (JL8) were new, the latter was likely intended for would-be Z/28 buyers. All models equipped with a four-speed manual now had Hurst-branded shifters. While both six-cylinder engines remained, a new 307 V-8 (L14) made 200 horsepower and two new 350 V-8s made a full 250 (L65) or 255 (LM1) horsepower.

The RS continued with numerous trim enhancements, most notably body-color painted headlight doors with tri-bar grille inserts and headlight washers. Prominent “RS” lettering on the front and rear fascias made the option package clear, if the extra body trim and unique reverse lights weren’t enough for onlookers. Interior changes were significant: a new dashboard with a square gauge cluster, the ignition switch moved to the steering column, standard headrests, and a new woodgrain pattern. While the SS still had a small block (L48, 300hp) and a 396-cu-in big-block (L35, 325hp) available, Chevrolet’s Central Office Production Order (COPO) created two options: a 427 V-8 at 425 hp (L72) or the all-aluminum ZL1 big-block with an underrated 430 hp.

Special editions

While more information can be found at a previous buyer’s guide here, let’s take a quick look at some special editions of the first-generation Camaro. Chevrolet paced the Indy 500 in 1967 and made Pace Car replicas, all finished in Ermine white with blue interior/trim/stripe atop a Camaro convertible in RS/SS configuration. Chevrolet followed suit in 1969 with 130 replicas made from Camaro convertibles and hardtops, finished in Dover White with Hugger Orange stripes in a Camaro Z/28 style. All examples were ordered in RS/SS configurations with cowl induction hoods and an orange interior with distinctive houndstooth cloth inserts.

Yenko Camaros were special in the fact that the selling dealership, Yenko Chevrolet, ordered the hottest big-block V-8s from Chevrolet’s parts bin and installed them in brand new Camaros ready for delivery. In 1967, Yenko ordered approximately 106 units of the L78 Camaro SS and replaced it with the 427 V-8 (L72), rated at 450 horsepower, while adding a custom fiberglass hood and custom gauges. For 1968, the Yenko Camaro once again added the L72 big-block, but included custom striping, spoilers (later builds received factory spoilers) a fiberglass hood, custom gauges, and Yenko/427 decals. In 1969, Yenko took advantage of the COPO system to order 201 Camaros with the L72 motor, cowl induction hood, disc brakes, and suspension and powertrain improvements, then added Yenko graphics, 427 emblems, and the signature ‘sYc’ (Yenko Super Car) logo.

’69 was also the year that L72 Camaros arrived at other dealers via the COPO system, giving rise to several other special versions: Berger Chevrolet (ordered some with desirable cosmetic/trim options), Scuncio Chevrolet, Jack Douglass Chevrolet (but sold as Yenkos), and Emmert Chevrolet (special order colors and trim). Baldwin Motion (Baldwin Chevrolet) deserves special attention for running with Chevrolet’s engine and performance upgrades and building highly modified examples with drag race-friendly suspensions and custom bodywork. (Learn more about Baldwin Motion here.)

Before you buy

It’s likely easy to find a first-generation Camaro that suits one’s needs, as they are plentiful and enjoy a strong, loyal owner base. Finding one that is in a condition worthy of its asking price might be more challenging, as rust can be an issue. Inspect the wheel arches, rocker panels, floor pans, fenders, quarter panels, front and rear windscreen surrounds, and even the trunk floor for rust or signs of a poor-quality restoration. As Camaros have bolt-in subframes, also check for rust where the subframes mount to the body. Subframes, luckily, much like the rest of the body, are now being reproduced so replacements are easy to procure.

About those poor-quality restorations: be wary of poorly repaired areas that use fiberglass patch panels or copious amounts of body filler to achieve a smooth surface. Confirming that the doors close nicely is a good start (especially on convertibles), but remember that a first-generation Camaro with rust issues may still be worth purchasing. There’s a cottage industry dedicated to reproducing everything, and odds are a specialty shop has already worked on a Camaro and therefore well versed in the repair(s) yours may need.

After assessing the condition of the chassis, evaluate the condition of rubber parts in the suspension, the powertrain, and the body. Since most replacement rubber is readily available, factor in the cost of new weatherstripping—or a leaky hose or cracked bushings—when considering the asking price. Don’t forget the age of tires, either: Almost any tire loses the majority of its performance potential after a decade (though usually before that).

Combining the tips above with a test drive and a test of all features (lights, gauges, wipers, seat belts, HVAC, etc.) will yield an accurate assessment of how good or bad the Camaro truly is, equipping you with enough information to determine whether the asking price is fair. When in doubt, hire a professional automobile inspector to give you a full report.

Now, for the final question. Is authenticity a concern?

Everything from more powerful engines, factory air conditioning, and countless interior upgrades can be added to a less desirable Camaro. Of course, a factory big-block Camaro SS will be worth more to a collector than a straight-six Camaro that’s been upgraded to a big-block, assuming all else is equal. That is why a thoughtful checking of part numbers and factory stampings is the best way to ensure you’re paying the right price. If you cannot verify these details, avoid sellers asking for top dollar who don’t provide the paperwork proving their authenticity and originality.

If originality isn’t a big deal, you likely want a driver-quality Camaro. Nothing wrong with that, and it means  you can take advantage of parts (be it aftermarket or factory upgrades not added to your car when new) that make life easier by improving the ownership experience. Things like air conditioning, better brakes, superior cylinder heads, and upgraded interior trim are just the tip of Camaro’s improvement iceberg. All items are worth considering, and some could actually add value to the vehicle.

Valuation

The Hagerty Valuation team has insight into prices for all first generation (1967–69) Camaros, but please check here for the most up-to-date values. While prices range from 30 grand to over 600 grand, that only demonstrates the sheer volume of configurations possible within the Camaro’s classic sheetmetal: a good driver will certainly be closer to the bottom of that range, while a museum-worthy COPO Camaro will be at the top. Across the board, all variations remained flat from September 2020 to January 2021.

It might come as a surprise that Camaro convertibles and hardtops carry fairly similar values, as a #2 (Excellent) condition example of either is currently $57,700 on average (down from $58,600 in May 2020). Values have gradually risen up to pre-recession levels, as median #2-condition prices were $58,000 in January 2008 and was at its lowest ($48,400) in September 2010. The increase is also observable in the volume of Hagerty insurance quotes received for first-generation Camaros: quotes are up 15 percent over the past five years, and values have gone up 12 percent over the past three years, with a 14 percent value increase over the past five years.

The 1967–69 Camaro is most popular with baby boomers, as they make up 43 percent of our quotes (versus 40 percent of the overall market). Gen X is the second-largest group with 38 percent of our quotes (versus 30 percent of the overall market).

Finding the right Camaro for your wants and your budget shouldn’t be too difficult, as a loyal owners have done a good job preserving the plentiful number of remaining examples to this day. As always, the best advice boils down to picking the best condition example you can find in your budget.  Happy hunting!

The post Your handy 1967–69 Chevrolet Camaro buyer’s guide appeared first on Hagerty Media.

Not all Japanese roadsters are created equal. The difference between the Honda S2000 and Mazda’s Miata and is kind of like the difference between taking a pitch from an MLB starter and one from a prepubescent Little Leaguer: The motions might be familiar, but man, everything’s moving a whole lot faster.

Model Overview

2000

Known internally as the AP1, the debut version of the production Honda S2000 carried on through the 2003 model year. The roadster is built around what Honda called the High X-Bone Monocoque frame, which provided outstanding torsional rigidity and an advantageous 50:50 weight distribution. The driveline is located behind the centerline of the front suspension, making this a front/mid-engine layout. The arrangement kept the S2000’s center of gravity low, helping to centralize the mass of the entire vehicle and allowing for maximum response to driver inputs.

Honda referred to the suspension arraignment as “in-wheel,” a setup shared with the original NSX, which was on sale in the U.S. until 2005. The double wishbones were ductile iron and mounted with rubber bushings that minimized vibration without compromising the suspension’s rigidity. All of this was tied together with a 1.11-inch stabilizer bar up front and a 1.07-inch bar at the rear, keeping the car flat through corners and helping lend the electrically assisted steering a linear feel. Also significant at the time was the size of the brake rotors: At 11.8-inches up front and 11.1-inches in back, the brakes on the S2000 were massive for the time and backed by three-channel ABS as a standard feature.

Cars bound for the U.S. had a 240-hp version of Honda’s F20C 2.0-liter, naturally aspirated four-cylinder, which delivered 153 lb ft of torque. Peak horsepower came at 8400 rpm on its way to a fuel cutoff at 9000 rpm. Shifted only via a six-speed manual transmission for its entire run, the S2000 was a pure driver’s car.

Honda built 9148 of these cars in the first year of production, painted in four colors. Silverstone Metallic is by far the most common, with 2871 featuring black interior and 1756 with a dramatic red interior. 2116 examples were finished in New Formula Red, 1350 were Berlina Black with a black interior, another 384 were Berlina Black with red interior, and 671 were Grand Prix White with red interior.

The S2000’s singular trim level was priced at $32,000, compared to the Miata’s $23,545. There were no options other than the accessory hardtop. You chose your color, and that was that.

2001

Changes were modest for the S2000’s second year of production, with the addition of a digital clock on the radio, a standard wind deflector, and Spa Yellow Pearl as an available paint color. The latter proved to be wildly popular: 2154 of the 9942 cars produced that for 2001 were finished in Spa Yellow.

2002

2002 marked the first and only year that S2000 production broke 10,000 units. The suspension settings were revised slightly, but more importantly, Honda engineers determined that engines subjected to extended periods of high-rpm operation (say, 7000 rpm-plus for more than 30 minutes at a time) could face oil starvation issues and eventually score the cylinder walls, particularly on cylinder #4. Honda addressed this issue with a mid-year change to new oil jet bolts or “banjo bolts,” (Part Number 15290-PCX-000). Honda recalled cars in Europe but never did so in North America, although earlier AP1 owners can swap out the parts on their own.

The other significant update for the 2002 model year was the elimination of the plastic rear window, in favor of glass. Other minor tweaks included a leather wrapped steering wheel, a vinyl cover for the hard plastic console bin, a better stereo with separate tweeters and revised tail lamps with chrome rings around the internal lenses.

Silverstone gave way to Sebring Silver Metallic paint, available with both black and red interior. Suzuka Blue Metallic was also introduced in 2002 and quickly became the second most popular color choice.

2003

This was the final year for the AP1, and the changes for this model year were minimal. (Even the brochure uses a lot of photos from prior years.) The biggest change was the re-introduction of both Grand Prix White and Silverstone Metallic. Grand Prix White was also noteworthy for now having a tan interior rather than the much hotter red from the first year of production.

2004

The 2004 model year marked a line of demarcation for Honda S2000 fans: The arrival of the AP2, or second-generation S2000. The revisions were extensive and they noticeably changed the S2000’s character, but whether it’s “better” or “worse” depends entirely on your driving style.

The most obvious change was to the engine: The F20C 2.0-liter engine bowed out, and in its place Honda dropped in the F22C1, a 2.2-liter four-cylinder with a longer stroke. The new engine sported a 6 percent increase in torque, but because of the longer stroke, the sky-high fuel cutoff dropped from 9000 to 8200. Pairing up with the new engine was a revised gearbox with new ratios for all six gears: The first five became shorter, and the sixth was taller for better highway cruising. Brass synchros were also swapped for carbon fiber.

The last major update as part of the AP2 introduction was to the suspension. Again, these changes either “improved” or “did not improve” the S2000’s handling, depending on your preference. The AP1 was set up to be “loose,” meaning that the car would tend to oversteer easier and was designed to power out of corners that way. That’s what many loved about the AP1, but it also resulted in plenty of S2000 drivers hurtling away from the apex of their favorite offramp—backwards. To make the car’s handling more neutral, the AP2 included:

• 17×7 (front) and 17×8.5 (rear) wheels, replacing 16×6.5 (front) and 16×7.5s (rear)
• New Bridgestone RE-050 P215/45R17 (front) and P245/40R17 (rear) tires, replacing P205/55R16 (front) and P225/50R16 (rear) tires
• Front spring rate increased 6.7%, rear spring rate decreased 10%
• New shock settings tuned for new spring rates
• 1.8mm thinner rear stabilizer bar
• New brake pads for better brake feel, and resistance to brake fade
• Steering gear ratio increased to 14.9 from 13.8 to match new tire size

Many cosmetic revisions came along with the performance changes, including new front and rear bumpers, revised headlights, LED tail lamps, and oval-tipped exhaust outlets. Rio Yellow Pearl was a new color for 2004, while both Silverstone Metallic and Sebring Silver Metallic were available with a new red and black interior.

2005

The S2000 was essentially unchanged this year, but some enthusiasts insist that it’s nonetheless noteworthy because it’s the last year before electronics (to a greater degree) started to control the way the S2000 drove.

2006

On the surface, other than the introduction of a new color (Laguna Blue Pearl), the S2000 was unchanged for 2006. Two revisions, however, reined in the S2000’s free spirited demeanor: drive-by-wire throttle and electronic stability control.

Cosmetically, the upholstery pattern changed on the seats, and for the first time, the S2000 got one of the Miata’s most recognizable features: a set of four headrest speakers.

2007

With the exception of a new red and black upholstery color on Grand Prix White S2000s, there’s no change between the 2006 and 2007 model year. Even the sales brochure gives the impression that there’s not much going on, as it’s limited to just two pages.

2008

For the very first time in the United States, the S2000 was available in more than one trim. Along with the base car, Honda offered the S2000 Club Racer (CR). Launched at the New York Auto Show in 2007, the S2000 CR featured:

• A rear spoiler, said to smooth airflow and reduce lift by 70%
• 99 pound weight reduction compared to a base S2000 (power top, radio and A/C delete)
• A Berlina Black hardtop, no matter what color S2000 you ordered
• Stiffer stabilizer bars and dampers
• A unique body brace increasing lateral rigidity by 18%, and vertical rigidity by 94%
• An increase of 20mm in combined rear tire width for the Bridgestone Potenza RE070s
• Shifter shortened by 12.6mm
• Deep, bolstered yellow and black Alcantara seats
• Faux carbon fiber overlays on the dash
• A revised muffler for a throatier exhaust note

Only 668 of the projected 2000 units were produced in 2008. The Apex Blue Pearl in the Club Racer section of the S2000 brochure was new for 2008, and available on non-Club Racer S2000s. Also new was Chicane Silver Metallic.

2009

While the more obvious victims of the 2008 and 2009 global financial crisis were Pontiac, Hummer, Saturn, and retirement savings, it was also the impetus for Honda to put the S2000 on the chopping block. Changes were non-existent and both base S2000s and the S2000 Club Racer were available, but the sales numbers were grim: Honda sold just 355 S2000s in 2009, and of those, just 31 were Club Racers.

Before You Buy

The biggest thing to consider before buying an S2000 is the previous owner. How was the car driven? Was it regularly maintained, with records to prove it? Has the car ever been involved in a crash? This isn’t specific to S2000 ownership, but sports cars like this one were often driven hard.

Crash damage should be a huge red flag. These cars are rare, but there are enough around that you can find one that isn’t wearing mismatched fender colors, ill-fitting doors, curb rash on the wheels, or damaged sills from being improperly jacked. A lot of this damage can be hiding under the surface of an S2000. Given their mechanical reliability, it’s just as important to have a body shop do a pre-purchase inspection if you’re going to be spending real money.

All years of Honda’s S2000 can have issues with the wheel bearings, which can go bad and are expensive to replace. Similarly, these cars can be prone to excessive oil consumption. Early AP1 cars had some complaints about clutch buzz on deceleration, for which Honda issued a technical service bulletin (TSB 00-054, November 27, 2001). There’s the banjo bolt issue we mentioned that was addressed in the 2003 model year. Valve retainers have a tendency to crack after mechanical over-rev on AP1 cars. Spark plugs can also back out, so their torque values need to be checked regularly. Axle nuts can also loosen.

After the transmission was revised for the AP2 generation, the S2000 had a tendency to jump out of 2nd, 4th, or 6th gear. Cars from 2006 or newer have issues with the dash bubbling, wrinkling, or blistering.

On a test drive, these cars shouldn’t have excessive wind noise, regardless of if the top is up or down. These are wind-tunnel tested cars that should give you a quiet pocket of air in the cabin as you drive. Be aware of noises from the gearbox, especially on those early AP1 cars that were the subject of the TSB. In every gear, firmly accelerate and then let off the gas and let it coast. Does it pop out of gear accelerating or decelerating? If yes, there are gearbox issues with which to contend.

All S2000s were built after the DOT-required date codes stamped on the tire sidewall. The last four digits will tell you exactly how old the tires are, but do a visual inspection for sidewall cracks, cracks between the treads, uneven wear, and sidewall cuts from impact with curbs or potholes.

Hardly anyone purchased these cars new with hardtops, and they’re as a result exceedingly rare equipment. Factory hardtops are expensive to acquire a la carte, and a color-matched top original to the car can easily add thousands to the asking price.

Honda S2000 values

The Hagerty Valuation team has gained significant insight into the recent transaction prices for Honda S2000s, but please check here for the most up-to-date values. The latest data update doesn’t indicate any major pricing spikes. Cars that would fall into the #1 (Concours, or “best-in-the-world” examples) and #2 (Excellent) categories have been flat, but #3 (Good) and #4 (Fair) were up 2 percent over the last four months.

Looking back farther, however, S2000 values have increased significantly. We started formally tracking S2000 prices back in 2013, when examples in #2 (Excellent) condition were valued at $24,000 on average. As of February, 2021, the average value for an S2000 is $29,500, a 23 percent increase. If that seems high, it’s because most of the growth is the result of skyrocketing prices for #1 (Concours) and #2 (Excellent) condition cars.

In general, the AP1 cars are worth a bit more than the AP2s are. In 2018, Mecum sold an 855-mile 2003 S2000 for $71,500. (Mileage is key for these super-high-value cars.) It’s a similar story for a 1000-mile New Formula Red S2000 from the first model year, which sold on Bring A Trailer for $48K.

Hagerty insurance quotes for AP1 cars are up 103 percent over the last three years, and up 257 percent in the last five. Agreed values are also up, 17 percent over three years, and 15 percent in the last five years.

If you’re wondering whether younger people are into cars these days, the demographics on S2000 ownership should tell you a lot. Baby boomers own 35 percent of the S2000s insured with Hagerty, compared to 40 percent of the vintage car market overall. Millennials only make up 18 percent of the vintage car market, but our data shows that the second-largest portion of S2000 owners—31 percent—fall into that age bracket.

Only 66,860 of these cars ever made it to the United States, and the years weren’t kind to a lot of them. The youngest of these cars is a dozen years old, and the oldest is more than 20. Take your time, find a good one, and get yourself one you’ll want to drive. The aren’t many cars out there that offer this kind of driving enjoyment at the price point. Find the best-condition S2000 in your price range and you are likely to enjoy your purchase for years to come!

The post Your handy Honda S2000 (2000–09) buyer’s guide appeared first on Hagerty Media.

The Citroën 2CV—or Deux Chevaux—is one of those noteworthy designs that changed the automotive landscape, improving the lives of people around the world in the process. Designed to champion the needs of would-be motorists, the 2CV was engineered to be a hero for rural France, as it famously was able to transport “a basket of eggs across a ploughed field.” The compliant ride was a result of the 2CV’s ingenious suspension, along with a clever overall design that kept the car’s cost low enough for the general public to embrace a motoring lifestyle. There’s a joy in such pure simplicity, and that’s one reason why these rustic machines are still in demand today.

Model overview

Origins in the 1930s

The 2CV actually started as a TPV (Toute Petite Voiture, or Very Small Car) under the direction of Pierre Boulanger, Citroën’s Vice President. Around 47 TPV prototypes were made between 1937 and 1939, and while later iterations had incremental improvements, every example looked like a precursor to the 2CV. The TPV’s single windshield wiper, single headlight design, and a body made from flat and corrugated aluminum panels were rudimentary, but the similar shape of the cabin, canvas roof, and the slanted front end clearly previewed the 2CV to come. The two-cylinder engine was inspired by motorcycle designs of the era, but unlike the eventual 2CV, utilized water cooling instead of air cooling.

Citroën intended to build 250 units for initial production, but the ravages of World War II ensured we will never know how many TPVs were ultimately produced. During Nazi Germany’s occupation of France, Pierre Boulanger and his team dedicated themselves to protecting the design from prying eyes.

1940s, after WWII

The Citroën TPV would eventually become the 2CV, albeit with significant changes: two headlights, front-wheel drive, four-wheel independent suspension, inboard front brakes, air-cooled engine, longitudinal coil springs/dampers, and a body built with steel. The engine was a 375-cc flat two-cylinder that made only nine horsepower, thus qualifying to be called a “deux chevaux-vapeur” (two horsepower) vehicle under French tax classifications.

Much like that famous quote about the Ford Model T and black paint, the first “Type A” 2CV models were finished in gray. Front coach-style doors were retained from the TPV, and the hood had a more sophisticated rippling effect that paid homage to the TPV’s corrugated metal. The passenger cabin’s form was remarkably similar to that of the TPV, but in the 2CV the seats aped the design of tubular deckchairs. The gearshift resembled an umbrella handle, the speedometer cable actuated the wiper, and the canvas roof folded down to the rear bumper. Introduced at the 1948 Paris Auto Show, Citroën produced a few hundred 2CVs as 1948 models before full production kicked off and 876 examples were made in 1949.

1950s

The Type A series 2CV continued production, while a new 2CV Fourgonnette (van) was unveiled in 1950 with great promise for French business owners. By 1951, production of the van was proving just as limited as with the popular Type A, as demand far exceeded supply. There were no substantive changes for 1952, but 1953 saw a switch to tartan interior fabric. Essential for those driving the French countryside at night, a lighted speedometer greeted drivers for 1955—the same model year that brought a new grille emblem (deleting the oval around the Citroën logo) and a new Type AZ trim level with a 425-cc, 12-hp engine.

Key upgrades in 1957 included a new starter, a turn signal light added to the instrument panel, and light gray paint (instead of black) for interior parts. A more luxurious Type AZL arrived, and could be easily spotted by its unique chrome strip down the center of the hood. The AZL also included a windscreen defogging vent (placed near the steering wheel) upgraded seat fabric, and a larger rear window.

Two new models arrived in 1958: The AZLP was notable for its metal trunklid, while the Sahara was a twin-engined, four-wheel-drive 2CV intended for travel away from paved roads. Saharas have a unique hood (with an integral tire carrier) and trunk (with open space for the auxiliary engine’s cooling fan) and are quite rare even given their nine-year production run. Changes were modest for 1959, as Citroën added a bigger windscreen defogger, along with redesigned levers on the ventilation system.

1960s

A new-for-1960 option was the removable, transistorized radio powered by a nine-volt battery, offering both in-car and outdoor entertainment as needed. A new hood with a smaller grille came in the 1961 model year, coinciding with the removal of the original 375-cc engine from the 2CV lineup.

While not technically a factory option, a larger rear decklid, folding rear seats, and relocation of the spare tire (under the hood) transformed the 1962 2CV Mixte from a French runabout into a modern-day hatchback; the kit was designed and made by ENAC but sold by Citroën. Other changes for 1962 included a more integrated dashboard/instrument panel, an extra 1.5 horsepower for a higher top speed (70 km/h to 85 km/h), and revised suspension dampers to handle the extra power.

More changes came for 1963, as a new 18-horsepower motor was fitted to the Type AZ, along with two new trim levels: the AZA and AZAM (AZ Ameliorée). (The AZL was still in production, but soldiered on with the old 12-horsepower motor.) The AZAM had chrome-plated bumpers, hubcaps, headlight rings, and hood trim. Inside the AZAM were front seats utilizing conventional seat tracks, higher-quality seat materials, new door handles and a sun visor for the front passenger. A new two-spoke steering wheel greeted all models except the AZ.

While 1964 was essentially a carryover year, 1965 brought significant changes: no more front coach-style doors, parking lights and tubeless tires were standard for all models, a revised rear seat, and different gearing for the transmission. The next year (1966) offered more new equipment, most notably 12-volt electrics with an alternator, a restyled grille (with Citroën logo on the hood) and a new body with quarter windows in the C-pillars (AZA an AZAM only). All models henceforth had hydraulic shock absorbers at the rear. Modest changes arrived for 1967: new door handles, new front door window assemblies, and revised front and rear lighting. You could even get a windshield washing system and a side-view mirror (driver’s only) in 1967. Changes at the end of the 1960s were modest overall, as the AZL received modified rear brake lights, and the cheaper AZA and AZU switched from aluminum to steel valvetrain covers.

1970s

Citroën worked hard in this beginning of this decade to squeeze more life out of the venerable 2CV, enlarging the engine from 425 to 435-cc (26 horsepower) and adding Citroën’s proven 602-cc powerplant for top performance. The larger engine’s output (33 horsepower) technically made the 2CV into a 3CV for taxation purposes, but all models retained the same name. That said, trim levels for 1970 were reduced by referring to the 435-cc examples as the “2CV 4” and giving the 602-cc examples the “2CV 6” designation. All models gained new rear lights (with turn signal indicators), standard front seat belts, and side marker lights in the front fenders.

Three-point shoulder belts were added to the front seats for 1972, while 1973 gave the 2CV 6 a very 1970s-looking single-spoke steering wheel. Rectangular headlamps—another staple of the 1970s—became standard fare for all ’74 2CVs, but 1975 brought forth a bizarre throwback: A minimalist 2CV Spécial with round headlights, an older dashboard, unique de-chromed grille, and the 2CV 4’s more affordable asking price. Burnt Orange was the theme for 1976, as the 2CV Spot arrived wearing an interior in that color, plus exterior stripes, a 2CV 6 dashboard (with 2CV4 steering wheel, powertrain, etc.), and a limited production of 1800 units. This special edition was the first of many to come.

It wasn’t until 1977 when the 2CV received locking inertia seat belts in the front, and this year had a special “basket” edition (France only) that gave the exterior the appearance of a basketball shoe, complete with hood graphics that resembled the laces of a sneaker. The last year for the smaller-engined 2CV 4 was 1978, which means the 1979 2CV Spécial got the bigger engine (and thus was a 2CV 6 Spécial). Citroën also introduced the 2CV6 Club that year.

1980s

While decidedly long in the tooth for most motoring applications, the 2CV soldiered on in the 1980s with modest improvements and a slew of special editions. The first year in this new decade brought a return to round headlamps for a retro throwback special edition to the 2CV lineup: The Charleston edition came in a two-tone burgundy scheme elegantly applied across a curvy template resembling the paint schemes commonplace in 1930s and during the 2CV’s heyday. (The 2CV Club retained its square lights.) James Bond took an interest in the 2CV in 1982, and its outsized role in For Your Eyes Only merited a run of 500 yellow commemorative editions complete with decals that duplicate the bullet holes that scarred the actual 2CV from the movie.

Front disc brakes made their way to the 2CV for 1981, while the Charleston model switched from body color headlight housings to chrome. For 1982, the Charleston switched to a more ostentatious yellow-and-black paint scheme. Its color palette was more restrained for 1983 (black and burgundy) and a white/blue stripe Beachcomber edition (dubbed “France 3” in its home market) did so well in its debut year (2000 units) that Citroën brought it back the next year. The 2CV Dolly made its debut in 1985, with six unique paint schemes. 1986 bought the rooster themed 2CV Cocorico (cock-a-doodle doo) with a blue-to-red transition paint scheme applied over a white body.

The final year for 2CV production in France was February 25, 1988; the final example was finished in red. Production continued until 1990 in Portugal, with production ending on July 27. The final example was finished in two-tone gray, but rumors of five special editions being made afterwards endure to this day. Perhaps we shall never know the truth, but such rich rumors ares a wonderful way to end such a glorious production run.

Sales in the U.S.

Nine horsepower and a fabric roof was woefully inadequate to work for large swaths of America, but Citroën sold roughly 1000 Citroën 2CVs in the States. The French company started small, selling thirteen Citroëns (not just 2CVs) in 1950. Pricing for the 2CV was $1195 (as of 1955) but the party ended in the late 1960s. There seemed to be no plans to revise the 2CV’s design for North America during that run, likely because demand in the 2CV’s home market already exceeded supply.

Differences between the U.S.-market cars and those at home were minor: American-spec examples had larger headlights to meet federal safety regulations and came with more equipment as standard equipment.

Before you buy

One of the joys of Citroën 2CV ownership is the car’s underlying simplicity, which makes the pre-purchase inspection easy. Buying an example with meticulous service records is always ideal, but most parts are readily available to address a neglected example, even in North America. Depending on where the 2CV spent most of its life, the biggest concern is likely to be rust; it can be found in the floorboards, rear fenders, door sills, doors, and frame rails. A leaky roof or window can cause rust around the roof or within the body’s A-, B-, or C-pillars. Poor repairs to collision or rust damage could be hidden if you see extensive evidence of body filler. All concerns merit a close inspection, but addressing damage in a 2CV is relatively simple, as this design needs only modest metalworking skills. That kind of work will only be necessary assuming replacement with one of many reproduction parts won’t address the issue at hand, and that’s a fairly unlikely outcome. Any sign of bumper or bumper mount damage might be quickly repaired with a new aftermarket reproduction part. Point is, you need not seek a specialist body shop to properly restore a 2CV, as the simple design allows one to perform repairs in their own garage (if so inclined).

After assessing the condition of the chassis/body, evaluate the condition of all rubber parts, wear in the kingpins/steering rack, leaks in the powertrain, and the condition of seat and rooftop fabrics. Most replacement parts are readily available, so if any concerns arise from things like the seats, window seals, hoses, or even a fuel pump diaphragm it is more of a reason to negotiate on the asking price, and not to walk away from the deal. And always consider the age of the tires: if they are 10+ years old they lose the majority of their performance and safety.

Combining the tips above with a test drive to see if the engine is healthy enough to accelerate reasonably quick up to 10-20 mph (after that you can’t expect much from a 2CV, anyway), ensure the transmission goes into its gears without crunching, and that the car can cruise at speeds above 40 MPH without issue. Make sure the test drive includes testing all features (lights, folding roof, gauges, wipers, seat belts, defogger, removable radio, etc.) to yield an accurate assessment of this 2CV’s condition and equip you with enough information to determine whether the asking price is fair relative to its condition. When in doubt, hire a professional automobile inspector to give you a full report.

Final question: Is authenticity a concern? Because Citroën 2CVs were inherently basic and simple to keep running for decades, there’s a good chance someone added a non-factory modification or two along the way. Unless you are buying a historical, museum-quality example, many 2CV upgrades improve the ownership experience and shouldn’t affect value: adding the 602-cc engine, newer carburetor, front disc brakes, extra lights, 12v alternator, electronic ignition, windshield defogger, etc. to an older Type A model will make it more livable in modern times. The value of such items are at the discretion of the buyer but are worthy of consideration.

Valuation

The Hagerty Valuation team has insight into prices for Citroën 2CVs, but please check here for the most up-to-date values. It might not come as a surprise that the four-wheel-drive Sahara models are worth roughly 275 percent more than a regular 2CV: a Sahara in #2 condition (Excellent) is worth about $93K, while a base 2CV in the same condition is worth about $23K. The gap is closing, albeit very slowly, as the last two years have witnessed a 9 percent increase in 2CV values compared to the Sahara’s 7 percent growth. The biggest change came in May 2016, when base cars increased roughly 47 percent (a full 75 percent for the debut-year 1948 2CV) and the Sahara increased 31 percent.

Quotes for 2CVs are up 35 percent over the last three years. The average Hagerty insurance quote value is up more than 14 percent over the past three years. A full 54 percent of the quotes were from baby boomers, and no quotes were requested from millennials or Gen Z.

Interested in having a 2CV to call your own?  Even if most are for sale outside of North America, the best advice remains simple: Buy an example you love, but choose the best example you can afford. Happy driving, mes chéries!

Special thanks to Ronan Glon for his help in creating this buyer’s guide.

The post Your handy Citroën 2CV (1948–90) buyer’s guide appeared first on Hagerty Media.

Could the Testarossa be Ferrari’s most influential car? Designed as a high-end touring machine for the world market, the Testarossa possessed a mix of usability and refinement that added to the blistering performance and stunning style one expects from a Ferrari. Sergio Pininfarina called his design “an exaggeration in flamboyance,”  but the Testarossa was more than just a wide stance and those dramatic side strakes. This stallion had it all: impressive engineering, revolutionary presence, and a platform that broadened Ferrari’s appeal.

Model overview

1984

It’s impossible to overstate the Testarossa’s impact on the automotive world in 1984. The 12-cylinder performance, unforgettable design elements (side strakes, flying mirrors, wedge styling, single bolt wheels, to name a few) and improved usability all helped grow Ferrari’s clientele.

These were customers looking to stand out in the Greed is Good era of the 1980s. The fresh exterior lines were crafted on top of a clean-sheet design under the skin; while the 4.9-liter flat-12 engine was closely related to the outgoing fuel-injected 512 BBi, the addition of four valves per cylinder not only improved power but helped meet the increasingly tighter emissions regulations around the world.

Meeting the world’s standards also meant making a world-class exotic, so the 1984 Testarossa also reduced NVH (noise, vibration, harness) which was especially important with Europe’s noise regulations. Comfort emerged as a priority for this seminal supercar. Upgrades in this vein included a lighter clutch (larger than the outgoing 512 BB), flatter passenger floor (easier entry/exit) and luxury equipment like power windows, power mirrors, leather-wrapped everything, and air conditioning. The latter was targeted for Americans living in hotter climates (cough, Miami).

Seeing as Testarossas came with nearly everything standard, the only options were exterior/interior colors, installing the stereo of your choice, and opting for a six-piece set of fitted, leather-wrapped luggage made by Schedoni of Modena.

1985

Given that 1984 was quite the slam dunk for the folks in Maranello, it should come as no surprise that no major changes occurred this year.

1986

Like many performance cars of this era, the Testarossa’s metric Michelin TRX tires were ultimately tossed in favor of a more conventional set of rubber. Ferrari opted for 16-inch wheels but retained the single-bolt, center hub design. U.S.-spec models received a center high mount stop light (CHMSL) as per federal mandate, and the part was reportedly similar to what GM used on the C4 Corvette. A stunning droptop Testarossa Spider (built for Fiat chairman Gianni Agnelli) was crafted with a power-folding soft top and tonneau cover (much like a 1960s era Thunderbird Sports Roadster), and finished in silver with blue accents: Several topless TRs flooded the aftermarket in the years to come, but none save for the Spider had Ferrari’s official blessing.

1987

Ferrari installed dual sideview mirrors at the base of both A-pillars, which meant the death of the “flying mirror” design. The change came much to the dismay of onlookers, but cyclists that got too close to a passing Testarossa could breathe a bit easier. Models destined for the United States came equipped with a motorized passive restraint system for ’87, which automatically positioned the shoulder belt against the occupant but still required manual engagement of the lap belt. Smaller improvements included an improved air conditioning system, fuel level gauge, flywheel, and water/oil pump chain drive. For the U.S. market, Ferrari added a modified alternator pulley and smog pump as a mid-cycle update.

1988

The single-bolt wheels were changed to a conventional five-lug design for 1988, and it’s been said that Ferrari also made some significant, concurrent modifications to the Testarossa’s suspension. Luckily, the wheel’s flat five-spoke design remained true to the original concept’s mission of minimalist design. Inside you’ll find revised seats, and a new front hood design boasted an improvements to the water shield, locking mechanism, and insulation. A new gearbox and revised Bosch KE-Jetronic fuel injection system (replacing the older K-Jetronic) rested underneath the otherwise unchanged body.

1989

While catalytic converters were now standard for European-spec Testarossas, and all models received (another) new flywheel, there were relatively minor changes for Ferrari’s flagship this year. Updates included a revised gearbox, clutch assembly, steering column, and knee bolsters.

1990

Aside from improved engine crankcase sealing, very little changed this year.

1991

Again, no substantive changes here. With Miami Vice now off the airwaves for more than a year, the automotive poster child of the 1980s ended production with 7177 units built in total. The Ferrari 512 TR, sporting numerous mechanical and cosmetic changes, replaced the Testarossa for the 1992 model year. (The 512 TR’s changes are radical enough that some categorize it as an entirely different car. In any case, we consider it out of scope for this buyer’s guide.)

Before you buy

Let’s get the obvious out of the way: the 512 TR model’s improvements make it easier to live with, but is that car necessarily better? For some, the original Testarossa is irreplaceable—the purest of the breed. (That includes your humble author, who very much wants a flying mirror TR.)

While Euro-spec Testarossas show up for sale in the U.S. here and there,  their unique emissions controls, lighting, and associated wiring could be considered illegal depending on your state’s laws. There’s also the chance that a Euro-spec car contains a poor-quality conversion—performed by gray market importers, not the Ferrari dealership—that could turn into a repair nightmare. Do yourself a favor and check the VIN first to ensure you cover all bases.

The aforementioned water and oil pump chain upgrade, from 1987, should be retrofitted onto older Testarossas when doing an engine-out service (for the cam belt). The cam belt service itself is usually over $5000 and should be done every 15,000 miles, or about every five years. This is a mandatory service and is one of many reasons why a well maintained example—with paperwork to prove it—will always command a premium over a Testarossa without sterling service history.

When going on a test drive, make sure to hear the motor run when cold, as Ferrari flat-12s behave differently than most classic engines. The Bosch fuel injection system doesn’t perform as effectively as a modern car’s, but it shouldn’t need significant throttle management (as with a bad carburetor) to keep idling when cold. Also check for smoke from the tailpipes, as there should be none after a few seconds of idling. Once idle has leveled, drive conservatively until engine (and gearbox!) oil temps warm up. If the gearbox feels difficult to use, it might need a longer warm-up time. Once warm, the engine should rev smoothly and effortlessly, but keep in mind that older EFI systems tend to run rich at full throttle, so you might see a just little smoke in the rear view mirror.

Sometimes, a poorly running engine could just need the so-called Italian Tune-Up. These flat-12s tend to accumulate carbon build up if not run up to the upper rev range on a regular basis. You shouldn’t necessarily trust a seller who suggests that all their car needs is said “tune-up,” unless they are willing to perform it for you in your presence. When the powertrain is at operating temperature, several runs to its 7000 rpm redline in third gear is all that’s needed. (Provided you do so when highway conditions allow, of course.)

Tune-ups aside, a Testarossa test drive should proceed much like it would any other collector car (i.e. make sure every feature, button, and switch works as intended) but be extra careful of the tires, especially on TRX-equipped Testarossas: Dry rotted tires are commonplace on low-mile vehicles and performance drops significantly because of it. The TRX metric tires are painfully expensive to replace, but they are usually available from vintage tire companies. If the rubber is 7+ years old, factor tire replacement into the asking price in order to safely enjoy driving it on the road.

The original, single-bolt wheels used on Testarossas can come off at speed, so make sure the splines on each wheel are undamaged and everything is torqued to spec. Listen for clunks in the suspension, any unexpected braking behavior, and any other noise that detracts from the legendary Ferrari powertrain’s demeanor. If you hear something that sounds off, make a mental note to price the possible diagnosis/replacement before making your offer. Speaking of offers, you may be able to adjust the price if the Ferrari toolkit is missing; be prepared to pay more if the Schedoni luggage set is included with purchase.

Ferrari Testarossa values

The Hagerty Valuation team has gained significant insight in to recent transaction prices for the Ferrari Testarossa, but please check here for the most up-to-date values. Since four months ago, Testarossas are up 42 percent for #2-condition (Excellent) cars and 76 percent for #1-condition (Concours) cars. No Ferrari saw a higher increase over that same time frame, but like many classic and modern Ferraris, Testarossas shot way up in 2014–15. Testarossas experienced a value increase of 27–34 percent in the first part of 2015, with a retreat in 2019 and early 2020 (-13 percent from January 2019 to January 2020). After that they rebounded big time and are now at an all-time high.

How high, you ask? At this time in 2014, a #1-condition (Concours) Testarossa was worth $64,000. That money won’t even buy you a #4-condition (Fair) car today, which as of this writing is worth $77,500 on average for 1984 models. The range goes all the way to $211,000 for pristine #1-condition cars. Notable sales in recent memory include the Miami Vice Testarossa (no sale at $475K), actor Don Johnson’s personal example (sold for $110,000), the aforementioned 1986 Testarossa Spider (sold for $1,349,239), and a one-owner time capsule car (sold for $319,000).

Hagerty insurance quotes for Ferrari Testarossas are up eight percent over the last three years, while quoted values are down three percent over the last three years but up 18 percent over the last five years. Despite the popularity of 1980s and 1990s cars among younger buyers, the base for Testarossas skews older, probably thanks to high prices and astronomical running costs. Fifteen percent of quotes come from pre-boomers (who represent just 7 percent of the market), while 0 percent of the quotes come from Gen Z (they make up 5 percent of the market).

The post Your handy Ferrari Testarossa (1984–1991) buyer’s guide appeared first on Hagerty Media.

If one car embodies 1960s Americana, it’s the 1965–66 Mustang. The compact dimensions, smart styling, affordable asking price, and plethora of options spread across three body styles means that there’s an iteration of the original pony car to suit your fancy, no matter your budget or background.

Which Mustang is right for you, though? Let’s dig deep into the history of the 1965–66 Mustang, highlight tips for finding and addressing problems, and discuss the latest pricing trends using Hagerty Valuation data. As always, we appreciate having your tips, tricks, and feedback in the comments section!

1965

Introduced in 1964 with a base price of $2368, the Mustang was offered either as a hardtop or as a convertible. All 1964–65 Mustangs wore a VIN designation proclaiming production during the 1965 model year—even if they rolled off the assembly line in ’64. The full year of production also introduced the popular fastback body style. Priced between the hardtop and convertible, the fastback sported a wildly sloped roofline with unique rear glass and deck lid, giving the Mustang a more performance-oriented look compared to the hardtop coupe.

The entry-level Mustang had standard bucket seats, a sporty floor-mounted shifter, and Ford’s 170-cubic-inch “Special Six” inline-six engine mated to a three-speed manual gearbox, with an optional four-speed manual or Cruise-O-Matic automatic. Upgrading to a V-8 was possible via a 260-cu-in small-block (F-Code) or two versions (D- and K-code) of Ford’s famous 289-cu-in V-8: The top, K-code model cranked out 271 hp, making it the most desirable of the breed thanks to its aluminum pistons, solid lifters, high-flow cylinder heads, heavy-duty crank, larger carburetor, and chrome valve covers and air cleaner. While K-code cars are rare and highly prized, a slew of performance options gave customers the opportunity to spec any Mustang to a higher-performance configuration. Choices included front disc brakes, a special handling package with retuned shocks/springs/enlarged front sway bar, and even a limited-slip differential.

Making the Mustang unique to each customer was simple. Ford offered a wealth of colors and optional equipment: paint stripes on the rocker panels, push-button AM radio, day-night mirror, two-speed wipers, remote-control sideview mirror, padded sun visors, wire wheels, white or red line tires, and even a vinyl roof. Other options are notable for their value and curb appeal: rally pack gauges with integrated clock and tachometer, an elegant full-length console, power steering, power brakes, and (of course) factory air conditioning mounted below the dashboard.

The new Mustang was used as a pace car for the 1964 Indianapolis 500. Ford made 190 hardtop replicas available to dealerships on a limited basis, finished in Pace Car White with blue interior trim and equipped with the F-code V-8. It also made 35 D-code convertibles, which were used at the ’64 Indy 500 and sold through Ford’s retail channels afterwards.

There’s controversy surrounding the decision to classify Mustangs made in 1964 as 1965 models, since both production years share the VIN designation of the 1965 model year. Whichever side of that debate you take, there were 121,538 Mustangs made in 1964 and a whopping 559,451 in the full year of 1965.

The “true” 1965 Mustangs sported several changes: The base 170-cu-in I-6 was replaced with a larger 200-cu-in version, and the base 260 V-8 was swapped for a C-code 289. There was a new middle-of-the-road, A-code 289 as well, but the K-code V-8 remained the top option. All engines now had alternators in their charging systems instead of a generator. Also new for 1965 was a GT Equipment Package; cars so equipped are easily identified by grille-mounted fog lamps with either the A-code or K-code engine behind them. The GT also included a five-pack instrument cluster, rocker panel stripes, a special handling package, and disc brakes. A special “Pony Interior” made production midway in the 1965 model year. This decor group included ponies embroidered on the seat backs, more luxurious seat bottoms and door panels, wood grain accents on the console and dash, the five-pack gauge cluster, and even a simulated walnut steering wheel.

1966

Changes in the second year of production were limited—and rightly so, as the Mustang passed the 1 million unit production mark this year. You can spot a 1966 Mustang by its grille texture, chrome hood molding, redesigned gas cap, new wheel covers, upgrade from 13″ to 14″ wheels (six cylinder models only), standard five-pod gauge cluster, redesigned side-scoop brightwork, and chrome panels over the rocker panels (deleted on GT). Federal mandates meant that the once-optional reverse lamps were now standard. The previous year’s extensive list of optional equipment was also present in 1966, with the addition of an optional 8-track cassette tape player.

There were several special-edition Mustangs in 1966: Commemorating the sale of 1 million Mustangs, Ford created 50 units of the Anniversary Gold hardtop, finished in “Anniversary Gold” paint, powered by the C-code 289 two-barrel V-8, and optioned with the Pony Interior upgrade. The 1966 “Sprint 200” edition gave Mustangs not ordered with a V-8 some extra flair: a chrome air cleaner and painted accent stripes (matched to the interior color) along with the usual options available to six-cylinder Mustangs. Sprint 200 interior upgrades included a center console with courtesy lights.

The final special edition, the Colorado-only “High Country” edition, started the trend of regional Mustangs with cosmetic upgrades. High Country Mustangs were finished in Columbine Blue, Timberline Green, or Aspen Gold, and sported blue crests near the Mustang fender emblems. High Country models were available with any body style and powertrain combination, and only 333 copies were produced.

If you’d like to read more about the entire first generation of Mustangs, we got you covered. For everyone else, let’s learn about what to check when buying a ’65–66 Mustang.

Before you buy

Find a 1965–66 Mustang that fits the bill is likely easy, but ensuring that its condition is acceptable can be more difficult. Since the Mustang is a unibody chassis (the body and frame are welded into a single component) your biggest concern will be rust, especially in a structural location. Rust can lurk in the floor boards, frame rails, the lower portion of the doors, the trunk lid, below the windshield (cowl vent) and rear window, under the battery, and in even lower sections of the shock tower.

Even rust repair can be suspect. Be weary of poorly repaired areas that use fiberglass patch panels or copious amounts of body filler to achieve a smooth surface. Confirming that the doors close nicely is a good start (especially on convertibles), but remember that a Mustang with rust issues may still be worth purchasing: There’s a cottage industry dedicated to reproducing everything, including sheetmetal.

After assessing the condition of the chassis, evaluate the condition of rubber parts in the suspension, the powertrain, and the body. Since most replacement rubber is readily available, factor in the cost of new weatherstripping—or a leaky hose or cracked bushings—when considering the vehicle’s asking price. Don’t forget the age of tires, either: Almost any tire loses the majority of its performance potential after a decade (though usually before that).

Combining the tips above with a test drive and a test of all features (lights, gauges, wipers, seat belts, HVAC, etc.) shall yield an accurate assessment of the Mustang’s condition, and equip you with enough information to determine whether the asking price is fair. When in doubt, hire a professional automobile inspector to give you a full report.

Now, for the final question. Is authenticity a concern?

Everything from factory air conditioning to Pony Interiors (even fastback sheetmetal!) can be added to a less desirable Mustang over the years. Thoughtful checking of part numbers and factory stampings will be necessary to ensure you’re buying a Mustang with pedigree. Avoid sellers asking for top dollar who don’t provide the paperwork proving their cars’ authenticity, originality, and condition.

Perhaps you’re not concerned with originality—you just want a driver-quality Mustang. In that case, these rules should be far more flexible. Take advantage of the robust aftermarket selection and add features that would hurt an example with a pedigree; there’s plenty of room to improve your ownership experience without diluting the Mustang’s signature style. The aforementioned air conditioning and Pony interiors are a good place to start, but even feature-packed “retro” audio systems, disc-brake conversions, overdrive transmissions, electronic ignition (maybe even fuel injection!), and upgraded suspension parts are worth considering.

Valuation

The Hagerty Valuation team has gained significant insight in to the recent transaction prices for 1965–66 Mustangs, but please check here for the most up-to-date values. While many muscle cars tanked in value during the last recession, Mustangs weren’t nearly as volatile: other than a slight dip in 2009–10, they’ve been trending upwards with small movements rather than big surges. Values of #2-condition (Excellent) 1965 Mustang stayed flat in the most recent (January 2021) update of the Hagerty Price Guide.

There are other nuances to consider, too, since some configurations are more desirable than others. You can, for example, add 10 percent for a four-speed manual, and subtract 10 percent for an automatic. Keep in mind that particularly rare combinations of options and very rare colors often bring a significant premium. Sadly you cannot get a Marti report for pre-1967 Mustangs, so consulting with a concourse-quality Mustang restorer will help to justify the asking price.

Our data also brought some unique insight into who is insuring these Mustangs: By our quote and insurance data, the 1965 Mustang is the most popular classic car in America. The second most popular car is the 1966 Mustang. Even more impressive? First-gen Mustangs have earned a place in the hearts of younger buyers: While 38 percent of quotes come from baby boomers, 34 percent and 18 percent of quotes come from Gen X and millennials, respectively. (For context, boomers make up 40 percent of the classic car market, while Gen X and millennials make up 30 percent and 18 percent, respectively.)

The best advice remains simple: Buy a car you love, and choose the best example you can afford. Happy driving!

The post Your handy 1965–66 Ford Mustang buyer’s guide appeared first on Hagerty Media.

Most call it a C2, but some still refer to it as the Mid-Year: No matter what the name given to a second-generation Corvette, America’s sports car cemented its reputation with a pedigreed racing history, a multitude of performance options, and a design that was both brash Americana and classical European sports car. Which all leads to the 1963–1967 Corvette truly earning universal adoration across all corners of the auto enthusiast spectrum.

1963

’63 was the only year for several unique design elements—most notably the split rear window that was ultimately deemed too difficult to see out of for many drivers. The hood’s non-functional grilles were also unique, and these features make the 1963 Corvette highly prized in the collector car market. Brisk sales (21,513 units) as both a coupe ($4257, 10,594 units) and convertible ($4037, 10,919 units) proved the second generation Corvette had the right styling and impressive performance from its new chassis and suspension to delight customers. That said, the all-new C2 Corvette shared many of the advancements from the tail end of C1 Corvette production, including all (327-cubic-inch) V-8 engines, producing 250/300/340 horsepower, and 360 horsepower when equipped with fuel injection. The standard three-speed manual, optional two-speed Powerglide automatic, and optional four-speed manual also carried over, while a close-ratio four-speed manual was available for the top two engines. Brakes were upgraded from the C1, as the 11-inch drums were wider for a larger contact patch, while optional sintered metallic brake shoes (J65) made for more aggressive braking.

The coveted Z06 option took performance to a new level: an $1818 upgrade for owners wishing to race a Corvette in sanctioned racing events. Once the buyer ordered the fuel-injected V-8, four-speed manual, and Positraction (limited-slip) differential, the Z06 added a larger front sway bar, uprated springs and shocks, and a 36.5-gallon fuel tank for endurance racing. All 1963 Corvettes benefited from an improved interior: more ergonomic driving position, comfortable bucket seats with optional leather, and options like air conditioning, power windows, tinted glass, woodgrain effect steering wheel, and even an AM/FM radio. Power steering and brakes were also available for extra comfort behind the wheel.

1964

Aside from the adoption of a single, one-piece rear window, the 1964 Corvette constituted many small changes and refinements. The hood retained the stylish “footprint” that were home to 1963’s fake grilles, the driver’s side B-pillar air vents became functional, a cleaner rocker cover replaced 1963’s ribbed panel, and a restyled fuel filler door (concentric rings around the logo) were implemented. Interior changes included a new steering wheel with simulated walnut trim, and chrome interior door pulls. Extra sound insulation, redesigned body mounts and a new shifter linkage design reduced the Corvette’s noise, vibration, and harshness levels. An optional, rear mounted, three-speed fan increased air circulation for Corvettes, with or without air conditioning.

There was no more Z06 model for those interested in racing their Corvette, but many of its features remained available as stand-alone options, including the uprated front and rear suspension, brake upgrades, and the massive fuel tank. A new transistorized ignition system was optional and provided more efficient performance, especially under extreme conditions. Wheel covers sported a cleaner design and new cast aluminum turbine wheels with knock off center caps were optional.

The top two engines got a boost this year: the carbureted 327 now had 365 horsepower, while the fuel-injected mill sported 375 hp. Manual transmissions went from Borg Warner-sourced units to Muncie gearboxes. Like the previous year, the four-speed manual was the most popular choice for Corvette buyers. The improvements helped Chevrolet sell 22,229 units of both coupe ($4252/8304 units) and convertibles ($4037/13,925 units)

1965

A new grille greeted buyers, along with new wheel covers and rocker panel covers. 1965 models also had a smooth hood (deleting traces of the 1964 style) and the addition of front fenders with functional cooling vents. The gas filler door now had a radial spoke design around the logo. Interior upgrades included an optional steering wheel rim made of genuine teak. Standard upgrades include new door panels with integrated arm rests and retracting seat belt assemblies. Larger bucket seats also had more support, while parts of the center dashboard were now painted instead of upholstered in vinyl.

The four-wheel disc braking system was now standard, including four-piston front calipers and a redesigned master cylinder. Surprisingly the previous drum brake setup was still available, and netted the buyer a $64.50 credit. While the fuel injected V-8 was phased out (771 produced), there were five total small-block V-8 engines (327 cubic inches) producing 250/300/350/365/375 hp respectively. An all-new, range-topping 396-cu-in big-block V-8 (L78) made a whopping 425 horsepower. Not only was the 396 big-block’s performance impressive, all examples came with a unique domed hood to clear the taller engine. The improvements netted an impressive 23,564 units sold (15,378 convertible, 8186 coupe) for a base price of $4321 for the coupe and $4106 for the convertible.

1966

The C2’s trend of regularly redesigning wheel covers and rocker panels continued. B-pillar mounted vents were deleted, and new “Corvette Sting Ray” emblems were added to the hood and rear deck. The once optional reverse lights were now standard, while the Off Road Exhaust System (N11) grew in popularity threefold over last year and sales of the side exit exhaust went up by 60 percent. The gas filler door now had a turbine-effect texture around the logo. Interior changes were modest: new seat covers, chrome door pulls, four-way hazard flashers and shoulder belts were optional. Chevrolet sold an impressive 27,720 units; 17,762 convertibles at a $4084 base price and 9958 coupes at $4295.

This year introduced the coveted 427-cu-in big-block V-8, available in either (L36) 390 or (L72) 425 horsepower with an impressive 460 lb-ft of torque. While horsepower ratings might have been purposefully understated at the time, all big-block Corvettes came with a Positraction axle, firmer suspension, and four-speed manual transmission. The big-block’s seemingly instant popularity meant the 327 small-block was reduced to options, an L75 (300 horsepower) or an L79 (350 horsepower). Corvettes sold in California received a new air-injection system helped lower exhaust emissions, while a new egg-crate grille arrived up front.

1967

The final year of the second-generation Corvette sported modest yet notable changes: Hood and fender emblems were deleted while the fuel filler door now had a Corvette logo on a color-matched, distraction-free background. The fender’s side vent now had five fins. Rocker panel covers were flat and unadorned, a large backup lamp was now placed over the license plate, and wheel covers were replaced with standard Rally wheels with chrome beauty rings. The optional aluminum turbine wheels no longer sported garish knock-off hubs, instead hiding a conventional bolt pattern under a modest hub cap.

Before you buy

Know which year C2 Corvette you like? Just make sure it’s in the condition you expect before you make a deal. While the Corvette’s body is mostly fiberglass, the C2 generation has a metal “birdcage” around the passenger compartment that could rust, especially around the base of the windshield. Corrosion is also a concern if the C2 was the victim of a poor collision repair in the past, so a detailed inspection is required to ensure no stone is left unturned. Stress cracks on the fiberglass body can happen—the Corvette is a sports car and often driven like one—but they could require significant effort to restore to perfection. All C2s used fiberglass bonding strips to fuse individual parts into a single body panel, but look closely for signs of poorly patched fiberglass panels.

While almost everything under the sun is available online or in a C2 Corvette-specific catalog, keep in mind that the four-wheel independent suspension, covered headlights, and interior parts are mostly unique to this car. Rubber parts (belts, hoses, weatherstripping, bushings, etc.) age out over time, and never forget the age of tires: they lose the majority of their performance potential after a decade, if not sooner. If you see a problem anywhere, at the minimum research how much the parts cost and factor that into the asking price. A thorough test drive where every component is cycled and monitored is the best way to ensure you purchase the vehicle with a minimum of surprises.

Because C2 Corvette values risen meteorically since bottoming out decades ago, it’s crucial to ensure either owner’s claims of originality and/or meticulous maintenance are up to the expectations of current market pricing. The best way is with a third-party analysis: buying a numbers-matching example may just mean scanning the chassis and engine codes, getting a pre-purchase inspection, or perhaps some research with the help of the National Corvette Restorer’s Society to ensure a C2’s authenticity.

Valuation

The Hagerty Valuation team has gained significant insight in to the recent transaction prices for C2 Corvettes, but please check here for the most up-to-date values. Split window coupes like the one in the above video typically command between 50 to 100 percent more than comparably equipped ’64 coupes.  While split-windows are one of those rare exceptions to the phrase “when the top goes down, the price goes up,” even the 1964 coupes command a little more than the convertibles, but nothing quite like the split window ‘63.

Values for 1963s and most C2 Corvettes remained pretty flat for the second half of 2020, but a median #2-condition (Excellent) example, bottoming at $62k in 2011, has trended upward is now worth $119K on average. These Corvettes weren’t as hard hit by the ’08-’09 recession as mainstream muscle cars were. That said, the options really matter, especially regarding transmissions: deduct 10 percent for automatics and, even though the standard 3-speed manual is very rare, we deduct 20 percent in our price guide for it.

Notable C2 Corvette sales in recent years include the $1.76M Rondine concept, a ’63 convertible owned by GM designer Harley Earl ($1.605M), and this Z06 race car that sold in 2009 for $1.13M. Hagerty insurance data indicates that quotes for C2 have increased 3 percent over the past three years, and they are up 5 percent over the past five years. Quote values similarly went up 4 percent over the past three years, and up 13 percent over the past five years. While boomers make currently make up 40 percent of the market, Gen X accounts for 30 percent with a surprising 18 percent of the market going to millennials.

In general, the best advice remains that you should buy a car you love and the best example you can afford. Happy driving!

The post Your handy 1963–67 Chevrolet Corvette (C2) buyer’s guide appeared first on Hagerty Media.

The first-generation Mustang’s popularity is proof that Lee Iacocca’s concept of a pony car had the staying power to influence other manufacturers and countless car enthusiasts to this day. When was the last time you went to a car show and didn’t see a first-gen Mustang? Or what about a late-model car meet with later Mustangs clearly influenced by the original’s iconic styling?

Let’s get a high level overview at every year of the first generation’s production, highlighting special editions so you’ll know which Mustangs are best for you! 

Early 1965 (built in 1964)

Introduced in 1964 with a base price of $2368, the Mustang gave entry-level buyers the style of a high-end European Grand Tourer with the practicality of its stablemate, the Ford Falcon. Plus, the sheer volume of powertrain and trim packages made it possible to configure the Mustang to most folks’ needs and budgets. Even better, you could build your Mustang either as a hardtop or a convertible. 

Entry-level Mustangs had standard bucket seats, a sporty floor-mounted shifter and Ford’s 170-cubic-inch “Special Six” inline-six engine and a three-speed manual, with an optional four-speed manual or Ford’s Cruise-O-Matic automatic gearbox.  Upgrading to a V-8 was possible via 260-cu-in small-block (F-Code) or two versions (D and K-code) of Ford’s famous 289-cu-in V-8: the top model cranked out 271 hp, making the “K-code” designation the most desirable of the breed thanks to its aluminum pistons, solid lifters, high flow cylinder heads, heavy-duty crank, larger carburetor, and chrome valve covers and air cleaner. While K-codes are rare and highly prized, there was much more to the Mustang than the motor.

A slew of performance options were on the table: front disc brakes, a special handling package with retuned shocks/springs/enlarged front sway bar, and a limited-slip differential. 

Making the Mustang as enjoyable as the styling suggests was simple, you simply picked from a bevy of colors and optional equipment including: paint stripes on the rocker panels, push button AM radio, day-night mirror, two-speed wipers, remote control side view mirror, padded sun visors, wire wheels, white or red line tires, and even a vinyl roof. 

Aside from the premium for K-code examples, other options are notable for their value and curb appeal: rally pack gauges with integral clock and tachometer, full length console, power steering, power brakes and (of course) factory air conditioning. 

With 121,538 made in 1964 and a whopping 559,451 in the full year 1965, it’s clear why the Mustang’s popularity remains today: everyone knew it was an instant classic.

1965 (full year of production)

While all 1964-1965 Mustangs wore a VIN designation proclaiming production during the 1965 model year, the full year of production introduced the popular fastback body style.  Priced between the hardtop and convertible, the fastback sported a wildly sloped roofline with unique rear glass and deck lid, giving the Mustang a more performance-oriented look over the hardtop coupe. This new look was the foundation for the new Shelby Mustang, which is discussed further below. 

Powertrain changes were substantial during this year: the base I-6 was replaced with a larger 200-cu-in version, and the base 260-cu-in V-8 was swapped for C-code 289 V-8.  There was a new middle-of-the-road A-code 289 and the range topping K-Code V-8 was still the top option. All engines now had alternators in their charging systems instead of a generator.

New for this year was also a GT Equipment Package, which is easily spotted by the fog lamps mounted in the grille.  The GT also included a five-gauge pack instrument cluster, rocker panel stripes, a special handling package and disc brakes.

A special “Pony Interior” made production midway in the 1965 model year.  This decor group included ponies embroidered on the seat backs, more luxurious seat bottoms and door panels, wood grain accents on the console and dash, the five-pack gauge cluster, and even a simulated walnut steering wheel. 

There’s no possible way to give Shelby Mustangs the credit they deserve without dedicating an entire article to them, but 1965 was the first year of this legendary machine.  The story starts with 513 fastback bodies (painted in Wimbledon white with Guardsman Blue rocker panel stripes – the top stripes were optional) being converted into Shelby GT350 using a large number of performance parts: chassis bracing, 15-inch wheels, improved steering boxes, functional hood scoop, revised intake manifold and exhaust headers to make the 289 V-8 achieve 306 hp, larger rear drum brakes, front disc brakes and a deleted rear seat. Race versions (dubbed GT350-R) had an impressive 360 hp and only 35 units were created for SCCA requirements. 

1966

Changes in the second year of production were limited, rightly so as the Mustang passed the one million unit production mark this year.  You can spot a 1966 Mustang from its less cluttered grill texture, chrome hood moulding, redesigned gas cap, new wheel covers, an upgrade from 13″ to 14″ wheels (six cylinder models only), standard 5-pod gauge cluster, redesigned side scoop brightwork and chrome panels over the rocker panels (deleted on GT). 

Federal mandates meant that the once optional reverse lamps are now standard. Last year’s extensive list of optional equipment was also present in 1966, with the addition of an optional 8-track cassette tape player.

Shelby GT350s somewhat softened their tone this year, adding a rear backseat, a larger color palette, a quieter exhaust system and most surprisingly, an automatic transmission. Most exciting for 1966 Shelby Mustangs was the option for a Paxton supercharger to the 289 V-8. 

1967

The Mustang sported a significant redesign, possibly to ensure its dominance over the all-new 1967 Chevrolet Camaro fashioned after its trend setting pony car template. A new body with fresh sheet metal was two inches longer (wheel base remained the same) with a wider track and redesigned front suspension to accommodate Ford’s 390 FE V-8 engine. Inside there were new trimmings, and a new dashboard with a pronounced twin cowl theme. Rounding out the major changes was a new tail light panel with a strong curve accentuated by the Mustang’s 3 light signature at each corner. 

Powertrain choices remained the same, aside from the aforementioned 390 V-8 for GT models.  Shelby GT350 Mustangs also had the 289 V-8 while the GT500 sported Ford’s massive 428 FE V-8 engine.

Mustangs received several noteworthy additions to the options list, including the Sprint option (similar to the Sprint 200 special edition, below), an AM/FM radio, passenger side view mirror, sliding tilt-away steering wheel (borrowed from the Thunderbird), overhead console with warning lights, a stereo-sonic tape deck and a new deluxe interior upgrade with aluminum trim (superseding last year’s Pony Interior).  

Shelby had two models for 1967: the familiar GT350 and the new GT500. Shelby’s unique exterior design was further enhanced by fiberglass front end and grille sporting separate high beam headlights, roof-mounted and rear-facing air scoops, integrated spoiler with fiberglass trunk lid, and quarter panel inserts to create a dovetail rear spoiler. Mercury Cougar sequential tail lights (without the chrome trim) rounded out the cosmetics while the GT500 added a serious punch under the hood: a 428-cu-in V-8 tuned to Carroll Shelby’s specification.  

1968

The 1968 model year had modest changes from last year’s significant redesign. The most noticeable change is the addition of side marker lights at each corner, in accordance to federal safety guidelines. Other changes like the deletion of the “FORD” lettering on the hood, standard three-point belts, a new grille and new “Mustang” lettering on each fender. A collision-friendly, impact-absorbing steering column was standard, as were fold-down interior door handles.  

Mustangs were never short of color options, but an even wider assortment of colors were now available, with names like Passionate Pink, Madagascar Orange and Whipped Cream. 

A Cobra Jet (R-code) 428 V-8 was available and the Shelby Mustangs returned, both in the GT350 (now with a 302 V-8), GT500, and a new GT500KR. The GT500 “King of the Road” was powered by a 428 V-8 which was suspiciously rated with the same horsepower as the GT500, but it’s believed these were underrated for power—on purpose.   

1969 

This year marked another significant redesign for the Mustang, gaining four inches in length, with a more aggressive take on the original Mustang’s front grille, reverse facing side scoops (Hardtop and Convertible), optional shaker hood scoop, a significantly larger cabin, new engines, and new trim levels with the same body styles (hardtop, fastback, convertible) seen previously.  The 1969 Mustang was also lower with sleek styling, taking advantage of the steeper raked windshield: another sign that the pony car was growing into the extra-hot muscle car space. 

The most exciting news for 1969 included the introductions of the Boss Mustangs, in 302-cu-in and 429-cu-in flavors.  The Boss 302 was created with the Trans Am racing series in mind, while the Boss 429 was a creation satisfying NASCAR’s homologation requirements.  Boss 302s came in many colors but wore a black painted hood with a C-shaped stripe along the bodyside. Compared to the Boss 302, the Boss 429 looked relatively boring with almost no extra ornamentation aside from the hood scoop (present on both models), and all versions came without air conditioning or an automatic transmission option. 

There was a new 250-cu-in inline-six engine in addition to the standard 200-cu-in, and eight robust V-8 engine offerings: a 302 , a high-revving Boss 302, two 351 V-8s, a 390 V-8, two 428 FE engines (Cobra Jet with 335hp, or a Super Cobra Jet with Ram Air induction @ 360hp), and the range-topping Boss 429 V-8 based on the new Ford 385-series engines.

The options list for 1969 included new items like the rim blow steering wheel (horn embedded in the rim), tilt steering column, electric clock, intermittent wipers and a shaker hood scoop for Boss Mustangs. The color palette was just as strong as last year, but there were new trim levels added to the line up. The GT option soldiered on, but a new Mach 1 packaged added extra flair (hood lock pins, chrome exhaust, color-keyed side view mirrors) to go with the extra performance (handling package and many V-8 options).  In response to the success of sister ship Mercury Cougar (and premium offerings from General Motors) the new Mustang Grande had a more luxurious interior with imitation wood trim, full wheel covers and a vinyl roof with Grande emblems on the C-pillars. 

Shelby Mustangs continued under GT350 and GT500 guise, now with an even more unique front fascia with deeply sunken headlights and a longer hood with five scoops. The GT350 now had a 351 V-8 as standard. Ironically, the growth of Shelby’s Mustangs coincided with Carroll Shelby’s ending of his relationship with Ford. 

1970 

The Mustang received modest changes this year, most notably in a new front fascia with two lights instead of last year’s four: simulated scoops filled in the gap where the lighting used to exist. Last year’s side scoop was deleted. From the rear, all 1970s are differentiated by a new flat faced fascia with the signature three-bar tail lights housed inside a beefy chrome bezel. 

Mach 1s had a unique grille utilizing squared-off amber lamps, finned rocker panel moldings with “Mach 1” cast at the front, and Mach 1 lettering on the deckled with a honeycomb appliqué around the rear gas cap. 

Boss 302s wore unique stripes that started on the hood and rolled down the fenders, while Boss 429s had a black painted hood scoop and had the option of a white interior to go with last year’s black interior. This was the last year of the Boss Mustang, though the name soldiered on as an engine designation. 

High-back bucket seats are now standard, and hardtops had an optional electric rear window defogger. 428-equipped Mustangs had the option of two Drag Pack axle offerings, in both 3.91:1 and 4:30:1 ratios.

Unsold 1969 Shelbys were given 1970 model VINs and resold to dealers.  Changes included a new front spoiler, hood stripes, and carburetion and ignition changes in accordance with emissions regulations.  

1971

This year’s redesign made the Mustang over two inches longer (one inch of wheelbase increase), three inches wider and, on average, weighed roughly 50-200lbs more (depending on engine/body selected). All three body styles (Hardtop, Fastback, Convertible) remained.   Styling deviated from Iacocca’s original vision, as it was heavily influenced by Bunkie Knudsen, Ford’s recently ousted President. A larger grille had a corralled pony emblem, or a smaller Mustang logo with red, white, and blue bars behind it. Chrome hood and fender lips made for a wraparound effect on the front fascia.  New chrome trim covered the rocker panels and wheel arches, while painted front bumpers were also optional. 

Bodyside lines were long and streamlined, with flush door handles from full size Fords, ending at a rear with traditional short deck proportions but new taillights with integrated reverse lights. 

The small, 200-cu-in engine was jettisoned in favor of the 250-cu-in unit, while the Boss 302 and 428 motors were deleted for two 429 options and a robust four options of the 351 V-8s. This was the only year for the Boss 351. The Drag Pack option for 429-equipped Mustangs now had another, range-topping option in the form of a 4.30:1 axle with a No-Spin Detroit Locker differential. 

1972

There were few cosmetic changes for the 1972 model year, most notably the rear emblem went from “Mustang” in block letters across the center to a stylized Mustang emblem in the right-hand corner of the deck lid.  

The big news was the downward turn in engine options: only the 250-cu-in inline six, 302 V-8, and three variants of the 351 V-8 remained. This was a sign of things to come, not only for Mustangs, but for the auto industry in general. 

1973

The first-generation Mustang’s finale ended rather unceremoniously: a new front end with revised grille, chrome headlight buckets, vertical signal lights, and the federally mandated 5-mph bumper made out of urethane. All three body styles were present, and the convertible would not be seen again until 1983. Aside from the deletion of the R-code V-8, all 1972 engines were still available but the top-tier 351-cu-in motors made less power due to ever tightening emissions regulations.

Special editions

While the first-generation Mustang changed significantly during its tenure, the appeal is undeniable: there is one for just about every taste and budget. So let’s now briefly highlight unique and desirable special editions of the first generation Mustang:

1964.5 Indy Pace Car

The new Mustang was used as a pace car (35 convertibles, D Code V-8) for the 1964 Indianapolis 500, and Ford made 190 hardtop replicas available on to dealerships limited basis. Each convertible was finished in Wimbledon White (white/blue/red interiors) while hardtops were Pace Car white with blue interior trim and the F Code V-8 engine.

Body Side decals matching the official pace car were implemented, and hood/roof/trunk had three blue racing stripes along the centerline. The pace car coupes left the factory with grease pencil codes on the radiator core support, including the words “PACE CAR” for posterity.

1966 Shelby GT350H

The GT350’s racing prowess inspired future Shelbys, including a GT350H model sold to Hertz Rent-A-Car for its innovative “Rent A Racer” program. Just 1000 GT350H units were produced, most were black with gold stripes, but red and green bodies were also produced. While early models had four-speed manuals (a move Hertz likely regrets) the remainder of the production went to an automatic transmission. 

1966 Anniversary Gold Hardtop

Ford made only 50 units of the Anniversary Gold edition to celebrate Mustang sales topping 1 million units in 1966. The Anniversary Gold editions were finished in “Anniversary Gold” paint and optioned with the C-code 289 two-barrel V-8 engine, the Pony Interior upgrade, and all examples are said to be hardtops only.

1966 Sprint 200 Edition

While V-8 powered Mustangs sold well on their own, a special Sprint 200 Option package added flair to Mustangs with the standard 200-cu-in inline-six. The Sprint included a chrome air cleaner, painted accent stripes along with the other options available to all six-cylinder Mustangs. Interior upgrades included a center console with courtesy lights, and the interior color was used to match the exterior accent stripes. 

1966 High Country Edition

This was the first of many regional Mustang special editions and was sold by Ford dealers in Ford’s Colorado region. High Country editions wore one of three colors, Columbine Blue, Timberline Green and Aspen Gold, with blue crests near the Mustang fender emblems. These cosmetic upgrades could be ordered with any body style and powertrain combination. Only 333 copies were sold but this was a proof of concept that paved the way for the famous California Special edition Mustang. 

1967 Special Editions

The High country Edition sold better this year (416 units) with no differences otherwise (just color and trim) in the package upgrade over other 1967 Fords. 

The Ski Country Edition themed with, you guessed it, skiers in mind. These models came equipped with snow tires, ski racks, a limited slip differential, luggage rack and was painted in five exclusive, regional colors: Aspen Red, Breckenridge Yellow, Loveland Green, Vail Blue and Winter Park Turquoise.

The She Country Edition is said to be the creation of Ann Goodro (from Bill Goodro Ford) as she believed a Mustang marketed specifically to women would do well in the Denver area. Ann ordered 48 models painted in the following colors: Limelite Green, Bermuda Sand, Evening Orchard, and Autumn Smoke. The owner received a dash plaque with their name engraved in it and an orchid corsage to congratulate them on the purchase.

1968 California Special

One of the more well known special editions is the California Special, also known as the GT/CS.  The GT/CS’s success is partly because over 4000 units were produced, but mostly because it shared cosmetic upgrades with the Shelby GT500. Sold as a hardtop only, the GT/CS sports a fiberglass trunk lid and quarter panel inserts to create an elegant rear spoiler that sat above tail lights, themselves lifted from the Ford Thunderbird. The taillights were not sequentially lit like the Thunderbird, but unique emblems and red, black, or metallic medium blue side stripes ensured the GT/CS was not mistaken for a Shelby. A unique gas cap and non-functional side scoops completed the GT/CS transformation.

1968 Cardinal Special & Golden Nugget Editions

The Cardinal Edition was available to customers in North Carolina and Virginia, and came in either Cardinal Red or Wimbledon White in hardtop form only with the standard 200 inline-six engine. Other unique items included a flip up gas cap, diamond shaped cardinal emblems, a black interior with a matching exterior black stripe (similar to the GT).  

All 525 Golden Nugget Editions were sold in the Seattle area, sporting sunlit yellow paint, black GT body side stripes and black paint on the recesses of the Mustang’s louvered hood. Like the She Country Edition, had a dash plaque with the owner’s name engraved on it.

1969 Mustang Limited Edition 600

The Limited Edition 600 Mustang sold 503 units exclusively in the Philadelphia area. This limited edition was painted in either Power Red or Groovy Green with a hood scoop, the full wheel covers, a unique tape stripe and was only available on hardtop or fastback rooflines. 

1970 Twister Special

While the Twister Special was for Kansas City area buyers, this was not your average special edition Mustang. Twisters were based on the Mustang Mach 1 but added the drag pack suspension with either a 351 V-8 or the 428bSuper Cobra Jet. Twisters were only available in a single color: Grabber Orange with black hood and side stripes and unique tornado-themed graphics on the rear quarter panels. 

1972 Mustang Sprint

Ford created a red, white, and blue paint scheme for Mustangs, Pintos and Mavericks as an homage to the 1972 Olympic Team: this was the rebirth of the Mustang Sprint edition last seen in 1966.  This trim package was sold in all three body styles and 9383 units were sold in 1972. 

Exterior changes included white paint with blue and red accents and both a color keyed front bumper (white) and rear back panel (blue). USA (and Canada!) themed decals were applied on the rear quarter panels. Bright blue carpet and white vinyl or blue cloth bucket seats accentuated the interior. While the in-line six engine was standard,  an optional performance package included Mustang’s competition suspension, Magnum 500 wheels and included either the Mustang’s 302 V-8 or the (rare) Q-code 351 V-8. 

The post Your handy 1965–73 Ford Mustang buyer’s guide appeared first on Hagerty Media.

Buick’s turbocharged V-6-powered Regal Grand National was the quickest muscle car of the 1980s and still grabs all the attention, but Chevy’s V-8-powered Monte Carlo SS owned the Grand National when it came to sales. During the mid-1980s, well over 100,000 gearheads walked into Chevy dealers and rolled out in a new Monte SS. That’s more than double the number of turbo Buicks sold. Super Sport Monte Carlos were a fixture at every cruise spot and street racing haunt in America.

Along with the Regal, Oldsmobile Cutlass, and Pontiac Grand Prix, the Monte Carlo was on GM’s rear-wheel-drive G-body platform, which launched in 1978 and was restyled in 1981. Large two-door coupes were popular back then and sales were strong, and by 1983, fun was beginning to creep back into the car world after a dismal decade of smog motors and dreadful performance. The 1979 launch of the Fox-body Mustang lit the fuse, the 1982 introduction of an all-new Chevy Camaro and Pontiac Firebird spread the flames, and everyone knew the C4 Corvette was getting close.

In 1983, to better the Monte’s aerodynamics on NASCAR’s super speedways, Chevy developed a sleek aerodynamic nose for the coupe and developed the Super Sport model to get it on the street. It was option code RPO Z65, and it was the first Monte Carlo SS since 1971. Sales lasted until 1988, one model year beyond Buick’s run of turbo Regals, which crescendoed with its 547 GNXs.

Today, American performance cars from this era are quickly gaining value as a new generation of enthusiasts are buying up the Grand Nationals, IROC Camaros, Pontiac Trans Ams, and Firebird Formulas they lusted after in high school. Monte Carlo SS values are also riding this wave, but these cars are still affordable and because Chevy sold a ton of them, they’re easy to find. Here’s what potential buyers need to know.

Monte Carlo SS changes over the years

In 1983, Chevy launched the Monte Carlo SS in just two colors, white and dark blue, although most were white and they all got a blue cloth interior. Like every other Monte, it had a split bench seat and a column shifter, but the F41 handling suspension was part of the package as well as steel 15×7-inch five-spoke wheels and Goodyear Eagle GT rubber (215/65-15) with raised white letters. Inside, “SS” was embroidered on the headrests and there was a full bank of round instruments. The exterior was festooned with a slim rear spoiler and Monte Carlo SS decals on its doors and trunklid. No chrome, the sport side mirrors were body color, and the grille, door handles, and window trim were black.

Under the hood was the Camaro’s High Output version of the 305-cubic-inch small-block (code L69), with a Rochester Quadrajet four-barrel carburetor on an aluminum intake manifold and 9.5:1 compression ratio. The 305 HO’s camshaft was taken from the 1982 Corvette’s L81 V-8 and the combination was rated at 175 hp and 240 lb-ft of torque according to the May 1983 issue of Car and Driver. Not bad for 1983, although the Monte’s Turbo 350 three-speed automatic transmission was from the Stone Age and its open differential meant owners did dogleg burnouts out of the McDonald’s parking lot.

In 1984, Dale Earnhardt switched from Ford to Chevy and the Monte Carlo SS starting kicking butt on the track, winning the Daytona 500 and Earnhardt’s Wrangler-sponsored Monte snatching victory at Talladega. The street car was essentially unchanged for the new model year, but a limited-slip rear end was now optional (RPO G80) and its output rating climbed to 180 hp. The price was still just over $10,000 and about $12,000 loaded with options like power windows and cruise control. Sales exploded, jumping from 4714 cars in 1983 to 24,050 in 1984.

There are sources that say three SS Monte Carlos were built late in 1984 with the new overdrive TH200-4R four-speed automatic transmission. This is unconfirmed, but the new transmission was standard for 1985, along with a stiffer 3.73 rear axle ratio, up from the 3.42. Chevy also added colors, bringing the total to four: Silver Metallic, Dark Maroon Metallic, White, and Black, and Chevy modified the exterior graphics by adding a stripe.

For the first time, buyers could choose an interior color, between Gray and Maroon cloth. More important, Chevy added optional bucket seats with a console and a muscle car proper floor-mounted shifter. T-tops were also offered for the first time. Despite the Camaro, Firebird, and Corvette getting 305 V-8s with Tuned Port Injection, the Monte’s engine remained unchanged. Sales spiked to an incredible 35,484 cars.

In 1986, Buick intercooled its turbo Regals, but the Monte Carlo SS was unchanged except for a new set of five-spoke alloy wheels, still sized 15×7, and a third brake light. Horsepower remained at 180 hp, which was now 55 hp less than the Buick, but sales shot up again to 41,164. Buick only sold 5512 Grand Nationals in 1986.

Chevy massaged the exterior graphics again in 1987 and redesigned the Monte’s rear bumper and taillights. It also finally replaced its 85 mph speedometer with a 120 mph unit, but everyone knew the G-body was on a death clock. GM wanted the plant in Texas to build SUVs and the turbo Buicks and Monte Carlo SS would be phased out. Sales of the boosted Buicks skyrocketed to over 20,000 and Chevy sold 33,204 SS Montes. Although there were no turbo Buicks for 1988, Chevy continued to built the Monte Carlo SS for one more year, selling 16,204 before the Monte Carlo was replaced by the lame front-wheel drive Lumina in 1989.

The Aerocoupe

Its success in the showroom was directly linked to the Super Sports success on the racetrack. A Monte Carlo SS was driven to the Winston Cup Championship in 1984 by Terry Labonte, 1985 by Darrel Waltrip, and in 1986 and 1987 by The Intimidator. But staying ahead of Bill Elliott’s Thunderbird wasn’t easy. To do so, Chevy’s engineers went back to the wind tunnel and created the Monte Carlo SS Aerocoupe in 1986.

It was an aerodynamic special, much like the Dodge Daytona, Plymouth Superbird, and Ford Talladega, from 1969 and 1970. To improve the Monte’s aerodynamics for competition, Chevy replaced its upright rear glass with a convex design that stretched back into the decklid’s space, creating what was essentially a fastback roofline. Its profile was a little funky, but it worked, adding speed and stability on the track. It worked so well, Pontiac created the Grand Prix 2+2, which featured an even more radically shaped rear window.

Only 200 Aerocoupes, RPO B5T, were sold in 1986, distributed in the spring to dealerships in the Southeast. For 1987, its option code was changed to RPO Z16, and it was widely available, with 6052 sold. The Aerocoupe tested by Car and Driver in August of 1986 cost $16,325.

Mild performance

These cars were quick for their day, especially from 1983–85, before the Mustang GT, Turbo Regals, and IROC Camaros found full song, but they are slow by today’s standards and will get smoked by a V-6 Camry.

Magazine road testers at the time were blown away by the Monte’s acceleration. In 1983, Car and Driver tested an SS that went from 0-60 mph in about 8.2 seconds and through the quarter mile in 16.1 at 85 mph. Motor Trend’s results were similar. Both praised the Monte’s acceleration and handling, but complained about its bench seat interior. The television show Motorweek said, “This is one fast 3500-pound coupe.”

And in 1985, Popular Mechanics pitted a new Monte Carlo SS against its modern rivals and a pack of stock classic muscle, including a 1965 Pontiac GTO, a 1970 LS6 Chevelle, and a 1970 Oldsmobile 442 W-30. The Monte ran the quarter mile in 16.2 seconds at 83 mph, which was considerably slower than all the classics, and mid-pack amongst its peers. Although it was quicker than the 1985 Oldsmobile 442 and the Buick Grand National (remember the GN didn’t get intercooling and big horsepower until 1986), it was outrun by the Mustang GT, the Pontiac Trans Am, and, embarrassingly, by the front-wheel drive Dodge Shelby Charger.

What to look out for on a Monte Carlo SS

According to Hemmings, “The eighth digit of any SS VIN should be a ‘G,’ and match between the sticker on the underside of the trunklid and driver’s side door. The RPO codes B4V (high-output engine), Z56 (body) and F41 (sport suspension) should also be present.” If this is not the case, walk away. That car is not a real SS, but a clone built from a regular Monte Carlo.

Rust can be a problem, especially in the rear of the car. And don’t just check the body panels. These are full-frame cars, so check the rails. T-top cars should be inspected thoroughly for cancer, as they’ve probably gotten leaky over the years as their seals have dried up.

Many of these cars have been modified over the last three decades at the hands of their second, third, fourth and fifth owners. We’ve seen everything from suspension upgrades, four-wheel disc brake kits, and cars converted to manual transmissions with available kits. Engine mods are extremely common, and in the last 10 years, LS engine swaps have become a thing. But sending too much horsepower through the Monte’s stock four-speed automatic and differential will cause them to fail.

Most parts are available in reproduction, including fresh exterior stripe kits. Before buying anything, dig around on www.montecarloss.com, www.gbodyforum.com, and www.montecarloforum.com for more information.

Monte Carlo values are up

In today’s collector car market Monte Carlo SS values don’t vary much by year, but the 1985 and later cars are worth a bit more, no doubt due to their bucket seats, floor shifters, and more attractive wheels. Cars built in 1983 and 1984 are worth an average of $11,600 according to the Hagerty Valuation Tool, with the best examples averaging about $20,000. Stock, unmolested, low-mileage cars in #1 condition built from 1985–88 usually cost a few grand more and T-top cars cost about five percent more. All those numbers are up about 10 percent over the last three years.

The most valuable, however, are the Aerocoupes. These cars average out at $15,200, with examples in Concours condition averaging $27,800. Finding a Monte Carlo SS, even an Aerocoupe, in #4 (Fair) condition for less than $10,000 is possible, but it’s getting harder every day. If you want to snatch up a great car at a palatable price, the time might be now.

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The third-generation Mazda RX-7—also known by its internal designation FD or FD3S—is one of the most arrestingly beautiful shapes to have ever escaped a Japanese design studio. When it went on sale in the early ’90s, its flowing lines stood in stark contrast not just to the more boxy wedge offered by the previous version of the car, but also the more aggressively linear look of rivals like the Acura NSX and the Mitsubishi 3000GT.

Conceptually, it was also quite different from its predecessor. Whereas the “FB” generation of the RX-7 had been conceived as more of a grand touring car, the FD embraced the lightweight lessons of its roots and stuck a bargain between comfort and startlingly sharp handling. As always, the RX-7 continued to showcase the potential of the rotary engine, with the 13B-REW unit now fed by a twin-turbocharged setup in a bid to balance the soaring heights of the car’s 8000-rpm redline with enough low-end torque to keep real-world driving fun, too.

Mazda built the FD RX-7 between 1992 and 2002, with three years of that production—the 1993 through 1995 model years—making it to U.S. shores. Now that the car is 25 years old and import restrictions are relaxed, clean right-hand drive examples are starting to show up from the Japanese market to buttress the relatively modest number of FDs that were sold here.

As with most of its early ’90s Japanese sports car cohorts, the cost to get behind the wheel of a concours-quality FD RX-7 has climbed appreciably over the past few years, but it remains well within the realm of the affordable: our Hagerty Valuation Tool places the price of the best third-gen RX-7 on the market at $34,500, and even sellers with stars in their eyes seldom cross the $50K barrier in terms of asking price. Running cars of varying quality range from our #3 condition value of $7500 to $20,000 as of this writing.

Of course, there’s a sizable asterisk that must be appended to any RX-7’s window sticker, and that’s the extreme difficulty in finding a completely stock example. The FD was not only a star in the Fast and the Furious franchise, but its rotary engine’s potential for cheap power made it a regular target for racers both amateur and professional, which has cut a deep swath into the pool of unmodified examples. Throw in the rotary engine’s unique maintenance quirks, and the number of available RX-7s is narrowed further by owners who didn’t read the manual and couldn’t keep the car’s drivetrain healthy.

With that in mind, as with any classic it’s always a good idea to purchase the least-molested, best example you can afford rather than try to catch up with a previous owner’s deferred maintenance or attempt to fix their mistakes. What should you look for when shopping for an FD Mazda RX-7? To get the answers we talked to several long-time FD owners, as well as Jean-Pierre Derdeyn, the owner of one of North America’s premier rotary shops, Derwin Performance. With 40 years of experience working on each successive generation, Derdeyn’s depth of knowledge regarding the FD is unmatched.

RX-7 rarity

Depending on whose numbers you trust, Mazda sold roughly 13,879 examples of the FD RX-7 as 1993, 1994, and 1995 models. Of these, the rarest of all are base models equipped with an automatic transmission—just over 500 were built—as well as the 452 R2 performance package models (more on those later). Final-year FDs are also scarce, with just 500 ’95s sold as Mazda wound down North American exports (a mere 18 percent of the previous year’s production).

You’ll find the VIN etched into the firewall inside the engine bay, on a plate on the dashboard, and, if the car still has it, on a sticker at the rear of the driver’s side door frame. VIN numbers for the FD all start with JM1 FD 33, and are unique to their model year: in the sixth position, immediately after the check digit, you will find a P (93), an R (94), or an S (95). This is matched with a sequential serial number that again is tied to the North American model year: 200001-30000 were sold as ’93s, 300001-31000 as ’94s, and 400001-50000 as ’95s. U.S.-market cars are identified by a 1 following the 33, Canadian-market cars with a 2. Don’t worry about JDM imports—you’ll be able to easily spot them due to their right-hand drive cockpits.

There were 10 exterior colors offered with the FD RX-7, but by far the most popular was Vintage Red (paint code NU), especially during the first—and most successful—model year for the car. A full 38 percent of all third-generation RX-7s were painted this particular hue, with only the (greenish-grey) Montego Blue / Montego Blue Mica (paint code 2A / M8) coming close, with a 22-percent share.

The least-common colors are Competition Yellow Mica (paint code J9), which was only available on 350 R1-spec cars for a single model year (1993), and Chaste White (paint code PT), which was selected by a mere 5 percent of buyers. The holy grail of FD colors is Perlie, another shade of white, of which a single example was sold in 1994.

Inside the car, there was a choice between black, tan, or red upholstery and trim. Keep an eye out for painted center consoles and dashboards—they were black from the factory, as were the door handles, carpets, and headliner.

RX-7 Trims: Fast and loose with the options

Americans were offered four different trim levels when ordering an RX-7 from Mazda. Base cars came standard with a limited-slip differential, tape player, and cloth seats, but you could get cruise control and leather upholstery added as options. The Touring trim featured leather and cruise control right out of the box, along with a large sunroof, fog lights, rear wiper, and something called the Bose Wave Stereo, which featured a CD player and speaker assembly that ate up most of the cargo space under the RX-7’s hatch. For 1994 and ’95, you could also get something called the RX-7 PEP/PEG (Popular Equipment Package/Group, respectively) that was based on the Touring (which departed the line-up for ’95) but stripped out the rear wiper and fancy stereo and added a rear wing, with the option of fog lights.

For those interested in enhancing the car’s already exciting performance, there was the R1 (’93) and R2 (’94–95) trim. Although the names were different, the content was the same: sunroof and cruise control delete, upgraded springs, Bilstein shocks, strut bar under the hood, additional oil cooling, suede seats, and a front-lip spoiler matched by a rear wing, with no extra equipment available (and a reversion back to the simple tape deck as opposed to the Bose system). R2 springs are slightly softer than in the R1. Keep in mind that the R1/R2 wing could be added to Touring cars as an option, so make sure to check for the presence of a lip spoiler and all the other R1/R2 goodies if you’re shopping a winged car. Just over 2600 R1/R2s were sold in the U.S., with only 57 built for the 1995 model year.

That’s how RX-7 trim levels worked if you were playing by the rules—but it’s clear from some of the cars that have popped up for sale over the years that Mazda was cool if dealers were a little fast and loose with options availability. As a result you’ll sometimes find trims that have glass sunroofs where metal was ostensibly the only option, CD players that weren’t in the original catalog for that model, or spoilers stuck on by dealerships themselves.

On the JDM side, things are a little murkier. Mazda’s attempt to launch its own sporty sub-brand called Ẽfini in the early ’90s meant that the RX-7 was so-badged in the home market. One of the other, more-striking differences between Japanese-market RX-7s and those sold in the U.S. was the inclusion of a 2+2 seating arrangement that was never offered over here, making the car a 2+2 on paper but a knee-capper in reality, even for small children.

Trim levels varied too, with the Type S (similar to American base), Type R (similar to R1/R2), and Type X (similar to Touring) all putting in an appearance in the early years of production. By 1992 they were joined by the 300-unit Type RZ, which shed the rear seats and added aggressive Showa shock absorbers, Recaro seats, and a lightweighting program that dropped 66 pounds from the already-svelte Type R. Mazda/ Ẽfini would sell another 150 Type RZs in 1993.

That takes you to the very edge of what’s currently legal for importation to the United States based on the 25-year rule. By the 1997 model year, Ẽfini was no more, and the FD RX-7 would continue as a Mazda until 2002.

Rotary Engine

Each and every third-generation Mazda RX-7 featured the same twin-turbo 1.3-liter 13B-REW Wankel rotary under the hood. Making use of a pair of sequential turbos (with one designed to deliver low-rpm boost and the other coming on around 4500 rpm), the engine was advertised as delivering 255 horsepower at 6500 rpm and 217 lb-ft of torque at 5000 rpm, with an 8000-rpm redline. These numbers were enough to launch the RX-7 to 60 mph from a standing start in just five seconds, thanks in large part to its pleasingly-low 2800 pounds of curb weight.

There have been entire volumes written about the saga of maintaining, modifying, and otherwise living with the high-tech marvel that is the 13B-REW, and nearly as much hand-wringing about its reliability. Most of that anxiety is wasted energy, according to Jean-Pierre Derdeyn of Derwin Performance.

“The rotary is a very reliable engine when it has been properly maintained—in particular, when owners pay attention to the types of oil they use in the car, and the frequency with which they change that oil,” Derdeyn says. “It’s not a stretch for us to see well-maintained, stock 13B engines lasting well above 150,000 miles with no major issues. If it hasn’t been carefully maintained, a rebuild at less than half that mileage isn’t uncommon.”

Derdeyn’s No. 1 recommendation when evaluating a potential FD purchase is to perform a compression test. “A rotary engine’s lifespan and wear can be judged almost entirely from its compression,” he says.

You’ll need rotary-specific equipment to performance this inspection, with the factory service manual specifying 100 psi (690 kPA) for each chamber, with a maximum variance of 21 psi (150 kPa) between the four. Anything lower than 85 psi and you could be looking at a rebuild in the near future. Poor compression can often be linked to either a leaking side seal or broken apex seal.

Oil consumption is standard

The Wankel design is unique in that it actually burns oil as part of the combustion process, and it’s for this reason that Derdeyn recommends against using synthetic oils in the 13B. He stresses that it’s important to ask the seller not just how often the oil was changed, but also what type of oil has been used in the car.

“Synthetics don’t burn, and rotaries by design need to burn oil,” he says. “With synthetics, you end up with deposits and varnishes inside the combustion chambers, and eventually damage the apex seals as well as the soft seals inside the motor. It’s common for FD owners to run a mineral oil as a result—preferably one with a high zinc content, which is another necessity for rotary longevity—or to block off the oil-metering pump on the motor and instead add two-stroke engine oil, which is designed to be combusted, in the fuel tank. A third option, which is what I run on my own personal cars, is to connect the metering pump to a secondary tank filled with two-stroke oil. This allows me to run a high zinc-content synthetic oil from Brad Penn without having to worry about the combustion issue.”

That the FD RX-7 is consuming oil on a regular basis means you’ll also want to see oil change records and pay attention to the intervals. Shorter intervals than the factory 7500-mile recommendation are better, because it means that the previous owner was more vigilant about not just oil condition, but oil level, which is crucial for the RX-7. Most recommendations are for oil changes in the 3000- to 5000-mile range, with the latter representing the outside edge. Some owners are completely unaware that the engine burns oil at all, which makes checking those records that much more important.

Crazy from the heat

Heat is also the enemy of FD reliability, and it can manifest itself in a number of ways when inspecting the 13B. One of the most common issues found is in the “rat’s nest,” which is the term lovingly applied to the extremely complex system of vacuum lines used to control the sequential twin-turbo system.

“I replaced all 67 of the vacuum hoses with (synthetic rubber) Viton hoses,” says Bill Strohm, who bought the FD that he shares with his wife new in 1994. “The originals get stiff and become more like plastic than rubber due to how hot it gets in the engine bay. I also replaced all of my coolant hoses connecting the radiator, the heater, and the turbo at the same time.”

Derdeyn agrees that hoses in the rat’s nest are a common source of misery when it comes to turbo problems. “I also recommend inspecting and potentially changing the engine wiring harness, too. These cars are 25 years old at this point, and the harness is notorious for drying out and becoming brittle to the point where it can cause intermittent electrical problems.”

General engine-specific test drive advice for the FD RX-7 includes hooking up a boost gauge to the intake manifold and have a passenger verify that the turbos are healthy. You’ll want to see no more than 10 psi until the mid-4000 mark, where it will drop briefly to 8 psi as the second turbocharger comes online, then return to 10 psi. Anything higher than 10 psi means you’re looking at a car that’s been modified.

Other positive things to look for: a temperature gauge that hits the middle mark and stays there, a warm engine idle around the 800-rpm mark paired with a vacuum reading of 16-inHg minimum, and a lack of any gasoline or burned rubber smells from the engine bay with the motor running. Some cars have a finicky fifth-gear synchronizer, which you can check during the test drive to see if it smoothly moves into place, while others may have a malfunctioning tachometer (which is repairable).

RX-7 FD and originality

Although we’ve cautioned you against picking up a non-stock RX-7, not all modifications are bad when it comes to purchasing an FD—and in fact, some are viewed as necessary by those who drive these cars on a regular basis. Known collectively as the “reliability mods,” they primarily tackle the issues associated with the Wankel’s high operating temperatures (which are inextricably linked to the emissions requirements of its era).

Bill Strohm swapped in the previous-generation RX-7 fan switch. “I found that the FD fan switch threshold is 255° F, which in my opinion is much too high, so I replaced it with the FC switch, which causes the fans to run at medium speed at a lower temperature.”

Another FD owner replaced the pre-cat with a downpipe, which drops engine bay temps considerably, and also added an aluminum radiator and replaced all vacuum hoses.

In addition, you may encounter cars that have replaced the stock plastic air separation tank in the cooling system with an aluminum one sourced from an aftermarket manufacturer, or simply bypassed it completely. The factory units dry out and crack, unceremoniously dumping all the car’s coolant on the pavement. The oil metering modifications mentioned above also qualify as common reliability mods.

Everything else is low stress

With so much focus on the RX-7’s engine, you’ll be happy to find that there aren’t really any other pain points on the car to consider.

The body of the FD isn’t known for corrosion issues, but given that most examples are now a quarter-century old, you’ll want to check the inside of the wheel arches at each corner, the door sills, and the rear box sections for rust. Occasionally, water can collect under the tail lights, under the back bumper cover, and inside the spare wheel well for vehicles that have been stored outside or used often in the rain. If the vehicle you are inspecting has the rear spoiler deleted, check to make sure the factory holes were plugged too or you could be looking at rust inside the hatch itself.

“You’ll want to look at suspension components, too, which are just regular wear items at this point,” Derdeyn explains. “The rear pillow ball bushings, the front suspension bushings—standard suspension maintenance.”

Derdeyn also cautions that while it is still possible to get FD parts from Mazda directly, the car is right on the cusp of sliding into obscurity from a factory components perspective. This is particularly prevalent when searching for certain interior components, such as armrests, so keep that scarcity in mind if the interior of the car you are looking at looks a bit beat.

Speaking of wear, you’ll also want to look for any signs that the car has led a different lifestyle than what the seller has described. A garage queen with rock chips all over the nose? A low-miles car with significant seat bolster wear? A “well-maintained” example without matching maintenance records? Common sense is crucial when attempting to separate fact from fiction on a sports car of this age.

What should you pay for an RX-7 FD?

The best FDs have shot up in value over the last three years, and the best examples in the world now top out at an average of $34,500. With that being said, #2-condition (Excellent) examples that you won’t feel awful about driving can still be found for an average of $22,600, and Good examples for $13,500. The smart route here is to focus more on condition, sensible modifications, and service history more than mileage. For the moment prices peaked in January 2018, but with the way Japanese sports cars of this era are climbing, quality FDs should at least hold their value for the time being.

What are you waiting for?

The 1993–95 Mazda RX-7 is a masterpiece of Japanese sports car design that still feels vital in a modern context. Comfortable to drive in modern traffic, and really no more troublesome than any of its piston-driven contemporaries provided proper care and maintenance are part of the ownership experience (along with due diligence prior to purchase), the FD provides a rare opportunity to own a vehicle that’s wholly unlike anything on the current landscape of performance cars.

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