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

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

1964 Studebaker Avanti

Sold for $38,788

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

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

1968 Jaguar E-Type 2+2

Sold for $51,895

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

1971 Chevrolet Nova SS

Sold for $34,775

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

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The Ford Mustang II doesn’t get a lot of respect. They were born during an oil crisis and when they debuted as 1974 models, they did so without a V-8 engine option. Still, their styling, size, and fuel economy made them a sales success. While their ‘70s engines and suspensions don’t do them any favors when compared to more modern Mustangs, the underlying design is worth celebrating.

Brett Behrens used a fastback from the final year of Mustang II production, 1978, to show what could be done with a lot of vision and even more talented fabrication. Now in its second iteration, this custom street machine is up for sale at Mecum’s Tulsa Auction set for June 8.

The custom build, handled by A-Team Racing in Bend, Oregon, used a C6 Chevrolet Corvette suspension front and rear, a totally custom interior, a host of body modifications, and a custom chassis. A 12-inch stretch to the wheelbase is the most striking change. It made a massive difference to the Mustang II’s troubled proportions, righting one of the most egregious wrongs in the car’s original design. The rear wheel opening was enlarged and looks like it was shifted back a bit, but most of the change came by coaxing the front wheel opening forward. The increased wheelbase drastically shortened the front overhang and had a huge impact on the car’s balance, as the engine is well behind the front spindles.

Despite plenty of custom bodywork, including new wheel openings and flares inspired by the fifth-gen Mustang, this ambitious custom still has the best bits of ‘70s style that the original Mustang II offered. The result is a purposeful stance that looks appropriate for a sporty car and it still works well 10 years after it was completed, not an easy task for a custom car this ambitious.

When this car was first built, it was painted Kona Blue and powered by a 6.8-liter Ford V-10, the kind you’d find in a Super Duty truck. The iron-block engine made a statement and although we never got to hear it driven in anger, it had to make a unique sound as it produced just shy of 400 horsepower. This version of the car is a more iconic Mustang color, Grabber Blue. We think it suits it nicely and better highlights all of the custom bodywork. The other welcome change is the switch to Coyote V-8 power. Yeah, the V-10 was interesting, but the Coyote is shorter, lighter, and more powerful. That’s tough to argue against.

We hope this car finds a new owner who will appreciate its interesting melding of Mustang styling trends and can inspire others to put some effort into rehabilitating some unloved classics, Mustang II or otherwise. It’s already got us thinking about how this sort of treatment could transform a Chevy Monza Spyder or even an AMC Gremlin. What other Malaise-era coupes would you consider?

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

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

1956 Packard Four Hundred Hardtop Coupe

Sold for $16,168

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

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

1970 Lincoln Continental Mark III

Sold for $8,828

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

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

1989 Volkswagen Best Seller Wolfsburg Limited Edition Cabriolet

Sold for $17,758

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

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

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

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

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

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

1953 Studebaker Champion Regal Starliner

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

1957 Studebaker Golden Hawk

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

1960 Studebaker Champ Pickup

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

1962 Studebaker Gran Turismo Hawk

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

1964 Studebaker Avanti

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

1964 Studebaker Daytona Convertible

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

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

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

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

1997 Lexus LS 400

Sold for $35,310

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

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

1966 Plymouth Sport Fury

Sold for $18,725

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

1979 Cadillac Seville

Sold for $50,825

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

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The post This Week on Hagerty Marketplace: Low-mile Lexus, Plucky Plymouth, Cool Cadillac 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 post Your Handy 1970–81 Chevrolet Camaro Buyer’s Guide appeared first on Hagerty Media.

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

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

1979 Triumph Spitfire 1500

Sold for $13,108

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

1969 AMC Rambler Rogue

Sold for $20,603

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

1974 Mercedes-Benz 280 C

Sold for $21,400

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

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The post This Week On Hagerty Marketplace: A Rogue, A Triumph, A Wonderful W114 appeared first on Hagerty Media.

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

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

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

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

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

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

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

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

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

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

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

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The post Channel Clark Gable in This Award-Winning Jaguar XK 120 appeared first on Hagerty Media.

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

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

2005 Chevrolet SSR

Sold for $37,450

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

1976 Triumph TR6

Sold for $18,404

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

1954 Chevrolet 3600

Sold for $37,450

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

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The post This Week On Hagerty Marketplace: A Truck, a Sports Car, and a Sports-Car Truck appeared first on Hagerty Media.

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

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

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

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

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

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

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

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

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The post This Low-Mile Riviera’s True Promise Lies Beneath the Surface appeared first on Hagerty Media.

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

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

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

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

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

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

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

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The post Is This 1974 Toyota Land Cruiser FJ40 the Boxy Runabout You Crave? appeared first on Hagerty Media.

If popularity hasn’t quite bred contempt for the Jeep CJ-5, it has seen this big-selling off-roader being unfairly overlooked in the gold rush for classic 4x4s. Where early Land Rovers, Range Rovers, Toyota Land Cruisers, and various other Jeep models have all attracted big interest and commensurate values, the CJ-5 has reassuringly just gotten on with things, as it has since it launched in 1954.

Over a life span of nearly 30 years, the CJ-5 evolved and adapted, and it also moved from being marketed and sold as a utilitarian workhorse to something more akin to the modern SUV. Even so, the CJ-5 never lost the basic functionality that was at the root of its appeal and abilities, and this is why it still makes for a great addition to any classic car line-up. It’s just so darned useful.

Conceived by Kaiser as a go-anywhere car for the masses, the CJ-5 was a development of the military-spec M-38A1 that had arrived in 1952. At its launch in October 1954, the CJ-5 benefitted from the M-38A1’s strong chassis, axles, brakes, suspension, transmission, and improved seating. It also came with the more rounded styling that set it apart from the earlier “flat fender” models that had been spawned by Jeeps of World War II. Other practical updates for this latest Jeep included a larger windshield and the option of a weatherproof top and doors. There was a new instrument display and a closing glovebox—hardly radical, but all small points that made the CJ-5 easier to live with.

At launch, the CJ-5 came with the trusty 134-cid 70-hp Hurricane F-head four-cylinder, coupled to a three-speed manual gearbox and Dana/Spicer two-speed transfer case. Optional after 1965 was Buick’s 155-hp 225-cid Dauntless V-6, which more than doubled the output of the Hurricane four. It didn’t take long for the buying public to take to this engine, and it quickly accounted for three quarters of all CJ-5 production. Rarest of the early CJ-5s of the ’60s were those powered by a 62-hp 192-cid Perkins diesel.

In February 1970, American Motors Corporation (AMC) acquired Jeep from Kaiser, and by 1972, the company’s changes to the CJ-5 were apparent. Primarily, AMC swapped in its 145-hp 232-cid straight-six for the Dauntless, with a 258-cid six optional (and standard by the end of the decade). In true go-big-or-go-home fashion, its 304-cid V-8 was also available, which necessitated modified bodywork and a small stretch in the wheelbase, taking it from 81 to 84 inches. Toward the end of its long life, the CJ-5 had one more engine under the hood, in the form of GM’s 151-cid Iron Duke four-cylinder.

Variations on the CJ-5 theme included a longer-wheelbase CJ-6, along with the two-wheel-drive DJ-5 often used by the United States Postal Service for mail delivery. There were also several special editions over the years—the Renegade, the Golden Eagle, the Levis Edition, etc.—all of which contributed to a total production of 603,303 CJ-5s.

What’s a CJ-5 Like to Drive?

Engine choice drives three distinct flavors of Jeep CJ-5, and which one suits your taste will depend on what you want to do with the car. Early and later four-cylinder Jeeps are, as one would expect, slower to accelerate and have a lower top speed, so if you want to head further afield, one of the bigger-engined versions will more suitable. However, the Hurricane motor works happily through its three-speed manual, and a 50-mph cruise or less is where it’s comfortable. Go for the later Iron Duke four and you gain an easy-shifting four-speed gearbox, which enables cruising at around 60 mph. If you do happen find a diesel model, its rarity makes it worth saving, but don’t expect anything other than sluggish performance.

The rugged four-cylinder engines also perform admirably off-road, thanks to the low-ratio transfer box that makes the most of their torque. However, the six-cylinder and V-8 engines offer a better all-around driving experience for anyone looking to use their Jeep on a regular basis and not just for Sunday runs. These models are able to keep pace with modern traffic and also offer more power for heading off the beaten path.

What all CJ-5s have in common is the way they drive. The steering doesn’t give much in the way of sporting sensation, of course, but it’s accurate enough and fends off kickback through the wheel when off-roading, at least when well greased and properly maintained. Jeep offered power steering as an option after AMC took over the company, and it’s worth having with the larger engines that added extra weight.

Enzo Ferrari might have described the Jeep as “America’s only true sports car,” but the handling is very much in the agricultural 4×4 camp. It can be hustled more than you’d think, and it’s generally better through corners with less lean and more grip than a contemporary Land Rover, but this is all relative and care is still needed on damp roads. In off-road situations, the nimble CJ-5 is superb and still offers go-anywhere ability to this day that few modern 4x4s can better. The suspension is neither too firm nor bouncy, but you know you’re driving a car designed for unmade tracks more than asphalt. Jeeps from 1977 gained front disc brakes, which make stopping more powerful and confidence-inspiring for drivers coming from newer cars.

You can fit four people into a CJ-5 with reasonable comfort. The driver has a great view all around, though the top does create a few blind spots when erected. A compromise is to drive with the doors fitted and the top off, or buy a bikini top to keep the worst of the rain and sun off while preserving the open feel of the cabin. In the back, there’s space for kids, and seat belts are a good upgrade if not already fitted. The same applies to a roll bar if not already equipped, which can be used to mount three-point belts for those in the front seats.

What Goes Wrong and What Should You Look for When Buying a CJ-5?

When shopping the CJ-5, your best bet may be to go for one that needs only modest work and some tidying, so that you won’t worry about driving as intended. Whether from the ’60s and equipped with the Hurricane four, or from the ’70s with either six- or eight-cylinder power, a CJ-5 in such condition (#3 Good) will set you back about $14,000–$17,000. Golden Eagles and Renegades in similar shape start at around $22,000, but when you encounter one in pristine shape, expect to pay double that.

Now, Jeeps rust. The good news is that the design of the CJ-5 makes it easier to check for corrosion than on many other classics of the same era. The rugged chassis should be your first port of call with a screwdriver or hammer to check the entire length of the frame and its outriggers, which are usually the first to succumb to rot, alongside the suspension mounts. If the chassis is completely shot to pieces, replacements are available—if you want to go down the restoration route.

The body is also prone to rust, and you should check the floors around the mounts where it fixes to the chassis. You should also look around the tops of the inner and outer wheel tubs, the rear arches, the tailgate, sills, and around the windshield where it joins the scuttle. As well as rust, it’s also advisable to look for cracks in the body and chassis metalwork, as they can fatigue through age and the stresses of off-road driving.

All of the engines found in the Jeep CJ-5 are tough, reliable, and long-lived, so any problems tend to be due to neglect, high mileage, and general wear. Look for smoke on start-up or any rattles, and check the engine for signs of oil and coolant leaks. The BorgWarner three- and four-speed manual gearboxes are typically stout, and a five-speed was offered in the last few years of production. If you want an automatic transmission, CJ also came with the reliable GM TH-400. The four-wheel-drive system in the CJ-5, with strong Dana axles and transfer cases, shouldn’t need anything other than regular servicing, unless the transfer case has been allowed to run low on oil and stretch its chain.

On a test drive, take the time to think how the steering feels. Lots of slop and the need for constant correction are almost certainly down to worn components in the steering linkage. This is also the time to be satisfied the clutch engages smoothly and the pedal doesn’t feel like the cable is snagging as it’s depressed.

The electrical system in the Jeep CJ-5 is quite simple and should not give trouble beyond corroded connections or wires that have gone brittle and broken with age. However, the ignition system for all CJ-5 engines is not the car’s strong suit, especially on AMC engines. Most should have been upgraded by now with more modern ignition, or you should budget for this important improvement.

Just as important is to make sure the Jeep has all of the correct trim and upholstery, especially if it’s one of the special-edition models, as these parts are now hard to track down. Thankfully, almost all mechanical, service, and body parts are available for the CJ-5 from specialists.

Which Is the Right CJ-5 for You?

If you have your heart set on a particular version of the Jeep CJ-5, such as a Golden Eagle or Renegade, your search might take a bit longer to find the right one. For buyers with a wider field of vision, condition is vital and then it’s down which engine will best suit your needs. Early CJs with the Hurricane four have plenty of the same character as the original wartime Jeeps, but their three-speed transmission can limit usability for longer drives. If you want a four-cylinder model with greater flexibility, don’t rule out the later AMC Jeeps with the Iron Duke and four-speed transmission.

Others will be drawn to the opposite end of the spectrum with the 304 V-8 engine. It sounds good and offers decent pace, though its power-sapped stock 150 hp means it’s not exactly rapid. How rapid do you want to be in a CJ-5, however? There are tuning options for this engine, though many Jeeps have been swapped with a larger engine—think small-block Chevys or the AMC 360—as an easier and more cost-effective route to increased power.

However, don’t rule out the six-cylinder units. The Dauntless V-6 is far less common than the Hurricane in earlier CJ-5s, but it suits the Jeep well with its revvy nature and ample power. All that said, you can’t go wrong with a CJ-5 equipped with one of the straight-sixes from the AMC era. They offer smooth, easy power and relaxed cruising, they sound good, and they are cheaper to run than the V-8.

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The post The Jeep CJ-5 Was Built Forever to Go Wherever appeared first on Hagerty Media.

These days, almost any vehicle on the road with even a hint of off-roading pretense sports some combination of boxy styling, tall tires, and hoisted bumpers front and rear. They’re dirt-aggro, in all—or most of—the right ways.

But that wasn’t always the case. Back in the 1990s, things got a little, erm, weird. Case in point: The two off-road oddballs you see here.

Meet contestant number 1, a 1998 Mitsubishi Pajero Jr. Flying Pug, a boxy, topply little thing with a face best fit for radio. The one seen here is part of Mecum’s Indianapolis auction, slated to cross the block on Thursday, May 16.

The Pajero Jr. was an off-road SUV produced for the JDM market exclusively between 1995 and 1998. Riding on the platform that underpinned the contemporary Mitsubishi Minica, a tiny little hatchback also only sold in Japan, the Pajero Jr.’s svelte footprint allowed it to fit under the “small size car” limitations of the Japanese government, thus lowering the tax burden owners would face when they bought the little two-door ute.

Despite the tiny proportions and a 1.1-liter, 79-hp four-cylinder engine, this thing had real off-road chops. Power routes through a wee three-speed automatic transmission that turns the rear wheels by default, but the real four-wheel-drive system offers high- and low-range capabilities.

To drum up interest in the little dirt devil, Mitsubishi created several special-edition versions of the Pajero Jr., including the Flying Pug. (Brief moment of appreciation for the idea of a snub-nosed dog cruising through the air. Probably with a cape, because these little cars are nothing if not optimistic.)

The Flying Pug was the third special-edition Pajero Jr., styled to look like a classic British car. Built from September 1997 to June 1998, the Flying Pug was Mitsubishi’s attempt to capitalize on the rising popularity of older British cars in Japan. The results were … well, not great. The contemporary motoring press criticized the Flying Pug for having an ugly face, and although 1000 units were planned, a mere 139 saw the light of day before Mitsubishi axed the thing due to slow sales.

Styling notwithstanding, this little fella is in remarkably good condition, with the wine-colored paintwork still shining brilliantly, and the gray interior showing very few signs of wear. According to Mecum’s listing, this one has plenty of nice features, including air conditioning, power locks, power windows, tinted glass, and a folding rear seat that gives our little Pugger quite a bit of cargo capacity. The odometer displays 116,044 kilometers, which translates to about 72,100 miles. Our regards to the brave soul(s) who bopped about in this thing.

Tea-time trucklet not really your vibe? Might we interest you in contestant number 2: The 1996 Heuliez Intruder convertible? This one-of-one concept, which debuted at the 1996 Paris Salon, will cross the block tomorrow at Bonhams’ Miami auction, and woof is it a sight to behold.

The shapely convertible bodywork comes courtesy of French coachbuilder Heuliez, a shop founded in the 1920s that spent decades designing buses and commercial vehicles through the 1970s but then turned to cars. Among Heuliez’s body of work are two ’80s rally icons: the Renault 5 Turbo, a mid-engine, boost-huffing, flared-fender Group 4/Group B monster, and the Peugeot 205 T16, a similarly riotous little hatch that nabbed two World Rally Championships in Group B.

This beast, however, is very much not of that ilk. The Intruder rides on the chassis of a Mercedes G320 off-roader—that’s right, there’s a G-Wagen under there. The bodywork is unique from the floorplans up, styled by and constructed under the watchful eye of designer Marc Deschamps. It’s part Tonka truck, part contemporary SLK, part G-Wagen, all absurdity.

Power comes from the G320’s M104 3.2-liter twin-cam inline-six, which is rated for 208 hp. The Intruder retains all the G320’s other running gear as well, including the four-speed automatic transmission; the live front and rear axles; and the locking front, center, and rear differentials. There’s a full 12 inches of ground clearance under there, meaning this thing could really get down and dirty if you needed it to.

The interior is mostly off-the-shelf Mercedes parts, including the seats, although those now wear wild blue leather. The convertible top is fully functional, according to the listing, and can either be stored in the trunk or removed entirely.

After a tour of the show circuit, where the Intruder wore many different paint jobs, including red, white, and the silver you see here, it arrived at DK Engineering, a restoration firm in England. There, the Intruder was treated to an extensive restoration that reportedly cost around $300,000. It was imported to the States earlier this year and is now offered for sale with promotional brochures, extensive documentation of the restoration, and much more.

You could have any old Bronco, Wrangler, or 4Runner for your off-roading exploits, but where’s the fun in that? If you want to go that extra step, perhaps you need a little Flying Pug or (a lot of) Intruder in your life. Variety is the spice … well, you know the rest.

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The post Pick Your ’90s Oddball Off-Roader: Flying Pugs or Intruder Convertibles? appeared first on Hagerty Media.

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

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

1914 Chevrolet Series H-2 Royal Mail Roadster

Sold for $42,800

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

1967 Datsun 1600 Roadster

Sold for $19,795

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

1987 Chevrolet El Camino

Sold for $19,795

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

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The post This Week on Hagerty Marketplace: Roadsters and “The Road” appeared first on Hagerty Media.

“Collecting” can mean a lot of things when it comes to car-related artwork. It could be a 12-year-old boy with two Ferrari posters on his wall or a multi-millionaire with a warehouse full of Grand Prix posters and hood ornaments—passion is passion. Auto art can be had at any price point. It also doesn’t take up much room, nor does it require any real upkeep the way a real car does. If you have limited space, you can even switch up what you’re displaying at any given time. That’s probably what we’d do with this group of period Bertone blueprint drawings, currently up for auction online in Italy.

According to the listing the 1/10-scale drawings, printed on semi-transparent acetate tracing paper, came from a long-term Bertone employee who kept them in his own collection before giving them to the seller’s grandfather about 40 years ago. They are each supposedly one of only three prints made from a paper master, and they range in size with the largest ones roughly four feet wide.

The group totals 14 drawings and features various (mostly Italian) cars and designers. Two of the largest illustrations show the Lamborghini Miura and Lancia Stratos (both by Marcello Gandini at Bertone). Other Bertone-designed pieces include a Citroën GS, Fiat Dino Coupe, and ISO Rivolta GT. A Lancia Delta (by Italdesign) and an Alfa Romeo Junior Z (by Ercole Spada) are included as well. Finally, there are two renderings of the short-lived postwar Bugatti 101, both signed by Giovanni Michelotti at Ghia.

Different cars, different designers, different sizes. Sounds like a great way to kickstart an automotive art collection. Bidding for the 14 drawings ends on Tuesday, May 7. What they’ll sell for isn’t easy to guess, but that’s the beauty of auctions like this. We’ll find out what it’s worth once people stop bidding.

The post Snag These Bertone Blueprints And Start Your Automotive Art Collection appeared first on Hagerty Media.

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

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

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

Lot 692: 1972 DeTomaso Pantera

Sold for $176,000

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

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

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

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

Lot 677: 1987 Buick Regal GNX

Sold for $156,200

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

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

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

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

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

Sold for $374,000

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

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

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

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

Lot 440: 1990 Porsche 911 Carrera 4 Cabriolet by Gemballa

Sold for $110,000

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

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

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

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

Lot 356: 1979 Rolls-Royce Silver Shadow II

Sold for $27,500

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

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

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

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

Lot 675.1: 1999 Shelby Series 1

Sold for $165,000

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

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

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

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

Lot 788: 1961 Renault 4CV Jolly Beach Wagon

Sold for $36,300

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

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

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

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

Lot 767.1: 2020 Porsche Boxster 718 Spyder

Sold for $126,500

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

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

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

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

Lot 370.1: 1970 AMC Rebel Machine

Sold for $69,300

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

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

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

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

Lot 791.1: 1996 Nissan Skyline GT-R LM Limited

Sold for $105,600

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

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

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

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

Lot 731: 1966 Aston Martin DB6 Mk I Vantage Coupe

Sold for $238,700

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

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

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

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

Lot 742: 2022 Ford GT Alan Mann Heritage Edition

Sold for $1,292,500

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

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

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

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

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The post 12 Cars That Caught Our Eye at Barrett-Jackson Palm Beach 2024 appeared first on Hagerty Media.

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

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

1937 Morgan 4/4 Standard Special Prototype

Sold for $35,417

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

1985 Porsche 911 Carrera Cabriolet

Sold for $51,895

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

1997 Chevrolet Tahoe LT

Sold for $32,367

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

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

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

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

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

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

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

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

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

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

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

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The world’s only brown-on-brown McLaren F1, which sold for a stunning $20,465,000 at auction in 2021, is up for sale once more.

The three-seater supercar was originally sold to an owner in Japan in 1995, and was delivered with a selection of stylish accessories, including a set of custom-fit luggage trimmed in the same leather as the car’s cabin. A FACOM tool chest, a tool roll, and a bespoke Tag Heuer 6000 chronometer watch inscribed with the chassis number 029 were also provided.

After its time in Japan the F1 spent its life in the U.S.A. where it accrued only 390 km (242 miles) in 25 years. The F1, in its unique combination of Creighton Brown over a Light Tan/Brazilian Brown, has added just three miles to its odometer in the three years since it set a world record at Gooding & Company’s Monterey Car Week auction.

After its 2021 sales smash Hagerty’s Andrew Newton predicted that the F1’s rise is far from over, suggesting that it could reach the dizzying heights of the Ferrari GTO.

“Today, this king of the 1990s is one of the most valuable cars in the world. F1s officially became eight-figure cars in the mid-2010s, and their condition #2 values in the Hagerty Price Guide rose 497 percent from 2011-21,” he explained. “It’s a big jump, but Gordon Murray’s magnum opus still has plenty of room to grow. Consider another, more established god-tier collector car – the Ferrari 250 GTO, which is worth between $36M and $70M in the Hagerty Price Guide. Despite their age difference, the two have so much in common (dominance on-track, very limited production, apex status for the era, naturally aspirated V-12s, usability, and active/exclusive owners’ clubs) that it’s easy to view the Ferrari and the McLaren in a similar light and as cars that could carry similar values in the not-too-distant future.”

Now the car is being offered by Sotheby’s Sealed in New York on May 13. As the name suggests this is a sealed bids auction and the final price paid won’t be revealed, but you can bet it will be big.

The post Record-Breaking McLaren F1 to be Sold Again appeared first on Hagerty Media.

Pontiac’s beautiful 1964 prototype, unceremoniously dubbed XP-833 during its development, is one of our favorite concepts out of GM’s talented design department of the era. Just two were built, one with a retractable soft top, and one with a removable fastback hard top. The latter is currently up for sale with an asking price of $1.2 million.

We featured the soft-top XP-833 a few years ago and our author got to spend some time behind the wheel. Rather than a show car that was cobbled together to be a static sculpture, the prototypes, while rushed, were built to highlight how such a car could be affordably built using GM’s vast parts bin. As such, they’re quite well-built and roadworthy.

The car’s overall look is reminiscent of the C3 Corvette that debuted for the 1968 model year, and it also features a fiberglass body. However, some significant cues differ. Up front, its hidden headlights seemed to preview the Opel GT, which concealed its beams by rolling the housings longitudinally. The rear of the car transitions into a tail that more closely resembles the 1970 Firebird. The example up for sale is the hard-top version, featuring a sleek removable fastback, another detail that differs from the Stingray, which featured a tunneled backlight in coupe form and a removable hardtop that closely mimicked the convertible top. We must say, the fastback suits it.

Of the two prototypes, this is the only one powered by Pontiac’s OHC inline-six engine. The overhead cam architecture was still novel for an American car engine at the time, and Pontiac was the only GM division to use it. It made its production debut in the 1966 Tempest and was also used in the Firebird. Never as muscular as the V-8, the OHC engine was still capable, and Sprint versions produced more than 200 hp. It would have made an excellent base engine considering the XP-833 was expected to weigh less than 2500 pounds.

All too often, GM gets vehicles ironed out just before pulling the plug on production. In the case of the XP-833, its designers got the lines just right and it never even got the chance to hit showrooms. It’s easy to imagine a Pontiac lineup that included this shapely convertible as its halo car as a lighter, inline-six alternative to the more muscular Corvette, and of course a V-8 would have been optional as long as John DeLorean hat his way. This beautiful experiment would be the centerpiece of any Pontiac fan’s collection, or anyone who values mid-century American design. We hope it finds a proper home.

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

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

1959 Chevrolet Corvette

Sold for $74,365

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

1979 Hurst/Olds W-30

Sold for $20,277

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

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

1967 Ford Econoline

Sold for $10,700

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1969 Mercedes-Benz 280 SE Coupe

Sold for $48,150

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

1937 Rolls-Royce 25/30HP Park Ward Landaulette

Sold for $41,302

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

1991 Nissan Figaro

Sold for $17,120

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

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

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

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

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

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

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

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

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

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

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

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

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Collectively, we pity the fool (but be careful using that phrase—it was trademarked by the man who made it famous, Mr. T) who tries to replicate the charcoal GMC van from his series The A-Team, the oddly-non-Emmy-winning NBC television show from the mid-1980s.

Not because it’s so hard to do—after all, there’s a YouTube video on how to build a replica of the A-Team van—but because it’s so much easier just to buy one at auction.

Which, incidentally, will be possible this Saturday at Mecum’s auction in Houston. The van is part of the 10-vehicle Texas Movie Car Collection, which will be sold consecutively, likely in the afternoon, judging from the lot numbers.

It appears, however, that none of the vehicles have ever actually been in a movie, or on a TV show. They are all replicas, except for two of the four NASCAR Cup cars, which apparently are very real. Besides the A-Team van, they include:

The Flintstones Flintmobile Golf Cart, which features “simulated wood construction” and “decorative front and rear rollers”—decorative in the sense that the Flintmobile actually motors along on golf cart tires. It’s powered by four batteries. Yabba, dabba, don’t try to operate it on public roads.

The 1923 Ford Munsters Koach Replica, certainly the most ambitious of the offered vehicles. Its V-8 engine has an “ornamental multi-carb setup placed on top of air cleaner,” which sits atop an Edelbrock four-barrel carburetor. A bonus: It’s signed by Butch Patrick, the actor who played little Eddie Munster. Patrick is 70 now.

A 1952 Chevrolet Ice Cream Truck, which apparently isn’t modeled after a movie or TV vehicle, but does have a Tecumseh 110-volt refrigeration compressor located behind the rear axle, along with a Honeywell 110-volt fan in the fiberglass freezer box.

The 1966 Chrysler Imperial Custom Sedan, which is “built to resemble the Black Beauty from The Green Hornet TV series.” It’s powered by a V-8 with an automatic transmission. This may turn off some potential buyers: Front and rear missile launchers and trunk-mounted machine guns are “simulated.”

This 1984 Chevrolet K5 Blazer, “built to replicate Chief Jim Hopper’s Blazer from the TV show Stranger Things,” sort of comes from left field. It includes “simulated bullet holes and Hawkins Police Department graphics.”

The four stock cars include replicas of a Darrell Waltrip 1987 Chevrolet Monte Carlo SS and a Richard Petty 1982 Pontiac Grand Prix Aerocoupe, which is signed by Petty. The real stock cars are a 2007 Chevrolet Impala which was (“purportedly”) driven by Dale Earnhardt, Jr., and a Tony Stewart 2005 Chevrolet Monte Carlo. Both of those cars are powered by 850-horsepower V-8s. The dashboard of the Tony Stewart car bears a sign that says, “KEEP YOUR HAND OUT OF THE SNAKE’S MOUTH.” We aren’t sure what it means, but it seems like good advice.

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So many Smokey and the Bandit tribute cars have crossed the auction block in recent years that it’s difficult to keep track of them all. What’s different about this one? According to Barrett-Jackson, the 1977 Pontiac Firebird Trans Am SE being auctioned at its April 18-20 Palm Beach event was the last one personally owned by Burt Reynolds.

As the story goes, Smokey and the Bandit was such a runaway hit that General Motors promised Reynolds a new car every year for life. Reynolds, who died in September 2018 at age 82, later joked that when the cars stopped showing up he was told that the deal was not for the rest of Reynolds’ life but “the president’s life—and he’s dead now.” That didn’t stop Reynolds from owning several Bandit Trans Ams, however, including a custom 1979 model that sold for more than $300,000 in June 2019.

Barrett-Jackson describes this ’77 Trans Am, painted black with gold and emblazoned with its iconic screaming chicken, as “the only currently licensed and tagged Burt Reynolds’ Trans Am left,” and it says the car has been authenticated by Reynolds’ estate. “Carefully restored by Bandit Movie Cars in Florida to Mr. Reynolds’ specifications, every detail was thought out and discussed with Mr. Reynolds, from the correct antenna to the proper tires from the movie.”

VIN 2W87Z7N146448 is powered by a 6.6-liter 8-cylinder engine paired with a three-speed automatic transmission. Since Reynolds passing, the car has been cared for by Reynolds’ friend and business partner, Gene Kennedy. It has 45,330 miles on the odometer and wears Reynolds’ famous “BAN ONE” Florida license plate.

A 1977 Pontiac Firebird Trans Am SE in #1 (Concours) condition carries an average value of $124,000, but considering Reynolds’ ownership and his second-place standing on the Hagerty Power List, it should go for much more than that.

Reynolds was Hollywood’s top-grossing star for five consecutive years from 1978–82. In addition to Smokey and the Bandit (and Smokey and the Bandit II), he was best known for Deliverance, The Longest Yard, and Semi-Tough. Of course, it was the original Bandit movie that struck a chord with American moviegoers for its rebellious theme and hilarious banter, and it catapulted Reynolds to superstar status. 

And, although technically Smokey and the Bandit starred Reynolds, Sally Field, Jerry Reed, and Jackie Gleason, Reynolds admitted that the real star of the 1977 comedy was the Trans Am.

“When we saw that car, we all fell apart,” Reynolds once told Powernation. “I’d never seen one; Jerry’d never seen one; the whole crew was amazed. And then we got in it, and I had fun with it … It was a rush to drive that car.”

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

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

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

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

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

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

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Bill Shea is at it again. The Massachusetts collector, who specializes in automotive, movie, and World War II items, is the winning bidder for a very rough 1979 Pontiac Firebird Trans Am that was used as a stunt vehicle in Steve McQueen’s final film, The Hunter.

The dilapidated Poncho set Shea back $99,750 including fees, which is about six times the average value of a similar model in #4 (Fair) condition, proving once again the power of McQueen’s stardom—and Shea’s love for Hollywood icons. In 2011, he paid more than $500,000 for a 1981 DeLorean DMC-12 that appeared in all three segments of the Back to the Future trilogy.

“I’d buy more,” Shea said in a six-year-old YouTube video about the DeLorean, “but I like being married.”

Shea, who owns several McQueen motorcycles, wrote “HELL YEAH BABY!” in the comments section when the McQueen Firebird auction closed and he was declared the winner. Congratulatory messages from other users followed, as did notes of surprise from some about the amount that Shea was willing to pay for a car in that state, McQueen-adjacent or otherwise. This is just the latest sale among many that shows how strong the McQueen factor can be—as we’ve noted in the Hagerty Power List. This Trans Am was, after all, the last special car associated with the noted-car-guy actor; The Hunter was released in August 1980, and McQueen died three months later.

According to Bring a Trailer, VIN #29N100008 remained in the Pontiac Motor Division show car fleet following its assembly in November 1978, but it was sold a year later to Paramount Pictures and used as a stunt vehicle in the McQueen film. It was one of two cars used for an explosion scene, explaining its condition (including missing body panels and burns to the passenger side of the dashboard), and it was gifted to a farmer in Illinois as compensation for aiding the crew in the production of the movie. The Firebird was stored in the farmer’s barn for nearly 40 years before it was obtained by the seller in 2018.

Among the car’s features are a non-running 403-cubic-inch V-8 mated to a three-speed automatic transmission and Safe-T-Track limited-slip differential, along with the WS6 Special Performance Package, which added power-assisted four-wheel disc brakes, a quick-ratio steering box, and a larger sway bar.

The Firebird’s camel-colored vinyl dash features a 100-mph speedometer, a 6000-rpm tachometer, auxiliary gauges, inset analog clock, and a five-digit odometer that shows 1300 miles. The Firebird also has bucket seats and snowflake-style, 15-inch wheels with gold accents and 225/70 Goodyear Polysteel Radial white-letter tires. (The seller notes that the front right tire does not hold air, though we expect that’s not a major concern.)

Originally painted Nocturne Blue, the car was repainted black for The Hunter; the factory paint is visible on the rear fascia. The frame rails were modified with slides, hooks, and chains at the firewall to prepare for the explosion scene. After filming was complete, the car was stripped of its rear spoiler, side mirrors, wheel center caps, and badges. Other defects include a damaged three-spoke steering wheel (which is missing its adjustment lever), rust holes in the floor, and rodent damage to the rear bench seat. The car is also missing side panels, carpeting, overhead lighting, seat belts, and AM/FM radio. Of course, these are all likely of little concern, as restoration is probably not on the docket for this car.

Sale of the Firebird includes the build sheet, a copy of the original window sticker, documentation from Paramount Pictures and Pontiac Historical Services, a 30-foot-long dual-axle trailer, and large vinyl banners and cardboard cutouts of McQueen, which the previous owner displayed at car shows.

The Firebird does not have a title, but it likely won’t need one, since its “as-is” movie condition is likely of considerable value to Shea, who is clearly thrilled with his new acquisition. “We love our movie crash cars!” he wrote, to which one BaT commenter joked, “Good luck with your wife.”

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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After years of poking around the corners of the internet, it finally appears: The perfect car. It has the right color, a flawless interior, the powertrain you want, and the price is just right. You contact the dealer, and they ask for a deposit to get the process started.

Whoa there. Before you drop by the Western Union to wire the cash, be wary: For every honest seller looking to pair a driver with their favorite car, there seem to be two looking to split a driver and their wallet. Luckily with a small amount of due diligence, you can find out if that dream car you found is actually just a dream.

We love finding good deals online, and YouTube channel Pleasant Green enjoys finding scammers. Host Ben Taylor recently posted a video tracking down a couple scammers who were trying to sell vintage cars. Included in the video are a few great tips for keeping your money safe. We break them down here.

Tip #1: Reverse Image Search

Pictures on the internet are incredibly easy to steal. That is what makes these scams so easy to set up—and easy to spot. By right-clicking on an image, you can trigger your browser’s “reverse image search” function, which scours the internet for similar pictures, often catching duplicate images or lightly edited photos in the process.

Scammers have been getting wise to this method, however, and are starting to do light photo editing in attempts to fool such search functions. The video above highlights an example where the license plates and backgrounds have been scrubbed of the original dealer’s information and logos and the scam business logos edited in. If you are still unsure …

Tip #2: Request a Current Photo

A dealer with a car sitting in inventory should have no issue with taking a current photo including some artifact proving they have the car on site. Ask for the local paper to be in the photo, or simply a note with the day’s date and the seller’s name written on it. Taking digital photos and sending them via email are basically free, so you should face limited pushback to such a simple request.

Tip #3: Look up the Location

Any reputable dealer or seller will give you the address of their business. Type that into your favorite maps software and let the ever-present cameras of the world tell you what you can’t physically see from afar. Does the street view show something that looks like a car dealer? Do the backgrounds of the photos listed on the dealer’s website match the environment of that street address?

Discrepancies between the photos in a car listing and third-party images of the address are typically not the most telling flaws in an ad, but they can raise a red flag and give you cause to look at everything else more critically.

Tip #4: Pick Up the Phone

Call whatever phone number is listed on the website and have a chat. A good salesperson will not come off as pushy, and they be happy to answer any questions you have about the car. There was a time when accents or out-of-state phone numbers would be a red flag, but as a person with a Kansas phone number who lives in Michigan, I’ll tell you that rule just doesn’t hold up anymore. A good conversation will reveal information that may be hidden if you make assumptions based on an area code.

Tip #5: Put Eyes on the Car

I’ve bought a handful of cars or motorcycles from sellers who were states away. Whether I trusted them or not, one stipulation of the deal was that someone other than the seller would need to see the machine before I sent any funds. Project vehicles, of which I’ve bought many, are an exception: Since I expect them to be broken, I tend to skip an inspection that will simply tell me what I already know. If you aren’t looking for a project vehicle, you’d be wise to go for an inspection if you value your time at anything above zero.

While traveling to see the car prior to purchase can seem inconvenient, it is the easiest way to prevent basic scams. If you are shopping outside of your own driving range or otherwise cannot venture to look at a car, put in a little effort to find someone who can and will. Reach out within a national club or group, and you often will find someone within range who is more than happy to have an excuse to go look at an example of a model they already like. I’ve performed such a service for people buying a car and it was actually really fun to be a part of the process, even though I didn’t get paid for my time.

In short, buying vintage cars is risky in the even the best scenario. If a potential purchase seems too good to be true, treat it as such until all the information you gather points to the opposite. Being respectful while being skeptical will serve you well: Even if you think the person on the other end might be a scammer, there is no reason to be a jerk until you have the proof. Even then, it’s best to report the ad or website and move on with your life, happy they didn’t catch you.

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Although January is the busiest month on the auction calendar, early March isn’t exactly sleepy. The first weekend of this month, there were four auctions in Florida (OK, a couple of them happened on February 29), with everything from new exotics with delivery miles to a 1903 Mercedes changing hands. Our team took a look at all the public sales from Florida and then we gave each of us a theoretical stack of $100k to spend. These were the cars we would have taken home. Which would you pick—or did another sale catch your eye?

1963 Ford Galaxie 500 NASCAR, $70,000

First of all, I have no idea what I would do with this thing, but who cares? I want it! This 1963 Ford Galaxie 500 NASCAR is just too cool! It’s a survivor and has the scars to show for it, and names like Bobby and Donnie Allison on the list of drivers just adds to the cool factor. I think the selling point for me was when they fired it up and drove this behemoth onto the turntable at the Ritz. The noise was intoxicating. I think it would fit snugly in my one car garage in town and would be the perfect means to make new “friends” in my neighborhood on the days when I start it.—Greg Ingold, Hagerty Price Guide editor

1971 Alfa Romeo Montreal, $50,400

After picking a string of big-block C3s, I’m going to change things up with this 1971 Alfa Romeo Montreal. It’s an Italian V-8 coupe with a dog-leg transmission that came in well under our price threshold. Plus, just look at that wonderful Marcello Gandini design. How can you not love those semi-hidden headlights? I’ve only got about five minutes of seat time on one of these, but I still remember the little V-8 sounded amazing. If I had this in my garage, I would suddenly have all kinds of excuses to drive to Malibu, Ojai, and any other destination that happened to be on the other end of a canyon road.—Brandan Gillogly, senior editor

1991 Mercedes-Benz 300TE AMG 3.4-24, $75,040

Since Brandan took my first pick, I’ll happily settle with this backup—a 1991 M-B 300TE AMG 3.4-24. $75k might seem like a lot for a W124 wagon with 106k miles on the clock—and it is. In fact, this is the second-highest sale for a W124 wagon ever. Then again, it’s a steal compared to the top W124 wagon sale of all time, this 1988 300TE 6.0 AMG nicknamed “The Mallet” that sold at RM Sotheby’s the same weekend for $467k. Inline-six or V-8? When we’re talking about an 84% discount to drop two cylinders, I’ll take the inline-six every time. Besides, there is only a 34 horsepower difference between the two and 276 horsepower is more than enough for this early-merger AMG sleeper. The only downside is that the rear facing jump seats are missing.—Adam Wilcox, senior information analyst

1965 Jaguar E-Type SI 3.8 Coupe, $56,000

My pick is the stereotypical red with black interior Jaguar E-Type that Bonhams sold for $56,000 at Amelia. However, this one is not quite so typical. It comes from someone who’s owned it for 46 years. The car needs a refresh to get it running and driving, and possibly a lot more, but we got $100K to play with, so there’s still $44,000 in the budget! That should at least cover the cost of getting the engine out and dropping the rear subframe. Besides, it is a neat late 3.8-liter car with some features overlapping with the later 4.2L versions. The interior is nicely worn but not too scruffy. Once it runs and drives, it’ll be a great, usable E-Type that can extol the virtues of the brand on the open road.—John Wiley, manager of valuation analytics

1951 Chevrolet 3100 “Five-Window” Pickup, $47,600

I was in the room when this ’51 Chevy hit the block, and couldn’t help but text my wife. She’s into flowers—each year, we plant over 400 dahlias in our front yard, along with a bunch of others that serve as accents to fill out bouquets. We’re not really in the market for an old truck, but if we were, this would be the perfect flower delivery vehicle.

This 3100 appears immaculate, and should have no problem chugging around the back roads with some carefully-packed bouquets in the back. And, at a final price of $47,600 with fees, we’d have plenty left over for a mountain of dahlia tubers (and some go kart parts for me).—Eddy Eckart, senior editor

1962 Alfa Romeo Giulietta Sprint Speciale by Bertone

It’s always a fun exercise after big auction weekends (or weeks, or months) to spend fake money on real cars. Several from the March sales strike my fancy, including a 7000-mile 1997 Mitsubishi 3000GT VR4 that sold for $64,400 at Broad Arrow. I’d love to have it, but its long-term owner went to great pains to keep that immensely complicated, oft-overlooked Japanese sub-supercar in mint condition, and all I’d do is drive the pants off it, break things, kill its value, and then try to off-load it in a few years for a fraction of the price. There are no winners in that scenario.

Instead, I’m putting my money into a 1962 Alfa Romeo Giulietta Sprint Speciale that sold for $67,200 at RM Sotheby’s Miami sale. There are no bad lines on this Alfa, and I fully appreciate its understated BAT concept-car DNA. It comes from the long-term ownership of a knowledgeable Alfa Romeo collector who took great care of it, and it certainly appears to be in very fine shape inside and out. It hammered sold for $30K under the low estimate, and about $40K under our #3 (Good) condition value, which I can only guess was because of its replacement (but correct) engine, although that still feels like a big penalty here. Hey, not my problem! I’ll take a cheap gorgeous Alfa any day of the week.—Stefan Lombard, senior editor

1977 Ferrari 308 GTB, $86,800

I remember when a decent 308 cost 25 grand. Sure, I was in middle school, but I still remember. In my mind, these should still be the cheap ticket to a set of Ferrari keys. Alas, there’s no such thing as time travel, so I’ll just have to accept that 308 prices are very different these days (up 251% over the past 10 years).

The 1977 308 GTB sold by Gooding & Co. this month seems like a good choice. An early steel-bodied, carbureted car, it’s a GTB so it doesn’t offer the wind-in-your hair driving of the targa-top GTS, but it’s both rarer and better-looking. It’s also a well-maintained, three-owner car and its 33,000 miles are low enough to be reassuring but not so low that it would be guilt-inducing to put more ticks on the odometer. The $86,800 sale price would have been shocking to middle school me, but in 2024 it’s right at the car’s condition #3+ value.—Andrew Newton, senior auction editor

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The post 7 Sub-$100K Classics We’d Have Brought Home From March’s Florida Sales appeared first on Hagerty Media.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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There’s nothing quite like a concept car—the promise it holds, the way it can capture the imagination. The seeds of enthusiasm and inspiration it can spread to all corners of the automotive landscape. Even more dramatic is when such a visionary project amounts to more than a pure flight of fancy; a running, driving show car that looks near-ready for production only heightens the thrilling sensation that the future is right around the corner.

Chrysler built a legendary run of concept cars in the first half of the 1950s, perhaps none more dazzling, promising, and seemingly production-ready than the 1954 Dodge Firearrow IV roadster concept. Chrysler big-wigs ultimately did not green-light the car for the masses—a missed opportunity to take on the Corvette and Thunderbird that Hagerty senior auction editor Andrew Newton considers one of the greatest automotive “what-ifs” of the 1950s. A one-off sold to a buyer in Venezeula, this phenomenal show car survived. Now, 70 years later, it’s crossing the block with Broad Arrow at this weekend’s auction at The Amelia in Florida.

The Firearrow IV was the final so-named two-seater concept, following the first, Firearrow I, which debuted at the Turin show in November of 1953. (That first Firearrow was a static display car.) Based on the standard production Dodge Royal 119-inch-wheelbase chassis, these cars were coach-built by Italy’s Carozzeria Ghia, whose ties with Chrysler and “Forward Look” designer Virgil Exner began in 1951 with the Chrysler K-310 concept. Exner’s influence on Chrysler styling in the 1950s and beyond was far-reaching, and such “Idea Cars” were essential for testing public reaction to new design language as well as specific features. Spectacular, iconic ’50s designs ranging from the Chrysler 300 to the De Soto Adventurer and the ’57 Imperial owe much to Exner’s “Forward Look,” a gutsy effort to inject some life into Chrysler’s stalling postwar momentum.

Facing declining sales and a reputation for stodginess in the late 1940s, Chrysler’s big bet with the “Forward Look’s” was to establish the automaker as a design leader. It was a risky tack given that the company was still a bit gun-shy following the flop of the design-intensive Chrysler Airflow in the 1930s. The concept cars of the early 1950s proved immensely popular, however, and part of their appeal was that—unlike many of Ford and GM’s exercises at the time—they were mostly drivable.

Firearrow IV was the most production-ready of the Firearrow series, incorporating functional elements like a manually foldable convertible top, roll-up side windows, and exterior door handles. More fanciful were the quad exhaust tips that poke through the rear fenders, as well as the eye-popping black-and-white diamond-pattern interior scheme. There was even a 16-jewel, Swiss-movement “Dodgematic” clock positioned in the steering wheel. The hardware was all state-of-the-art, incorporating the top shelf of performance technology Chrysler had to offer: 150 horsepower from a “Red Ram” 241-cubic-inch Hemi V-8 with a four-barrel carburetor, a then-new PowerFlite two-speed automatic transmission, Safeguard hydraulic brakes, Oriflow shocks, and Safety Rim wire wheels.

Though there is plenty of chrome to elevate the sense of glamour, the Firearrow IV’s fundamental beauty is its smooth shape and clarity of design. The four-seater’s prominent front fenders rise above the curved hood and create a line that extends the full length of the car, terminating in subtle rear fins. The square-ish, grid-pattern grille evolved to be wider and more trapezoidal in shape in Chrysler’s later production cars, but the effect here is sophisticated when framed in a ring of chrome between four recessed headlights. In the Firearrow IV, European taste and craftsmanship meets American exuberance.

Though Firearrow IV was never produced en masse, the general idea of it did reach limited production. Businessman Eugene Casaroll purchased the rights to the design from Chrysler and contracted with Ghia to build the Dual-Ghia. Between 1956 and 1958, Ghia made 117 of them at a hefty price of $7646 (about $88,000 today). As writer Richard Dredge noted, “the V-8-powered Ghia soon became the luxury car of choice for the wealthiest film stars, with Frank Sinatra and Ronald Reagan each buying one of these drop-tops.”

What came of the Firearrow IV show car is a tale all its own. Following its U.S. press tour, the car was apparently sold to a dealer in Venezuela and on to a private owner in late 1954. A decade later it found itself on a used car lot in Caracas, after which it appeared for sale in the pages of the December 1964 issue of Motor Trend. It vanished for a bit after that, resurfacing in the 1980s at a hacienda about 90 miles outside of Caracas. The images below show it in that era finished in silver with a tan convertible top, along with years of dust and from being stored—complete—in a barn. Once rediscovered, Firearrow IV received a comprehensive restoration in the early ’90s that brought back its original Regimental Red paint scheme and diamond-patterned interior. From there it bounced around between several noted collectors, got another round of extensive mechanical restoration, and won the Chairman’s Award in Memory of David L. George II at the St. Michaels Concours d’Elegance in September of 2021.

Broad Arrow estimates that Firearrow IV will sell for $1.5–$2M. For context, Hagerty senior auction editor Andrew Newton points out: “Back in 2007, Barrett-Jackson sold Firearrow IV as a package with Firearrow II for $1.1M. Firearrow III sold in Monterey in 2011 for $852,500, and Firearrow II sold again in Monterey in 2021 for $1,050,000.”

This is a one-of-a-kind car, with the flash and panache of a chromed 1950s concept but the utility and drivability of a real car from the era. For a passionate fan of Italian coachbuilding, post-war American optimism and automotive leadership, or Chrysler design in particular, the Firearrow IV is an utter dream machine. Seven decades after it first appeared, it promises to inspire considerable admiration when it drives up on the stage at The Amelia this weekend.

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

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

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

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

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

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

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

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

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

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

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

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The 914 debuted in 1970, and for too much of its existence, the mid-engine Porsche lived a life of ignominy in the eyes of casual car enthusiasts, and even among some Porschephiles. “Not a real Porsche” went the refrain for the car jointly developed with Volkswagen. Priced as such, said the value trends.

Well, the refrain and the trends have changed in the last decade or so, as people have woken up to the fact that, actually, these things are terrific. With their VW-derived 1.7-liter (and later 2.0-liter) four-cylinder engines making roughly 80–90 horsepower, 914s were never blistering performers, but their mid-engine layout and light weight always made them nimble.

Porsche addressed the power issue to some extent with a run of 914s powered by the 125-hp carbureted 2.0-liter flat-six from the 911 T, but the 914/6 makes up just a fraction of the nearly 100,000 914s built through 1976. Still, from the very beginning, Porsche knew what it wanted to do with the 914/6: take it racing.

In 1970 and ’71, the factory built a dozen 914/6 GT race cars to be used as works (or werks) entries for various endurance races and rallies, plus another 47 examples for privateers. The race-prepped cars differed in numerous ways from production 914/6s, of course, including their Type 901/25 engine, which was tweaked with polished intake and exhaust ports, dual ignition, Carrera 6 cams, Weber 46 IDA carbs, and more to deliver significantly more power—around 220 hp at 8000 rpm. The body was widened with steel fender flares, a roll cage was fitted inside, and four large Cibie lights were mounted on the nose. Suspension was courtesy Bilstein rally shocks at all four corners, and vented discs from the 911S provided the stopping power. These purpose-built 914s were quick, too; one of the customer cars won its class and finished sixth overall at Le Mans in 1970.

The 914/6 GT shown here, Project No. 914/58, was the final of the 12 factory cars built, completed in December 1970—just in time for the Monte Carlo Rally the following month. Porsche fielded a trio of 914/6 GTs there, all of them finished in Signal Orange, and all piloted by true hot shoes. In an effort to earn extra points in the rally, competitors were able to begin in far-off locales, and the French duo of driver Gérard Larrousse and co-driver Jean-Claude Perramond strapped into 914/58 in Warsaw, then headed southwest across the continent to the French Riviera.

It proved to be a particularly attritional event, with nearly 90 percent of the 248 competitors failing to finish, including all the factory 914s. This car succumbed to a broken clutch lever, and that was that; no glory for Porsche after three successive Monte victories with 911s.

Vic Elford next made use of 914/58, when he drove it to Sicily in the spring as reconnaissance car for May’s Targa Florio, in which he shared a 908/03 with Larrousse. The trip was not without incident, however, and “Quick Vic” had something of a shunt. In a letter to a Mr. Fiegl in the Experimental Department, Elford wrote: During the Targa Florio pre-practice I had a slight accident with another car. The car involved was an Opel Olympia… [Fellow Porsche racer] Mr. Herbert Muller arrived shortly after the accident and explained to [the Opel’s owner] that the Porsche insurance would cover everything, although it was obviously 50/50 since both cars were in the middle of the road. The Opel had damage to all the body panels on the left side and some mechanical damage to the steering. The damage to the Porsche you are aware of.

Whatever the damage, it was minor, and after two years spent as something of a test mule in the engineering department, the car was then sold to Porsche engineer Walther Näher, with whom it stayed for 30 years. Näher began a restoration on the car in 2002, making liberal use of rare parts and expertise from Porsche to correctly return 914/58 to its “as raced” Monte Carlo spec. As one of its Monte stablemates had long ago been scrapped by the factory, and the other converted in period by racing safety pioneer Herbert Linge into a safety car, Näher’s efforts to preserve his 914/6’s history were admirable.

Jeff Zwart acquired the car in 2010. Anyone whose Instagram algorithm has ever served them classic car content has likely seen Zwart’s photo and video work. The commercial film director, photographer, racer, and Porsche collector showed his Monte Carlo 914/6 GT at events like Rennsport Reunion IV and at the 2015 Amelia Island Concours, where it won best in class.

A spot on the lawn at Pebble Beach last year as part of the Porsche 75th Anniversary class is the final feather in the cap of this otherwise unremarkable race and road car’s rather remarkable journey. “A real Porsche indeed,” goes the new refrain. When it crosses the block this week, it is estimated to sell for $1.2M–$1.5M. And if it sells, what might the value trends say then? Priced accordingly, we suspect.

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

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

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

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

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The go-anywhere Unimog is an odd truck with an odd name, but it’s much more than an automotive oddity. The German-built utility vehicle, designed shortly after World War II as a self-propelled agricultural machine, is part truck and part tractor. And more than 75 years after the first model rolled out, it’s still going strong—and evolving.

The Unimog (pronounced YOU-nuh-mog) gets its name from the motivating force behind its design; it’s an acronym for the German word “UNIversal-MOtorGerät,” or universal motor carrier. Developed as a highly adaptable vehicle that could serve all the needs of a farmer—including, most notably, possessing the ability to flawlessly transition from field to the road—the demand for the vehicle increased along with its uses. Boehringer began production in 1947 and built the Unimog for four years before Mercedes-Benz took over in 1951 and continues to build them to this day.

According to the 2016 book Der Unimog: Arbeitstier und Kultmobil [in English, The Unimog: Workhorse and Cult Vehicle], the Unimog was designed with rear-wheel drive and switchable front-wheel drive, along with equal-size wheels, in order to be driven on roads at higher speeds than standard farm tractors. With high ground clearance and a flexible frame (which is essentially part of the suspension), Unimogs are not designed to carry as much load as regular trucks, but buyers have been sweet on classic and modern versions of the rig for years.

That brings us to this fully restored 1959 Mercedes-Benz U411 Unimog, which is listed at Broad Arrow Auctions’ sale at The Amelia, taking place on March 1–2.

A copy of the original Data Card shows that this particular U411 completed production in Gaggenau, Germany, on April 9, 1959 and was designated for export to the United States. The truck is powered by a correct 1.7-liter OM636 inline four-cylinder diesel engine, mated to a six-speed manual transmission, featuring standard synchronized gears. The original, numbers-matching block is also included.

It is believed that this Unimog (chassis 411.110.9500596) and one other were initially sold to equipment dealer A. Fassnacht & Sons of Chattanooga, Tennessee.

The seller purchased the truck, which had already received a mechanical rehab, in Georgia in 2012, and immediately began a complete cosmetic restoration. The vehicle received bodywork and rust repair from Chris Radbill Automotive of West Chester, Pennsylvania, and was given a new grille, doors, cab floors, front and rear fenders, front wheel arches, cab sides, and battery box. The frame, axles, and transmission had been painted black prior to professional painting of the wheels (red) and body (DB 6286 Unimog Green). New oak boards in the bed (painted on the outside, with natural stain on the inside) offer an attractive contrast. Similar contrasting colors were used in the interior, with the seats reupholstered in black vinyl and the surfaces finished in matching Unimog Green.

In addition, the vehicle received a new folding canvas roof, and numerous factory labels were reapplied in yellow to indicate towing capacity on and off-road, as well as the operation of each lever just to the right over the driver. The Unimog also received a new wiring harness, headlights, taillights, clutch, starter, oil bath air cleaner, and door windows, while the front portal axles were rebuilt with new seals and bearings. The truck is outfitted with the optional wide 18×10-inch wheels, which wear 10.5-18 BKT tires.

The odometer shows only 462 kilometers (287 miles), all since completion of the restoration. Actual mileage is unknown.

When outfitted with a camper for overlanding, Unimogs can easily climb into the six-figure range; without them, they go for much less. This 1959 Mercedes-Benz U411 Unimog is being offered at no reserve and has a pre-auction estimate of $50,000–$60,000, a number that reflects a first-generation truck in freshly restored condition. However, if two eager collectors at The Amelia are both looking to fill a hole in their Mercedes-Benz collections, it could go higher.

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A 2018 Jaguar I-Pace originally bought by King Charles III will soon be going under the gavel at Historics Auctioneers.

The top-spec EV400 HSE  reportedly arrived painted in Eiger Grey, but, at the King’s insistence, was sent back to Jaguar to be repainted in his favorite color, Loire Blue. The cabin is trimmed, appropriately, in Light Oyster Windsor leather. The sticker price, when new, was around £60,000 (roughly $84,000).

Well-known for his environmental conscience, Charles has previously converted an Aston Martin to run on bio-fuel, but the Jag was his first electric car.

It wasn’t, however, the first EV to feature in the Royal Family garage. At the turn of the 20th century, the Royals were remarkably carbon-neutral, with Queen Alexandra owning a 1901 Columbia, which was capable of achieving 40 miles on a single charge. “Her Majesty is delighted with the ease and simplicity of control and manipulation,” said The Autocar at the time.

That car is now on display at the National Motor Museum in Beaulieu and is unlikely to hit the road again.

Meanwhile, the King’s EV has seen plenty of use. Charles drove it for some 3,000 miles before returning it to Jaguar in 2020, after which it was sold through Jaguar North Oxford.

The current owner, Karen French of Bampton, had no idea of its royal provenance when she bought the car and it didn’t stop her from covering an additional 30,000 miles.

“This I-Pace was exactly what I was looking for and pretty much on my doorstep,” she said. “It was only when I agreed to buy it that I discovered its extraordinary history—I was absolutely thrilled.”

She will, no doubt, be even more thrilled if the car achieves its estimate of £55,000–£70,000 ($69,400–$88,300) when it goes to auction at Ascot Racecourse, where royal fans also have the chance to bid on a 2003 Bentley Arnage R that was bought new by Princess Anne. With a presale estimate of £26,000–£32,000 ($32,800–$40,300), it’s less than half the price of the King’s Jag as well!

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There’s a chapter in the story of the Group B homologation special 959 that Porsche would rather be not there at all. In fact the German sports car maker did everything it could to avoid it.

The 959’s awesome all-wheel-drive system proved its potential by winning the grueling Paris-Dakar rally outright and coming first in class at Le Mans in 1986. Even though the cancellation of the Group B category meant it could no longer race Porsche had committed to building around 300 examples and, across the world, Nissan was watching.

The Japanese firm was working on an all-wheel drive system of its own and a close-up look at the 959’s drivetrain would certainly speed things along. With its traditional Japanese respect for proper process and decorum Nissan initially attempted to order a car direct from the factory, but, after Porsche rejected it, Nissan took a more Ninja-like approach. The car—a 1988 959 Komfort, chassis number 022—was eventually bought by an intermediary from Belgian distributor D’Ieteren Brothers and then shipped to Yokohama for study.

Nissan never registered the car in Japan, instead disassembling it to discover its intricate inner workings. By 1987 Nissan had perfected its Advanced Total Traction Engineering System for All terrains and Electronic Torque Split (ATTESA-ET-S) and installed it in the R32 GT-R. In race trim the GT-R won every All-Japan Touring Car Championship race from 1990 to 1993 and a legend was born.

With no further use for the 959, Nissan put it back together and sold it to a Nissan engineer who also refrained from registering it. Eventually the 959 found its way to the U.S.A. where, in 2019, the owner took it to specialist Bruce Canepa for a transformation under his “959 SC Reimagined” program. It took four years, 4000 hours, and $950,000 to convert the car, much of which went into upgrading the 2.8-liter twin-turbocharged flat-six engine from 444 hp to more than 800 hp. It’s now said to be capable of reaching 60 mph from a standstill in 2.5 seconds and topping out at over 230 mph.

The original shade of Oak Green paint and gunmetal gray for the 18-inch wheels were retained but the cabin was re-trimmed in tobacco brown leather with matching square-weave carpets modeled on those of the Porsche 356.

This remarkable car with an even more remarkable backstory will be for sale at Broad Arrow’s Amelia Auction on February 29 where it’s estimated to fetch up to $3.75 million.

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Few cars represent American racing success on the world stage quite like the Ford GT40. Sure, that famous 1-2-3 finish at Le Mans in 1966 cemented the GT40’s place in our collective vehicular memory and kicked off a four-year run of dominance at the French circuit. But during their heyday, in the hands of factory and privateer racers alike, GT40s also scored victories around the globe—from Italy to Rhodesia, Canada to South Africa, Belgium to Brazil.

And while we won’t go so far as to say that the mighty sports racers also made for adequate grocery-getters, in accordance with period homologation rules that required production of at least 50 cars, some GT40s were built for street use. This car, chassis no. P/1069, is one such grocery getter.

Total GT40 production, from Mk I to Mk IV variants, is estimated to be 105 examples. This includes 289- and 427-powered Mk I and Mk II cars, as well as the more radical racing Mk IV, or “J cars,” of which 12 were built. And it includes the seven Mk III cars, which were designed from the start for road use, with extra headlights, softer springs, a detuned V-8, and extended rear bodywork to allow for cargo space, among other changes. The GT40 Mk I and Mk II, therefore, comprise the bulk of production, and that includes 31 Mk Is produced for the street. Few have a history as colored—literally and figuratively—as P/1069, also known as “the Hostage Car.”

Built alongside its racing counterparts at Ford Advanced Vehicles in England, the car was completed in mid-February 1967. Finished in Opalescent Silver Blue, it rode on Borrani wire wheels and was powered by a small-block 289 “Hi-Po” V-8, breathing through four Weber carburetors and mated to a five-speed ZF transaxle. It was one of 20 Mk I GT40s earmarked for Ford’s Promotion and Disposal Program—a press loaner, essentially—and was originally one of six Mk Is slated to go to Shelby American for use among the firm’s field managers. That never happened. In fact, this car wouldn’t reach our shores for decades.

Instead, the car went to Switzerland, as a loaner for the dealership run by Georges Filipinetti, who, in addition running the Scuderia Filipinetti racing outfit (with which he campaigned a GT40 and a Cobra Daytona coupe at Le Mans in 1965) had become the official Swiss distributor for Ford Performance. Filipinetti had P/1069’s color changed to Metallic Borneo Green and displayed it that March at the Geneva Motor Show. Then, it seems, he just kind of kept it for the rest of the year, despite increasing protestations from fellow racing principal John Wyer, who understandably wanted the car for his own promotional purposes. This minor feud earned the car its captive nickname.

Back in England by early 1968, P/1069 got road registered as AHK 940F, the designation it still wears today. The car made the rounds, serving as a tester for various motoring journalists, including Denis Jenkinson, who in Motor reported the car’s ZF five-speed to be at the top of his list of “desirable gearboxes,” but only after proclaiming to a friend who’d asked about parking it in London: “I wouldn’t want to take it to London, let alone park it there.” Jenks, you see, had the car for “motoring with a capital ‘M’ not for parking.” He had the right idea.

It was back on the Geneva show stand in ’69, before British businessman and fine motorcar aficionado Anthony Bamford purchased it and had it color-changed again, this time to yellow. The car changed hands at least five times over the next three years, and was painted yet again, this time dark green. At some point in 1972, it suffered fire damage at the hands of its newest owner, the result of an errantly fitted fuel cap as he drove it home for the first time. The subsequent owner had the car restored, which included another color change, back to yellow.

It finally made its way to the States in 1999, and into the hands of Connecticut collector Barney Hallingby, until he traded P/1069, along with a 289 Cobra, a Ferrari 330 GTS and 275 GTB, plus some cash, for an Aston Martin DB4 GT Zagato. Quite the transaction, that.

Back to Europe it went, back through a series of hands, until this street GT40 was given a proper retirement racing in vintage events throughout the 2000s and 2010s, including the Goodwood Revival in 2012 and ’13. Under its current ownership, GT40 P/1069 is once again painted Opalescent Silver Blue. And at the 2024 Amelia Island auctions, it is once again for sale.

Eighteen separate owners over the years is no small feat, but perhaps that is the fate of a street car you don’t want to park. How this one will fare when it hits the auction block in Amelia Island in early March is anyone’s guess, although its full documentation from new, and the colorful history it all encapsulates, is sure to boost its appeal. With so few street-going Mk I GT40s produced, ownership opportunities don’t arise often, although, curiously, Mecum just sold a 1966 Mk I in January for $6,930,000, including fees. If P/1069 sells within its presale estimate of $4M–$5M, you might even call it a bargain.

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Consigning interesting and varied live auction lots can be a tricky business these days, especially in the mid-range of the market that has been so dominated by online sales over the last few years. Which is why Iconic Auctioneers’ Race Retro sale catalog is so refreshing.

The sale takes place February 22–23  at Stoneleigh Park, Coventry, in the UK, and Rob Hubbard and team have brought together a fascinating collection of cars both on day one, which focuses on competition vehicles, and on day two, which caters to mainstream classics.

For anyone still looking for an appropriate car for the Hagerty Hillclimb on May 11, there are some tempting prospects. A 1999 Mitsubishi Lancer Evo VI with hillclimb championship wins in 2017–18 looks like a lot of car for the £23,000–£27,000 ($29,000–$34,000) estimate, but if you have a little more in the bank, a 1987 ex-works Peugeot 309 GTi (estimate £70,000–£80,000, or roughly $88,400–$101,000) that gave Richard Burns his first “factory” seat at the 1991 RAC Rally would certainly draw the attention of the Shelsley crowd.

If fast Fords are your thing, Iconic is offering a great selection, from a seemingly very usable 1972 Escort Mexico fitted with a red-top Vauxhall 2-liter engine mated to a Quaife five-speed gearbox (estimate £18,000–£22,000, or $22,700–$27,800), right up to an ex-Valentino Rossi/Henning Solberg 2007 Focus M-Sport WRC (estimate £340,000–£380,000, or $429,350–$479,850).

If you’re more inclined toward Hagerty’s RADwood, a celebration of 1980s and ’90s turbo-era cars, the Saturday sale is for you. There are a couple of Ford Sierra RS500 Cosworths and even an unused factory engine to go with them. Estimated at a strong, although not unexpected), £120,000–£140,000 ($151,500–$176,800), there is also an extremely low-mileage, one-owner 2004 BMW (E46) CSL that could easily set a record. One of the five Mitsubishi Evo VI RS Tommi Mäkinen Monte Carlo Edition cars, possibly the ultimate Evo, is also for sale, with an estimate of £100,000 to £120,000 ($126,300–$151,500), as is one of Hagerty UK’s 2024 Bull Market picks: a low-mileage 2002 Honda S2000 GT that Iconic believes may hit £40,000.

But they’re only the teasers. The 1998 Subaru Impreza 22B-STI, number 29 of 400, may have been given a tempting low estimate of £190,000 ($240,000). For those whose pockets are not quite so deep, there’s also an Impreza P1 and an STi 555 Version 2 on offer. There are famous cars, too, including an ex-Richard Burns 1998 Mitsubishi Lancer GSR Evo V with fewer than 800 miles on the odometer (estimate £100,000, or $126,300) and a 1996 Honda NSX-T that was the UK press car. It is described as being in excellent condition, but its high estimate of £85,000 ($107,350) is still lower than the top Hagerty Price Guide value.

Then there’s an ultra-rare 1984 Peugeot 205 Turbo 16 (estimate £235,000–£275,000, or $334,650–$347,300) and—for me—the star of the show, the #002 1987/2001 BMW E30 M3 Enhanced and Evolved by Redux. As anyone who follows Redux on social media knows, these cars have been re-engineered to a phenomenal level, and this is the very first time one has hit the open market. Currently the lone UK-registered road version, this may be the only opportunity to buy one (estimate £200,000–£250,000, or $252,550–$315,700) given that Redux’s order book is reportedly full. Stoneleigh Park may be a busy place.

But in amongst these modern-day collectible icons, a very unusual car also caught my eye. Tucked away in the competition sale is a kit car, a Formosa 120GR, estimated at a fair £22,000 to £26,000 ($27,800–$32,800). Based on a 2-liter 1963 Triumph Vitesse and clad with a fiberglass body, “kit car” seems unfair, as the lines on this thing are superb, reminiscent of an HWM Jaguar or even a Ferrari 750 Monza. Created by a team who cut their teeth building Sunseeker yachts, it’s the sort of car that would draw attention whenever you drove it, for all the right reasons. I love the look of it; we’ll see if bidders agree.

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

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

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

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

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

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

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

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

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

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

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

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

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Millennials and Gen Zers might say the front end on this Range Rover has a cyberpunk look, based on a recent revival of interest in the visual genre. And with its genesis in the late 1970s, this Rangie even arrived around the same time as science fiction media like Judge Dredd first brought the concept to life.

But as the extensive patina and slightly disheveled look of this 1977 Wood & Pickett conversion suggest, the ‘Sheer Rover’ that sold online through Bonhams for $27,700, including fees (£21,951), comfortably over its $19,000 upper estimate, is firmly rooted in the past. And it has a previous famous owner to prove it.

That owner was Peter Sellers, known in automotive circles almost as much for his spectacular taste in motive metal as his acting and comedic roles. Over the years, Sellers owned everything from the de rigeur celebrity choices of Rolls-Royce and Jaguars, to a Ferrari 250 GTE, a Bristol 407, and a Buick Riviera.

Sellers is also known for his distinctive Radford-converted Mini with its wicker-style sides, but for the Range Rover he bought in 1979, he went to another well-known coachbuilder of the era, Wood & Pickett. Known as the Sheer Rover and developed in conjunction with British department store Harrods, the car was delivered to Sellers at his home in Gstaad, Switzerland, but he owned it for only a short period before his untimely death in 1980, aged 54. Since then, it has been in the ownership of one family.

Unusual nose aside—with its surprisingly 1980s-style angled grille covering the traditional Range Rover front end down to the bumper—the exterior is otherwise much as Range Rover designed it, though at one point it did wear polished Wolfrace alloy wheels, which are decidedly un-Range Rover. The similarity should make restoring it a little simpler, with plenty of specialists out there only too willing to revive these classic 4x4s.

The interior, however, is rather different, from its red Draylon-trimmed Recaro seats to the extended dashboard top incorporating extra dials, extra vents, and stereo equipment. Down by the driver’s side is a distinctly 1970s-looking Pioneer graphic equalizer panel.

The car’s history file includes recent bills for just shy of $3800 (£3000) to get it running and driving, but it’s not yet ready for the road, so should the new owner want to get it going properly before any kind of restoration, they’ll need a deep breath and a willing bank manager.

Wood & Pickett’s experience with the Sheer Rover subsequently led to the development of an ‘In Vogue’ special edition—a name that might sound familiar, since Land Rover has offered Vogue trim on its Range Rovers ever since.

No modern Rangie looks like this one, though. Maybe it’s time to get on the phone to Jaguar Land Rover chief creative Gerry McGovern and suggest he looks to Judge Dredd, Blade Runner, and Akira for some stylistic inspiration.

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

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

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

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

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

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

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

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The world lost a musical great last year when Jimmy Buffett passed away at the age of 76. While he was known for songs about a laid-back life on the water, he was also a big fan of cars and pickups. One piece of his fun car collection is currently up for bid on GAA Classic Cars. Buffett’s 1963 Ford Falcon Sprint convertible looks ready for top-down summer cruising and features some interesting modifications.

When it was purchased in 2002, the Falcon reportedly had just 8578 miles on the odometer. In the 20 years since, it has racked up only 3300 more. The listing doesn’t specify, but we assume that with that mileage the engine is the original 260 that came with the car when new. The Falcon was not offered with any rowdy powerplants in 1963; those would come later as the 289 debuted for 1964.

The small-block convertible was hot-rodded by Buffett, who added a four-barrel intake and a matching Holley carb for a bit more power. The most noticeable addition to the car is a roll bar that serves as a surfboard rack, proving that you don’t need a surf wagon, or even a hardtop, to bring your board to the beach. On that subject, a board is included in the sale, as pictured on the car. We sort of expected Buffet to be a long-board guy, so maybe we shouldn’t have judged a surfer by his chill beach music. Buffett also added a sound system, with a trunk-mounted amplifier and subwoofer. A Fender Squier Stratocaster with Buffet’s autograph is also a part of the auction.

A look at the Hagerty Price Guide shows 1963 Ford Falcon Sprint Convertible prices down just a bit over the year, with a #2 (Excellent) condition worth $27,800 currently. That said, this car’s provenance should come into play. We asked valuation specialist and Hagerty Price Guide Publisher Dave Kinney to weigh in. “Jimmy Buffett might not be remembered as a car guy in the same vein as Paul Newman or other celebrities, but he was, through and through,” Kinney said. “That, and since Parrotheads are an enthusiastic bunch, I expect bidding for Buffett’s Falcon is likely to go well above its condition value.”

This well-kept convertible seems to be ready for another surf-loving owner, and we hope it goes to one of Buffett’s many fans who will appreciate it, as we’re sure he would have wanted. We fully expect the custom stereo system to be put to proper use playing Buffett’s expansive catalog of albums.

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Bad news, van-lifers, bus-lifers, and all the in-between-lifers among us: Someone just beat all of you for the coolest home on wheels.

Yesterday in Paris, at Bonhams’ Les Grandes Marques du Monde sale, someone scored this 1955 Alfa Romeo T10 Autotutto Romeo Campervan, and with it, the all-natural flower crown for the most unexpected vehicle you’ll share a campground with. Final hammer price: €75,900 ($81,844), including premium.

And just what did those euros get our buyer? Gaze upon the pea-green and off-white two-tone paintwork. Marvel at the slender Alfa Romeo grille seemingly slapped directly overtop the larger, color-matched grille. Did we mention the wicker picnic hamper and the folding camper table?

In the 1950s, Alfa Romeo was busy making a name for itself with more sporting cars such as the Giulietta Sprint and the Giulietta Spider. But it also dabbled in building a small commercial delivery van, dubbed the “Autotutto” (“all-purpose”). Its first iteration, the T10, was launched at the Turin motor show in 1954. Notably, the T10 was Alfa’s first commercial vehicle to offer left-hand drive.

Power came primarily from a de-tuned 1.3-liter twin-cam four-cylinder borrowed from the Giulietta, although a supercharged two-stroke diesel two-cylinder was also offered, including in this very example. Thanks to its front-wheel-drive configuration, as well as four-corner independent suspension with a transverse torsion bar at the rear, the T10s had commendably large and low load areas, perfect for commercial applications.

The van in question is extensively documented, with an official Alfa-issued certificate of origin which shows that this fella left the factory on January 7, 1955. It changed hands in 1963, then became part of an Italian collection for many years, until it was purchased by the seller, who embarked on an extensive restoration of the bodywork and interior to convert it to the campervan you see here. Impressively, the T10 retains its original two-stroke diesel motor.

Inside, there’s a bench that folds out to a double bed, a foldable table, multiple storage cubbies, a sink with fresh and gray water systems, a gas stove, and more. The van was offered for sale with all the necessary paperwork, including a photographic record of the restoration and campervan conversion.

Sure, you can go the more conventional route and try to grab a Volkswagen Type 2 campervan, or drop around six figures to get a modern Mercedes-Benz Sprinter or a heavily upfitted Ford Transit Trail, but the latter two lack the charm of this vintage Alfa and the former feels like a crowd-following move. Even if it ends up leaving you stranded, at least this van will allow you to bed down in style until the flatbed arrives.

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To paraphrase the popular refrain from Zoolander, the greatest movie ever made about male models: “That Trump is so hot right now.”

The former president and current frontrunner for the 2024 Republican nomination has a unique tendency to dominate news cycles, and that makes him a magnet for observers far and wide. Last week, in Scottsdale, Arizona, that tendency reached a frenzy on the auction block at Barrett-Jackson, when Trump’s 1997 Lamborghini Diablo VT Roadster sold without reserve for $1,100,000, including the 10 percent buyer’s premium. It is a world record for the model.

The current Hagerty #1 (Concours) value for the very best of these Italian stallions is $506,000, so a result more than double that figure is noteworthy.

Just 132 Diablo VT roadsters came to these shores between 1997 and 1999. Trump special-ordered this one in ’97 in a pretty Blu Le Mans paint over a black and cream leather interior. As a final bit of personalization, a small “Donald Trump 1997 Diablo” plaque is affixed to the door. Like all Diablos of this ilk, the car is powered by a 5.7-liter 48-valve V-12 that makes 492 hp and 430 lb-ft of torque. Power is put to the rear wheels (and sometimes the front, thanks to that viscous traction system) through a five-speed manual transmission. Trump sold the Diablo in 2002, and it’s unclear how many miles he put on the car, but between his ownership and the two owners since, the odometer shows 15,431 miles.

This isn’t the first time a car once owned by Trump has come to auction. At its 2021 Kissimmee auction, Mecum sold his 2007 Ferrari F430 F1 coupe, which had also been purchased new by the real estate magnate. That car had no such custom touches, but Trump’s touch was enough to take the selling price to $330,000, more than 2.5 times the $121,000 #1 value at the time.

The effect of celebrity (a broad term, but for these purposes, we mean general “famousness”) ownership on collector car values is nothing new, of course. Witness any number of rock star–owned vehicles that have brought bigger-than-normal money at auction: Queen rocker Freddie Mercury’s 1974 Rolls-Royce Silver Shadow, in merely #4 (Fair) condition, is a prime example. It sold in London in November 2022 for £286,250 ($340,500), though it was otherwise a $5000 car; this was a 3717 percent spike. Similarly, Princess Diana’s peppy but pedestrian 1985 Ford Escort RS Turbo, in #3 (Good) condition, sold for £722,500 ($873,000) in August 2022, when anybody else’s would have struggled to hit $30,000. And in 2015, RM/Sotheby’s sold the 400th and final Ferrari Enzo, a gift from the Italian carmaker to Pope John Paul II, for $6.05 million, against a #1 value at the time of $2 million. And he never even drove the thing!

Presidential cars—both their personal machines and the limos in which they were chauffeured—always have a certain appeal with collectors. After he left office, Harry Truman owned and drove a 1955 Chrysler New Yorker Deluxe, an elegant ride perfectly suited to a former president’s daily runabouts. That car has been for sale via Classic Auto Mall for at least 18 months now, offered first at $83,500 and now reduced to $69,000. Although the Truman premium isn’t so striking as that of Trump’s Diablo, it’s still more than double our #2 (Excellent) valuation of $30,700. And, in November 2022, the 1964 Lincoln Continental convertible driven by LBJ at his Texas ranch sold on Bring A Trailer for $172,000. The figure was nearly $100,000 over our #2 value for a similar Conti without the presidential connection.

As in real estate, one important factor associated with any car’s ability to bring maximum bucks is location, location, location. Selling a car in the wrong place, at the wrong time, can severely impact its return. “This sale shows how much difference the right venue can make,” says Brian Rabold, Vice President of Automotive Intelligence at Hagerty. “Trump cars haven’t traded at such a high premium in the past, and this one reportedly sold on eBay in 2016, before he became president, for $460,000. Barrett-Jackson’s bidders were clearly the right audience for the Trump name.”

@thestradman Crazy price for a Diablo VT Roadster #Lamborghini ♬ original sound – TheStradman

Clearly. Video from the sale captures the electricity in the room as the car was quickly bid up past its average sale price and into record territory until it was SOLD! SOLD! SOLD! to raucous applause. Whether the buyer will ever be able to recoup the investment—or even make some profit—is anyone’s guess, but with the Trump name forever linked to this Blu Le Mans Diablo, we wouldn’t be surprised at any trajectory this car takes in the future.

The post Celebrity “Trumps” Reason in Ex-President’s World-Record Diablo VT Sale appeared first on Hagerty Media.

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

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

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

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

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

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

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

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Purists used to scoff at the 914. Part Porsche and part VW, it didn’t really fit in either camp. It used to be cheap, too. A bargain, even, especially considering the exotic layout and premium badge. And you could learn to love (or at least like) the looks.

Purists don’t scoff anymore, though—they haven’t for a while. 914s are no longer cheap, either.

Porsche has put out some ugly ducklings in more recent memory (looking at you, 996 and Panamera), but the 914 is arguably their original ugly duckling. Some versions are still attainable, still among the cheaper ways to slide into P-car ownership despite prices doubling in the last decade. Others are downright expensive more than tripling in price over the last decade. But they’re all fun, reasonably practical classics, now recognized as an important piece in the history of the company (well, companies) that built them.

Background

The second half of the 1960s was not the best of times for Volkswagen, at least not at home. Germany had its first postwar recession in 1966, while VW faced more and increasingly sporty domestic competition from Opel, Ford, and BMW. Wolfsburg needed an image boost, and its then current range-topper—the Type 34 Karmann Ghia—was on its way out. Porsche, meanwhile, looked to replace its entry-level 912 model that was also headed for retirement. As part of a development agreement between the two companies, which already shared history going back to the ’40s, VW asked Porsche to develop a model that would kill two birds with one stone. The 914 was that stone, planned around many of the components of Volkswagen’s upcoming 411 sedan but utilizing some Porsche parts and plenty of all-new pieces.

Mid-engine marvel with two personalities

By the late 1960s, mid-engine designs had conquered Formula One, Indianapolis and endurance sports car racing, while road-going sports cars like the Lotus Europa and Matra Djet brought mid-engine mania to the streets. Porsche wasn’t far behind with the 914. Although this was only the third street car ever introduced by Porsche, the 20-year-old company’s sports cars already had a distinctive look. This one didn’t have it. It didn’t look like any VW on the road, either. German mag auto motor und sport put it this way: “the 914 is not exceedingly pretty, but it is functional, low and sporty.” Sports Car Graphic, meanwhile, called it “a pleasant eyesore.” Wearing integrated bumpers and Porsche’s first ever pop-up headlights, the 914 was lower, wider, longer in wheelbase and more aerodynamic than the contemporary 911. It also boasted a lower center of gravity than Porsche’s signature sports car.

The long doors, the rear wheel tucking under the bodywork slightly, and the black lower side panels make it appear even lower. A trunk at each end also makes the 914 more practical than it looks. The removable targa roof panel fits in the rear trunk, while also giving the joy of open-air motoring but also the safety, noise reduction, and at least some of the rigidity of a coupe. The 914 boasted torsional stiffness equal to the contemporary 911 coupe and higher than that of the equivalent 911 Targa.

The 914 made its public debut at the 1969 Frankfurt Motor Show and went on sale for 1970. Nestled behind the driver and between the axles was one of two engines, and with them came two very different personalities.

The lower, mass-market model had a 1679-cc fuel-injected Volkswagen flat-four with 85 horsepower, shifting through a 5-speed manual. Underneath were suspension and steering similar to the setup in the 911, although there were now coil springs in the rear, and disc brakes front and rear. The whole package weighed in at just under a ton. This four-cylinder model, aka the 914/4, was built in full by Karmann, the Osnabrück-based contract manufacturer that had built the Karmann-Ghia and Beetle Cabriolet for Volkswagen as well as various coupe bodies for Porsche. To keep VW happy, these were badged and sold as “Volkswagen-Porsche” at Volkswagen dealerships in Europe. In the United States, which wound up buying most 914s, the 914 sold exclusively as a Porsche through the “Porsche+Audi” distributorship.

There was also a six-cylinder 914—the 914/6—which boasted 125 horsepower despite tipping the scales at only about 100 lbs more than the 914/4. The 914/6 got the Weber-carbureted 2.0-liter engine from the contemporary 911T (then the entry-level 911), different gearing, ventilated front disc brakes, and other upgrades like chromed bumpers and special wheels. The proper Porsche exhaust note with the extra two cylinders is distinctive, but visually there isn’t much to distinguish a 914/4 from a 914/6. One quick thing to look out for, though, is the wheels: a 914/6 has five wheel studs while the 914/4 has four. The 914/6 was also screwed together differently. Karmann built, painted, and trimmed the bodies, but for final assembly the cars went through the same line as the 911s at Porsche in Zuffenhausen. Even in Europe, this version was sold exclusively as a Porsche with no VW badges to be seen.

Reception and changes

With its confusing mixed heritage and high price, the 914 raised some eyebrows when it arrived in the States. It got mixed reviews in the press, too. The main criticisms of the four-cylinder model came down to simple performance per dollar. Most magazine tests found that on acceleration the 1.7-liter 914 was no faster than the old 912, and was more on par with the old 356 from the early ’60s. This was 1970, remember. American drivers were living at the peak of American muscle and were waist-deep in sports cars, too. The game-changing Datsun 240Z was already on the scene. Car and Driver was blunt, calling it “the slowest over $2,500 sports car we’ve tested in several years,” and bemoaning “at low speeds the engine is distressingly weak…and there are never any bright spots in the performance to offset the annoyance.” C/D also took a dig at the interior—”[n]o one else in this price class would dare offer such meager instrumentation,” and another one at the styling—”the fluidity of line of an Erector set project.”

Road & Track felt similarly, concluding that “around town and on winding roads, the 914’s performance can be characterized as rather busy, noisy and torqueless,” but “on the highway, quiet and relaxed.” Sports Car Graphic gave genuine compliments to the impressive outward visibility, and a backhanded one to the acceleration, which “is tolerable for a Porsche, but outstanding for a Volks.” Other critiques took aim at the 914’s vague shift linkage and the non-adjustable passenger’s seat, but there was plenty of praise for the sharp cornering of this low, wide, mid-engine car.

Motor Trend was generally more forgiving, noting that “[h]igh speed cornering in the 914 is an enjoyable experience with mild doses of over- and understeer…although the basic cornering characteristics are neutral…it is a most forgiving car.” Motor Trend also gave 914 its Import Car of the Year award in 1970.

Predictably, the 914/6 got more love. Due to the complexities of Porsche’s relationship with VW and Karmann, however, Porsche was unable to price the 914/6 competitively. Its price was nipping at the heels of entry-level 911s, so comparisons were inevitable. “The main questions,” mused Road & Track, are “How much faster than the four is it? Is it as fast as the current 911T? Is it worth $2,500 more than the four? Is it worth within $500 of the 911T? The answers, respectively, are: Much. Not quite. Yes. No.” Car and Driver concluded “[i]t’s about half the cost of a 911S – and about half as good as a 911S.”

It didn’t help either 914 that in the early ’70s the value of the Deutschmark was increasing against the dollar, so Porsche regularly increased the price to keep up with the changing exchange rates. For the 914/6, that was untenable. Despite promise on the race track, including class wins at Le Mans and Daytona, victory at the Nürburgring’s Marathon de la Route and regular success in SCCA competition, the six-cylinder 914 was dead weight in the showroom. After 1972, Porsche discontinued the 914/6 after selling just 3351 units.

The four-cylinder car, meanwhile, did well. In America, Porsche was selling three times as many 914s as they had 912s. By 1971 it had dethroned the Opel GT as Germany’s most prolific sports car.

Updates to the 914 were regular but minor. For 1972, the passenger’s seat changed from a fixed chair with movable footrest to an adjustable one with no old-fashioned footrest. Porsche also added better soundproofing, and improvements to the 1.7-liter VW that led to better fuel economy. With the 1973 model year the 914/6 was gone with no direct replacement, but the 914 range did add a 2.0-liter model powered by a bored and stroked version of the 1.7. Fuchs alloy wheels came standard on this 2.0 model and were optional in the rest of the range. There were more soundproofing improvements for 1973 as well as a much improved shift linkage, and US cars got two rubber bumper guards to meet new crash rules. Car and Driver liked the 2.0-liter model, calling it “a whole lot better…now up to the level the 914 should have been when it was first introduced,” while Road & Track said, “The 2.0-liter engine is better than the figures show.”

For 1974, Porsche raised the price of the 914 but the 1.7-liter base car had been bored out to 1.8. US cars got rear rubber bumper guards to match the front, and all 914s got new steel sports wheels similar to the ones found on the contemporary Super Beetle. There were also Limited Edition 914s in North America. Marketed to capitalize on Porsche’s domination in Can-Am racing, the special 914s sported either “Bumblebee” (black with yellow) or “Creamsicle” (white with red) paint schemes with a front spoiler, anti-roll bars, driving lights, aluminum wheels, extra gauges, and painted roll bar trim. About 1000 were built.

The 914 sprouted new bumpers in 1975, and US dealers offered a Performance Group option with anti-roll bars, eight-spoke cast aluminum wheels, and a front spoiler. Emissions changes in the US also led to a new exhaust, with California cars gaining a catalytic converter. Tartan cloth seat inserts also became an option, and there was a new range of colors to choose from.

Despite a mixed reception and unfavorable pricing, the four-cylinder 914 was a sales success, with 115,596 built from 1970-76. After the close of 914 production, the 2.0-liter model’s engine lived on in the one-year-only 912E, an interim model that bridged the gap between the 914 and the upcoming water-cooled, front-engined 924.

As 914s aged, they quickly turned into affordable used sports cars. As an entry-level developmental dead end for Porsche, which went in a very different direction with its 924 and 944, the 914 became the de facto (and original) “cheap Porsche.” When we created the Hagerty Price Guide Indexes back in 2009, we naturally included the four-cylinder 914 in the “Affordable Classics” index. After all, really good 914s were worth well under 20 grand then, and driver-quality cars could be had for barely 10. Today, though, it’s a stretch to call any 914 truly “affordable.”

Following the explosion in values for air-cooled 911s that started in the mid-2010s, attention turned to 914s starting in mid-2018 and prices for them surged until late 2021. The much rarer six-cylinder cars, meanwhile, have long had a more dedicated following and more lasting respect in the Porsche community, and their values have been gaining fairly consistently since the early 2010s. The tables have also turned vis-à-vis the 911 that gave the 914/6 its engine. The 914/6’s condition #2 (“excellent”) value of $120K is now higher than that of the 911T coupe ($93,000) and Targa ($86,000).

In general, Porsches and Volkswagens have a broad appeal that skews younger than many 50-year-old automobiles. Not so with the 914, with Baby Boomers making up nearly half of all insurance quotes for 914s, even though Boomers make up less than a third of the market as a whole. This is a bit surprising given that the 914 is a comparatively less pricey ticket into the classic P-car club. Then again, there are also newer, more practical and usable Porsches out there. Boxsters, Caymans, 944s, 968s, and even 996-generation 911s are all out there for similar or less money than what a clean four-cylinder 914 goes for these days.

Looking outside the Porsche camp, there are also lots of classic British and Italian sports cars that have better looks, more personality, and similar performance that come much cheaper than a 914. Is a 914/4 a better car than an MGB? Probably. Is it twice as good, as prices suggest? That's a much harder argument to make.

With time, Porsche's ugly duckling has grown up, even if it never became a swan. The VW stigma has worn off after 50 years and, just as the Dino was eventually embraced by the Ferrari faithful, Porsche people now embrace the 914 as a proper P-car and they pay proper P-car prices for it. After peaking a couple of years ago, though, prices have mostly stayed flat even through the pandemic boom, so they appear to be fully priced for now.

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

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

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

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

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

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

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If there is one universal experience in the car world, it is the process of buying or selling a car. Buyers and sellers can get burned regardless of income bracket, so we thought we’d share some quick guidelines that would set sellers up for success, whether the machine they’re selling is something they don’t need or something that would simply be best used by someone else.

If you write an informative, well-presented ad, you’ll usually be rewarded with knowledgeable buyers. A great ad is not so much a sales pitch as a launchpad for the buyer’s daydreams. It allows a buyer to picture themselves owning the thing you are selling, to feel confident that what they are picturing is what they are buying, and to plan the process of getting it.

Tip #1: Decent photos

This one goes without saying for most of us, but it really is important to give current, accurate photos of the car you want to sell. The character count in most listings limits what we can describe, so lean on the old saying about one picture and a thousand words.

Taking the time to capture well-lit, descriptive, and clear photos proves that you care about what you are selling, and buyers will approach you as such. Artsy photos can be fun in an ad, but they aren’t really needed. Heavily retouched photos can even make a buyer suspect that problems are hiding somewhere behind the filter. Present the photos that you would want to see if you were shopping for what you are selling. Otherwise, you may provoke suspicion: This photographer should open a lemonade stand, if they’re this good at dressing up a lemon! 

Tip #2: Location

The internet allows both buyer and seller to cast a wider net than ever before. Buyers are increasingly willing to drive and pick things up, and an area code or region is not enough to satisfy them. Of course, your street address is not something to post on the internet, either, so stick to a well-defined and easily findable city or town as a point of reference. This gives people the ability to accurately estimate the distance to you and also allows the algorithm of the marketplace app—whichever one you’re using—to show your listing to people who are looking for vehicles in that area.

Tip #3: Asking price

In my experience, there are few things more fragile than the ego of a seller who doesn’t list an asking price. Maybe I am just overly sensitive and don’t want to insult sellers, but striking up a conversation with a seller only to realize we aren’t even close on price is annoying—usually, for both parties.

My favorite line is “I’m sorry, but I think we are too far apart for me to make an offer without insulting you. Best of luck with the sale and appreciate your time.” No seller wants to read that. So list a price. Yes, it hurts to get a lot of interest at your listing price just to realize you could have gotten more money had you asked, but sorting through lowball offers in the hopes that one person throws out one that’s crazy high can get infuriating.

Tip #4: What it needs to leave

This sounds strange at first, but as a person who has been casually shopping for a lathe or mill over the last year or so, it always surprises me that many sellers do not mention whether they can help a potential buyer load or move large tools. I’m a lot more inclined to pay your asking price if you also will help get something on my trailer—or, at the very least, if you will give me a heads up of what I should expect when doing so myself. Some project cars sometimes need a set of roller wheels and tires to even get on a trailer.

I can already read the counterarguments—”It’s not my job to do your research”—but, if you’re the seller, sharing this information is free. It also makes you seem more approachable—even if you say you are not helping at all—and limits the number of times someone will show up unprepared or, worse, reach out with questions and then disappear from the conversation.

Tip #5: Contact information

A friend of mine recently found a motorcycle for sale: good condition, decent price, located nearby. He gathered his cash and sent the seller a message. Then he waited. And waited. He resorted to internet sleuthing to find the person’s other social media profiles and sent them more messages about the bike on different channels. Still no reply. Who goes through the effort of listing something for sale just to ignore buyers? (Cue the jokes: “Yes dear, I listed it, but I guess no one is buying.”)

But really, include in the listing how you prefer to be contacted. As annoying as some potential buyers may find it to eschew the cold comfort of a text message and actually pick up the phone, there is something to be said, if you’re the seller, for weeding out those serious enough to make the time to call.

Tip #6: What you’ve done to it

Even if you don’t have receipts, be honest about what you’ve done—or haven’t done—to the vehicle in terms of work or maintenance. Such information really does help make sure that the seller knows what they are buying. Again, providing this information is free—and it can often be a factor that sells someone on buying a car or motorcycle they might not have otherwise considered. I personally have driven further and paid more for a vehicle that came from a seller who was honest about the flaws of their project. The reality is always worse than the seller says, but at least they gave me a good picture and helped me mentally set the bar. That’s worth something.

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With enough money and time, it’s possible to fix almost any car, no matter how rare or valuable. Break a tiny piece of unobtanium plastic trim, and there’s probably someone out there who can 3D-print a new one for you. And if you stick your McLaren F1 into a ditch, then McLaren itself will be only too happy to build you a new carbon-fiber tub.

Even so, repairing the old fiberglass body of a classic race car can involve a lot of trial and error. Unless, that is, you have the original molds—and if you have a Lola in your collection, then you may well want to keep an eye on this upcoming W&H Peacock auction in the U.K.

The collection of molds and fiberglass tools covers several race-car bodies constructed by Lola from the 1960s to the 1980s, including the Lola Mk1, Lola T70 Mk2, the Lola T70 Mk3 and Mk3 B, and a selection of other single- and twin-seat bodies.

The molds are used to standardize the manufacture of the fiberglass panels used on the cars, ensuring each one is as close as possible to the last. More importantly, the fact that they survive means that skilled modern hands can, in theory, create a body as good as identical to the original models from the 1960s.

As well as the molds, which cover everything from panels and smaller components to nose cones, the auction listing includes plenty of other related tools and equipment from T W Mouldings (TWM), the British fiberglass specialist pending liquidation.

TWM has owned the molds since 1990, when it purchased them from Lola’s founder, Eric Broadley. Lola itself officially ceased trading in 2012, and the company’s assets and its name were snapped up by various other firms. A company called Broadley Automotive, meanwhile, currently builds authentic replicas of the original Lolas, including the T70, T76, and the Can-AM T160.

The collection of molds and tools will be sold through a timed online auction taking place on February 7. No estimates are listed, but each lot will be subject to both a 20.5 percent buyer’s fee, and a value-added tax (VAT).

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One of the best parts of keeping tabs on old cars for a living is the immense variety of weird stuff you encounter: Dymaxions, Isettas, Amphicars, Cybertrucks, Olds Jetway 707s, just about every Citroën ever. In addition to hosting the usual gaggle of Detroit muscle or red cars from Italy, collector car auctions are often excellent repositories for the wild and wonderful of the automotive world, and Artcurial’s upcoming Rétromobile sale in Paris does not disappoint.

This 1967 Maserati Quattroporte fire truck, s/n AM1071452, is on the roster for next week’s auction in the French capital, with a presale estimate of €150,000–€250,000 ($164,000–$274,000).

The car left the factory in July ’67 as a regular old Quattroporte, a four-door luxury sedan finished in Argento Auteuil (silver) with Girling disc brakes, a 4.2-liter 260-hp V-8 up front, and a black leather interior. An accident ended its days of executive transportation, and in 1972, Italian fire suppression company CEA Estintori purchased the car along with four others (AM1071296, 2184, 2210, and 2290), then brought them to Carrozzeria Grazia in Bologna for transformation into “the world’s fastest fire tenders.” They were used throughout the ’70s as emergency vehicles at Italian race tracks, including Monza, Imola, and Varano.

We’ve written plenty here in the past on the great Italian coachbuilders of that era—Pininfarina, Zagato, Touring, Bertone, Frua—but nary a word on Grazia, likely because their specialty was promotional vehicles, emergency vehicles, and hearses, and we’ve just never gotten around to that big feature on the Grazia-bodied Ebano shoe-mobile …

For CEA, Grazia worked its magic by transforming this and the other Masers into pickup trucks by removing the rear doors (Dueporte?) and converting the entire space behind the front seats into a platform, upon which fire suppression equipment—a big red water tank, a pump, a water cannon, various hose reels, maybe a dalmatian—was mounted. The auction catalog notes that the internal compartment, with its sporty ZF five-speed manual transmission, “was closed behind both front seats and benefited from the luxury specific to the Quattroporte, including air conditioning.”

The catalog further states that the cars earned great publicity for CEA, “and until the end of the 1970s, they were used as guardian angels on the greatest Italian circuits.” There seems to be a great deal of misinformation out there about them (like that dalmatian bit above…), but the Quattroporte registry site Tipo107.com notes that this car and its fire truck friends changed hands a few times in the late 1980s.

This one was then offered for sale by Swiss dealer Christoph Grohe in the early 2000s. In 2011, a German collector purchased it from a dealer in Marseille and began an extensive restoration to return the car to original specs (of its firefighting life, not its stately sedan life), with paint and interior work done at the old Maserati factory in Modena, just before the company moved to Turin. The work was completed in 2017, and in December 2018 it was listed for sale—but never changed hands—at $442,500. In that regard, Artcurial’s estimate of $164,000–$274,000 kind of makes the car seem like a bargain.

“It’s hard to think of a better trackside accessory for vintage racing than this thing,” says Hagerty senior auction editor Andrew Newton. “Even better that it’s a Maserati, which wears the trident of a water god on its nose.”

Quattroportes of this era are rare in any configuration or condition with just 763 built, so these fire trucks are on a different level of rarity. But for the Maserati fan who has everything, or the fire apparatus enthusiast who’s looking to downsize, or indeed the vintage racer who takes fire safety to the next level, this rare, fast, meticulously restored Quattroporte might be just the thing.

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

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

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

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

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

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

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

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

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

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

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

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Any and every vehicle has a story; some are just more interesting than others. The most fascinating car at a cars and coffee, a formal show, or even a auction preview is not guaranteed to bring the highest sale price, though. Example number one is this 1974 Ford Econoline Bell service van that sold on Bring a Trailer last week. If the sheetmetal of this van could talk, it would probably have more than 50 years’ worth of stories to tell, but the only one we know for sure is how it ended up for sale.

The listing caught my eye for two reasons: The price was still under $1000, so I figured the van had to have something interesting going on, good or bad. Second, I have always thought vans were cool. I’ve owned a couple over the years, including a 1961 Corvair Greenbrier. When reading up on the history of my flat-six-powered surf wagon, I learned of the Bell service vans that Chevrolet built. These models could often be found hiding in the wild by those who knew to look for the panel on one side and windows on the other. The two Corvair 95 van models were either Greenbrier sport vans, which had full windows, or panel vans with no windows. The combination of a panel down the driver’s side and windows on the passenger side were unique to the vans ordered by the Bell telephone company for its fleet.

There are a bunch of other features unique to Bell service vans, but I didn’t learn most of it until I watched the video in the listing. The paint colors are a giveaway, but those colors are often hidden under a repaint given to a van in its second life, after it had retired from the service industry. Just hints of the paint were showing when Shervin Nakhjavani saw this crusty van listed on Craigslist and decided he had to have it. He dedicated the following year and a half to carefully removing the layers of junk covering both the outside and inside.

Carefully, he scraped, sanded, and polished away all that had been layered atop the original Pacific Northwest Bell paint scheme. Like anyone who takes on such an ambitious project, Shervin was enabled by his friends and family: They let the van occupy space in their driveways and storage spaces, and in the process, the van was recorded on Google Maps.

While the process of reviving the original appearance of the van is interesting, it is actually the research and documentation of the history of these vans and how they came to look the way they did that is most compelling to me. A lot of car enthusiasts document the specific history and production story of their specific car with items like Marti reports or build sheets, but rarely do we dive further back like Shervin did.

He dug into the history of the designer who created the rebrand of the vans for Bell. Saul Bass was the designer with a golden pen brought in by Bell to revive the image of the company. Bass decided what colors would be used, how the stripes would be laid out, and more. He was behind a total revamp of the company image, a monumental task that would change Bell from drab to stylish. How many of us know the name of the person who created the color code for our favorite vintage car?

This van still needs heaps of love and work, a need that is reflected in the final sale price of just $4000. I may not have chosen to return this van to its former glory, but I sure respect the work done to not only save an interesting piece of history but also to document that history in an interesting and well-presented manner. Shervin’s story is a prime example of never knowing where the history thread could lead when you start pulling.

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It’s a who’s who of hypercars at a brace of upcoming auctions in Paris. Think of a headline-grabbing machine from Modena, Stuttgart, Molsheim, Detroit, or Woking and you’ll find it on the roster. Collectors with a need for speed will be spoiled for choice as the star cars of the last two decades all go under the hammer.

Topping the bill at RM Sotheby’s, by estimate at least, is a Ferrari LaFerrari (top) that is classified as still brand new. Built in 2016, it wasn’t registered by its keeper until 2018 and has been driven fewer than nine miles. It’s finished in Bianco Avus with a Nero Alcantara interior that adds contrasting Rosso stitching and seatbelts for a dash of color. Seemingly every option was ticked when the car was specified including a sports exhaust, front suspension lift, telemetry, and track packs. Behind black 21-inch rims sit red brake calipers. The very limited mileage would appear to be mostly down to regular servicing, which has included the fitment of a new hybrid battery and an upgraded lithium-ion auxiliary battery. One of 499 LaFerraris built between 2013 and 2016, the 6.3-liter V-12 hybrid hypercar is estimated to sell for up to €4.8 million ($5.2M).

If you fancy its forebearer then, as luck would have it, there’s a 2003 Enzo up for grabs for €3–3.5M ($3.3–$3.8M). It’s had a bit more use than the LaFerrari, with around 9,000 miles on the clock, but it does come with Rosso Corsa paintwork, a Nero leather cabin, and a Ferrari Classiche “Red Book” certifying its origins. If you miss out at RM, then another Enzo will be on the block at Bonhams in Paris just a day later, although the 2004 Nero black example (one of just 12 in this hue) is pitched to hit as high as €4.5M ($4.9M),

The related Maserati MC12 Versione Corsa from 2007 cuts quite the dash in its bright orange hue. It’s one of just 12 streetable versions of Maserati’s GT1 racer. Unhampered by FIA racing rules, the roadgoing MC12 was able to eke 745 horsepower out of its six-liter, dry-sump V-12 motor. It cost a cool one million Euros when new, but is now expected to match the Enzo and sell for up to €3.5M ($3.8M).

Just down the road at Sant’Agata Bolognese Lamborghini had some celebrating to do in 2018. To mark 100 years since the birth of founder Ferruccio, the company launched the Centenario. Only 20 coupes and 20 roadster versions, based on the venerable Aventador, were built and it’s an open-topped edition that’s being offered by RM Sotheby’s. The one-owner car has a shade over 40 miles on the odometer and comes in a fetching combination of Rosso Efesto, Nero Ade Alcantara, and Rosso Alala. Anticipated to sell for between €3-€4M ($3.29-4.38M), it is described as “an unblemished example of arguably the most extreme and advanced Lamborghini ever produced.”

For similar outlay by RM’s estimate, you could become the keeper of a 2017 Bugatti Chiron ‘La Mer Argentée’. It’s quite the bobby dazzler with its factory chrome wrap covering an original Nocturne over Argent Metallic color scheme. The car had some $130,000 spent on a Performance Package in 2019 and the owner actually made some use of the upgrades as the Molsheim monster has covered almost 3,000 miles. It should fetch somewhere between €2,750,000 and €3,500,000 ($3–$3.8 M) according to the auction house.

Next to these, a 2014 Porsche 918 estimated at €1.6–€1.8M ($1.75–$1.97M), a 2005 Carrera GT at €1.3M ($1.42M), a 2015 McLaren P1 at €900,000–€1.2M ($985,000–$1.3M) and a 2022 Ford GT Carbon Series at €750,000–€1,000,000 ($821,000–$1.1M) seem almost like bargains.

Porsche fans could face an interesting conundrum as two 1990s rarities vie for bidders’ attention. Racing aficionados will be tempted by a 1991 962C that finished tenth at the 1991 Le Mans 24 Hours and is expected to achieve up to €1.5M ($1.64M), but hot on its heels is a 1996 911 GT2 that’s just been fully restored. One of 194 road cars built, it has had just two owners and is tipped to sell for up to €1.4M ($1.5M).

Step further back in time and there’s plenty of fascinating machinery under the million-dollar mark. For €300,000–€400,000 ($328,000–$438,000) you could pick some pre-war coachbuilt excellence in the form of a 1930 Isotta Fraschini Tipo 8A Transformable Cabriolet or a 1934 Hispano-Suiza J12 Coupé Chauffeur. Perhaps a Rolls-Royce is more to your taking, in which case a 1920 40/50 HP Silver Ghost Tourer, a 1936 Phantom II Saloon, or a 1933 Phantom II Continental Berline could all be yours.

Other highlights of these sales include awesome oddballs such as a 1980 BMW M1, a 1991 Alfa Romeo SZ, and a 1981 Rolls-Royce Camargue. and even a 1994 Lamborghini LM002. If Porkers with flat-nosed snouts are up your strasse then you can pick from a one-of-a-kind 928 GT from 1989 or a 1986 911 Turbo Flachbau. Choices, choices.

Of all the eclectic and exotic on offer, however, it’s two Italian oddities that have captured our hearts. A 1958 Fiat 500 Spiaggina Boana beach car is simply bellisimo. Only two were built by Mario Boano and this stunning original example was first registered to none other than Gianni Agnelli himself. If it gets to its €290,000 ($317,500) estimate, that will be a lot of money for not a lot of metal. A 1955 Alfa Romeo T10 Autotutto camper is a delightful deviation from the de rigeur VW buses. Powered by a two-cylinder supercharged diesel engine, it is anything but ordinary, which is reflected in the price estimate of €90,000–€110,000 ($98,500–$120,400).

The bidding for all of this automotive art begins on January 31 at RM Sotheby’s at the Salles du Carousel in the Louvre Palace of Paris and on February 1 at Bonham’s sale at The Grand Palais Éphémère.

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The Lane Motor Museum in Nashville, Tennessee, is making room for new exhibits by selling 10 cars from its famously eclectic collection. Among the prototype race cars and rare, restored classics, this 1988 Citroën Tissier Car Carrier stands out as a bizarre but crafty custom.

The car began as a 1988 Citroën CX before a conversion by Application des Procédés Tissier added a pair of axles and a flat-load bed capable of hauling about 3500 pounds worth of car. The new axles both ride on the same hydro-pneumatic suspension for which Citroën is known. The front-wheel-drive diesel powertrain, like everything else forward of the B-pillar, was left intact, giving the low-profile car hauler a five-speed manual transmission and 121 horses to transport new purchases or old race cars without the hassle of hitching up a trailer.

Although trailering is a skill that’s not too difficult to pick up, it’s still often a chore. Fueling up often requires forethought and logistics. Depending on where you’re hauling, laws can also limit your speed and your lane selection. Even powerful late-model 1-ton diesel pickups with more than 400 hp are relegated to 55 mph and certain lanes in California, for example.

It might take the 2.5-liter turbodiesel a while to reach freeway speed unladen, and even longer with an extra 3000 pounds of race car on board, but this Citroën does seem like it would be a comfortable cruiser once it got there. The previous owners must have thought so at least, as they managed to rack up more than 550,000 kilometers on the chassis (that’s more than 341,000 miles). Thankfully the engine and transmission have been replaced with a pair that has just 50,000 kilometers on the clock.

This car also reminded us of a custom Citroën hauler from a different museum. A Citroën SM was converted to haul a land-speed-racing SM and the duo were displayed at the Mullin Automotive Museum. The former GT car was quite an excellent tow vehicle for the custom gooseneck trailer and, again, the hydro-pneumatic suspension made for a comfortable ride.

Lane Motor Museum is asking $45,000 for this custom creation. If we could drive away from the museum in just one of the 10 vehicles up for sale, it might just have to be this strange hauler, especially if we strapped a race car on first.

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Kevin Sergent, who assembled one of the country’s premier collections of Chrysler muscle cars, really had no choice.

“Mopar is all I ever knew from the time I could walk,” the Pennsylvania resident says. “And even as a teenager I wanted a Mopar product.”

Well, he sort of got his wish. “Unfortunately, my first car was a Dodge Omni, which I bought for 800 bucks. I wasn’t in a position to buy high-end anything back then.”

Mopar, of course, refers to Chrysler products. The name was coined in 1937 for the company’s brand of antifreeze.

Though Sergent’s relatives raced Mopars, he couldn’t afford to buy a real race car. “But I could come up with a few hundred bucks to buy myself a Chrysler Newport or Imperial and run it in a demolition derby. It was a hobby I kept at until I was in my early 40s, and I finally quit after breaking a couple of bones and catching on fire a few times. I got pretty good—I actually retired as the track champion.”

Fortunes have changed for Sergent, who grew up riding in the back seat of his father’s 1968 Plymouth Road Runner. He began working in the automotive industry as a car salesman when he was 21, and 18 years later, “I cashed in my retirement account, the kids’ college fund and I triple-mortgaged my house to buy a car dealership.” Now he owns 11 dealerships in Western Pennsylvania that operate under the Tri-Star banner.

Today, 25 of his best Mopars will cross the stage at the Mecum 2024 Kissimmee auction in Florida. Though the collection includes some mint Plymouth Road Runners and Hemi Cudas, it’s the 11 “wing” cars that are getting the most attention.

The wing cars, shorthand for Plymouth Superbirds and Dodge Daytonas that were built in 1969 and 1970, had a purpose: Chrysler had to manufacture some street cars with the pointed, wind-cheating nose and huge rear wing in order to race with the same features in NASCAR, where the cars dominated.

The design was so radical that the cars did not sell well when new. “I had a friend who was a dealer and he had one on the lot, and he said that after two years, ‘I had to take the damn wing off it and the nose off it and put the Road Runner front back on it so I could sell it.’” They sell for a lot now: The 20 wing cars that were offered at Mecum Kissimmee in 2023 ranged from a low of $308,000 to a high of $1.43 million.

Sergent’s wing cars are 10 Plymouth Superbirds, and one Dodge Daytona, which is rarer than the Plymouths. His Mopar collection is being offered at no reserve, so he won’t be taking any of them back home.

“After the kids got through school, I finally had some extra money and, rather than invest it back into stocks or something else I didn’t understand, I started buying classic cars. And the Superbirds—I think if you are a Mopar collector, you should have at least one. I was very fortunate to find that many of them. That’s where all my extra money went—into the wing cars, Hemi cars, Road Runners—it was fun collecting them but it’s time to change course.”

A central reason for that was some life-changing news Sergent got last year. “I was diagnosed with cancer, and I knew my kids didn’t want these cars, and dropping these on them is something I didn’t want to do—honestly, it changed my attitude towards the cars a little bit.

“I went through successful cancer surgery, went through all my radiation treatments, and my first follow-up is February 1, so I’m hoping to get good news there. I’m not looking for sympathy selling these cars—they’ll take care of themselves. But it’s just something I didn’t want my family to deal with in case something happens.

“This is the cream of the crop. When this is done I will have no wing cars, no original Hemi cars. I still have a 90-car collection, but I’m probably going to start paring that down soon.”

As a Chrysler and Dodge dealer, Sergent says he’ll miss the Hemi-powered Dodge Challengers and Chargers, and the Chrysler 300C, all of which went out of production at the end of last year.

“Everybody’s pushing the electric stuff,” he says. “I’m fortunate that Dodge came around with the Demon 170 one more time.” He has one of those 1025-horsepower Challengers coming, possibly replacing his daily driver, which is a Challenger Hellcat convertible. “It should be waiting for me when I get home from Kissimmee. I’m sure one of my kids will love to have that car—they like the modern stuff. But it is sad to see them going away.”

Does he expect to get a little emotional as the auctioneer’s gavel starts falling today? “I hope not. I’ve been preparing for this a long time. It’s time for them to go where they’re really appreciated, hopefully to fulfill a dream that some of the buyers have. I’ve been doing this for 41 years, and these are the best cars I’ve ever had.”

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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One thing you can likely expect when you buy a car once owned by NBA legend Michael Jordan: The driver’s seat probably goes way back.

You have an opportunity to bid on two vehicles that once resided in Jordan’s garage, one of them rarer than the other. That car, on Bringatrailer.com, is a 1991 BMW 850i with a six-speed manual transmission. The other vehicle, on Ebay.com, is a 1999 Land Rover Range Rover 4.6 HSE.

First, the Range Rover: It’s a two-owner vehicle, being sold now by an exotic car dealer in Illinois. It has 115,598 miles but received a new dealer-installed 4.6-liter V-8 engine 500 miles ago. The transmission is a four-speed automatic. The exterior is bright red, with a tan leather interior. It appears to have most every feature that was available on a 1999 Range Rover. Jordan, the listing says, was the first owner.

The BMW has a 5.0-liter, 296-horsepower V-12 engine, which breathes through a Magnaflow exhaust. A previous owner added some AC Schnitzer body components, and it also has 17-inch two-piece Schnitzer wheels. It has 30,000 miles on the clock, of which 22,000 were added by the present owner. Paint is Mauritius Blue Metallic. The air conditioner apparently needs work.

“This E31 is offered by the seller on behalf of the owner with documentation bearing Michael Jordan’s signature, manufacturer’s literature, a stamped service booklet, a clean Carfax report, and a clean Illinois title in the owner’s name,” says the listing.

Bidding on the BMW ends on Monday, and on Tuesday for the Range Rover. At this writing, the high bid on the Rover is $25,900, and $60,023 on the BMW.

We all know Jordan is an avid car collector; he recently dropped $3.5 million on a Hennessey Venom F5 roadster. So how potent is the Michael Jordan past-ownership? Pretty potent, if we’re judging from the 1996 Mercedes-Benz S-class S600, which sold through the Beverly Hills Car Club in 2020 for a then-record $202,200. That was more than five times the previously-recorded high bid for an S600.

So you have two chances to own a genuine MJ vehicle, one likely expensive, the other less so. If you want to “Be Like Mike” (a reference to a 1991 Gatorade advertising campaign, for you youngsters), happy bidding.

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You don’t have to be Lewis Hamilton to drive a McLaren Formula 1 car, nor do you have to have “C. Leclerc” stitched into your fireproof race overalls to be strapped into a machine with a prancing horse dancing its nose. There is a small, specialist market for historic F1 cars which anyone with a love of motorsports, an appreciation for high-octane thrills and—of course—a healthy bank balance can join.

To find out more about joining the F1 fan club, and owning a car from the pinnacle of car racing, Hagerty spoke with Lorina McLaughlin, one of Britain’s fastest female racing drivers and president of the British Women’s Racing Drivers Club, about her experiences running a 1992 Benetton F1 car.

At the same time, James Hanson, of racing car dealer Speedmaster, provides insight into the different eras buyers have to choose from, the sums of money involved in buying and running an old F1 car, and the sheer thrill to be had from driving an F1 car in anger.

Which era F1 cars do people buy?

Before browsing the classifieds, anyone that wants to buy an F1 car should have done their homework, spoken to those with first-hand knowledge of the historic F1 scene, and gained enough insight to have a good idea of the type of machine that will appeal to them.

James Hanson is one of the first ports of call for those new to the scene. The founder of Speedmaster (established in 2004) has driven more than 30 different historic F1 cars, he typically sells around ten F1 machines every year spanning the period between 1960 to 2010.

He suggests that cars from the 1970s to the mid ‘90s are amongst the most user-friendly. Any later, he says, and the speeds are so fast “that your mind simply won’t be able to keep up. The learning curve will be too steep and you won’t enjoy it.”

“The later cars,” says Hanson, “aren’t useable. They’re basically just a thing for static display, or you have to put the wrong engine in, and that detracts from its value because it becomes just a kit car when it has a mismatched engine.” Cars in the mid to later noughties are complex and costly to run, while the hybrid-powered F1 cars, introduced from 2014, are essentially “a museum piece” because they are prohibitively expensive to run.

How much does an historic Formula 1 car cost?

The cost of old F1 cars varies just as dramatically as the salaries of F1 superstars at the front of the grid and those at the back, still trying to get a drive with a championship-challenging team.

“You can spend from around £200,000 ($266,000) for a 1970s F1 car up to as much as £6 million ($7.68M) for the most valuable Ferrari,” says Hanson [though after this article’s writing, in 2022, an ex-Michael Schumacher Ferrari sold for $14,873,327, and a former Lewis Hamilton-driven Mercedes set the new F1 sales record at $18,815,000 in 2023], but generally speaking there is a wide selection of desirable machinery that will be user-friendly to drive, is relatively easier on one’s bank account to run, and is eligible for historic racing, for less than £1M ($1.28M).

Lorina McLaughlin and her husband, David, bought a 1992 Benetton B192-08, raced by Michael Schumacher, 10 years ago. She chooses not to discuss the price paid but says it was before the rise of the internet, when David was able to track it down to an owner in America. In 2018, a similar model with similar history sold for more than €800,000 at an RM Sotheby’s Monaco auction.

Prior to that, they owned a 1976 McLaren M23, the same car that James Hunt drove to that year’s F1 title, and before then David owned a 1971 Lotus 72 that had been campaigned by Ronnie Peterson.

What are the running costs like?

“It’s one of those things that if you counted up the cost you wouldn’t do it,” laughs Lorina McLaughlin. “I don’t have children and I don’t take holidays, so I suppose all my money goes on the car instead.”

Her Benetton 192 is run by Roger Heavens Racing, near Oxford, and like most people in the historic F1 scene, she leaves it with them and they handle all maintenance, storage, and transport for events.

“The car’s Cosworth engine needs a rebuild every 1200 miles or so, and then it goes to Dick Langford’s [Langford Performance Engineering, in Wellingborough] for a top and tail, as we call it.” But if the engine needs a rebuild that could be £35,000 ($45,000), she adds.

Hanson says that the cost of having a team run an historic F1 car at a race weekend in the U.K.—such as the British Grand Prix support race—and maintain it over two races, practice and qualifying, is no more than £10,000 ($12,800). “When you’re talking about clients that might run private jets or own yachts that cost more to fill with fuel, that’s a modest sum. And it is significantly less than something like a modern GT3 race car.”

What are the different eras like to drive?

“I so much preferred the McLaren to drive,” says McLaughlin of the 1976 McLaren M23. “It was like a sort of extension of my body and I was so at one with it.” By contrast, the carbon-fiber Benetton has an exceptionally stiff structure and an equally stiff set-up that was designed to suit Michael Schumacher’s taste.

“Nobody could drive one of Schumacher’s cars. You have to have your wits about you or it will try and take you off. Martin Brundle drove it, and said I should soften everything off, but I don’t have the money to make all the changes.”

A key consideration for choosing the Benetton, adds McLaughlin, was that it one of the last F1 cars with a manual transmission. The ensuing, early automated systems can be temperamental and costly to repair.

How much does it cost to insure an F1 car?

Pull up a chair, take a seat and take a deep breath. Insuring a classic F1 car might cost no more than a classic Ford.

Despite the fact that the Benetton B192 is nearly ten times as expensive as a Ford Sierra Cosworth RS500 and has more than triple the power, it’s no more costly to insure.

According to Hagerty UK, both cars would cost less than £600 ($768) a year to insure. While some car enthusiasts may find it unbelievable that there’s almost no difference between a rare, 200-mph-plus race car once raced by Michael Schumacher and a family hatchback that was warmed-over for homologation in touring car racing, there is a simple explanation. The F1 car is only insured when it isn’t being driven, removing much of the risk associated with a car like this.

Why do people buy an F1 car?

This one is easy, says James Hanson. “It’s the most fun you can have with clothes on! People like the social scene, the racing is respectful and you are part of an exclusive club.”

He adds that the market is small, ensuring exclusivity, yet “for less than the price of a modern supercar you can buy one of only a handful examples, so you are getting into something that’s seriously rare.” He estimates that if you look at the historic race scene 10 years ago, half of the grid would still be competing now, while the other half would be content to “have ticked that box” and enjoyed the ride.

Lorina McLaughlin concurs. “There are so few owners of Formula 1 cars that we know who we all are. I have driven F1 cars at Monaco and Laguna Seca, and up the hill at Goodwood, and it’s everybody’s dream, isn’t it?”

Where can you race a classic F1 car?  

Within Europe, popular championships include the Masters Historics Formula One Championship, the Boss GP Championship and individual events including the Monaco Historic Grand Prix and Goodwood Festival of Speed. Individual organizers will be able to advise on the relevant racing license and FIA paperwork that is required to ensure cars are eligible and safe.

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After unprecedented growth and routinely broken record prices in 2022, things mostly looked calmer in 2023. That’s not to say the auction market was sleepy, though. Total sales over North American collector car auctions (live and online) observed by Hagerty are likely to fall within two percent of last year’s $3.5B total. The Monterey auctions had their second-highest sales totals ever (after 2022), while online auctions grew over last year in terms of both dollar total and vehicle count.

The super-expensive stuff, however, is still reserved for the large live auctions. Some mouth-watering, wallet-draining cars crossed the block this year; here are the 10 most expensive.

1962 Ferrari 250 GT SWB

Sold by Gooding & Co. for $9,465,000

The successor to the 250 Tour de France (TdF) and the precursor to the 250 GTO, the 250 Short Wheelbase (SWB) was a true GT that could be driven to the track, take the checkered flag, and driven back home again. Ferrari built barely 160 examples and they’re all special.

This one lacks race history but makes up for it in originality. A four-owner car, reportedly never before offered for public sale and almost entirely original, it sold for just shy of eight figures but also slightly over its condition #1 (Concours) value.

2002 Mercedes-Benz CLK GTR Roadster

Sold by RM Sotheby’s for $10,235,000

With just 20 coupes and six roadsters built, Mercedes-Benz’s CLK GTR isn’t just a thinly-veiled FIA GT Championship-winning, 6.9-liter V-12-sporting race car for the road. It’s also one of the most rare modern exotic cars—there are four times as many McLaren F1s as there are CLK GTRs.

They come to auction very, very infrequently, and when they do, each sale price is drastically higher than the last. Eleven years ago, a coupe sold for $1.1M. The last roadster to sell at auction was in 2015, and it brought $1.9M. Then, another coupe brought $4,515,000 in 2018. At $10.235M, this 170-km (106-mile) roadster is the new benchmark until another one of the 26 CLK GTRs comes out of hiding.

2022 Bugatti Chiron Profilée

Sold by RM Sotheby’s for €9,792,500 ($10,691,569)

The word “unique” gets tossed around a little too much in the collector car hobby (how many times have you heard “my Corvenbahn 7000GTN is one of one in Testosterone Blue over Matte Crimson Emu hide with Stereosonic speakers that was built on a Tuesday”), but this Bugatti is truly quite different from the rest. While based on the already-exclusive Chiron, it has a different shape than the standard car as well as special interior features like woven leather for the dash, door panels, and center console.

Bugatti had planned to sell a special version of the Chiron like the Profilée, but when the original run of 500 build slots for the “regular” Chiron quickly sold out, the company canceled the plans and just the one Profilée was completed. It blew past its €4.2M–€5.5M estimate window as bidders battled for a chance to secure the last Bugatti with the acclaimed W-16 quad-turbo engine. In the process, it also became the most expensive “new” car ever sold at auction.

1972 Ferrari 312 PB

Sold by RM Sotheby’s for €12,042,500 ($13,028,780)

It’s a multi-race winning Ferrari, campaigned in a year when the company won its last World Sportscar Championship. It has a Formula 1-derived flat-12 engine so it sounds great, and it doesn’t look half bad, either. In other words, it’s no surprise that this 312 PB was one of the most expensive cars sold anywhere this year.

The final evolution of Ferrari’s “P” series of cars that dated back to 1963, the 312 PB was also one of the most successful of that series. The chassis won every race it entered in the 1972 World Sportscar Championship (Scuderia Ferrari skipped Le Mans that year), and this car was a big part of that effort. It won the Buenos Aires 1,000 Kilometres and the Nürburgring 1,000 Kilometres, and also took second at Sebring and third at Monza.

1957 Jaguar XKSS

Sold by RM Sotheby’s for $13,205,000

Little more than a Le Mans-winning D-Type race car with bumpers and a windshield, the XKSS is one of the prettiest, rarest, and most valuable road cars around. Jaguar built it to offload the expensive cars and parts that littered the factory after it pulled back from factory racing in 1956, and had enough stock to build 25 units. The infamous fire at the factory meant that just 16 were completed.

Like most of the 16 original XKSSs (Jaguar has since completed those missing 9 cars as XKSS “Continuations”), this one sold new to North America but it eventually passed through several U.K. collectors, one of whom snagged the registration plate “JAG 1.”

XKSSs tend to stay in long-term ownership and are rarely seen at auction. The last real one we saw cross the block was in 2017, and that car failed to sell at an $11.9M high bid. This one’s $13.2M final price puts it right within its $12M–$14M estimate range.

1964 Ferrari 250 LM

Sold by Artcurial for €15,771,200 ($17,120,268)

With just 32 built, the 250 LM is a very rare car, even rarer than a 250 GTO. It’s also a pretty car. One of the prettiest, really. It gave Ferrari its last overall win at Le Mans until the company’s triumphant return in 2023. Important and expensive, then, but the sale of this car was surprising not for how high it was—it was surprising for how low it was.

This car, chassis #5901, crossed the block in February, failed to meet reserve at a €20M reported high bid, and then went back home. French auction house Artcurial then brought it out for its own single-car sale in July. At this smaller affair, the high bid that eventually won the car was lower than where bidding opened back in February. In USD, it’s also less than the last 250 LM sold at auction, which was a $17.6M sale way back in 2015. Chassis #5901 boasts its original body, engine and gearbox, and certainly looks great, but it never raced once in period. In the bidders’ eyes, glory (or lack thereof) apparently trumped originality.

1962 Ferrari 250 California Spider

Sold by Gooding & Co. for $18,045,000

This was the most expensive car at the Amelia Island auctions this year by a factor of more than three. And for good reason, as it’s a short wheelbase (SWB) California Spider with covered headlights, which is the most attractive configuration and quite rare with 37 built. It’s also reportedly the only one finished in Azzurro Metallizzato, which is a shame because it’s a stunning color. There aren’t any major market implications here, just a top-quality car deservedly bringing top dollar.

2013 Mercedes-Benz W04 F1

Sold by RM Sotheby’s for $18,815,000

Modern F1 cars have been showing up at collector car auctions more often over the last few years. Top-quality cars with a good history are also bringing more money. With the sport more popular now than ever (thanks Netflix!), modern F1 cars broke into the top three auction sales in both 2022 and 2023. That’s never happened before. In 2022, the car on the podium was Michael Schumacher’s 2003 title-winning Ferrari F2003-GA, which sold for $14.9M. In 2023, it was Lewis Hamilton’s Mercedes W04 from 2013, his first season with the team. While another Mercedes—Juan Manuel Fangio’s 1954 W196—is still the most expensive Formula 1 car ever sold at auction, Hamilton’s is now the most expensive F1 machine of the modern era.

1967 Ferrari 412P

Sold by Bonhams for $30,255,000

The most expensive and most beautiful lot of the Monterey auctions, this 412P caused little commotion on the auction block and sold for about what most people thought it would. That said, it’s still an incredible car for an incredible sum of money.

The 412P came about at the height of the Ford/Ferrari wars in 1967. After a disappointing 1966, when Ferrari’s 330 P3 played second fiddle to the GT40, Ferrari clawed back some glory in 1967 by finishing first, second, and third at the Daytona 24 Hours, along with securing the World Sportscar Championship title. While the factory team was racing 330 P3s/P4s, Ferrari built four of these 4.0-liter prototypes to customer specs for private teams and called them 412Ps. This one sold new to British team Maranello Concessionaires and wears the team’s signature red with light blue stripe livery. It had decent but unexceptional results in period with its original body and then with temporarily-fitted spyder bodywork, and eventually made it to the West Coast where an owner registered it for street use(!) before selling it on to somebody for just 10 grand(!).

Total production of the 412 P, 330 P3, and 330 P4 series numbers fewer than a dozen examples, so not many have been seen for sale. One of the P4s, cut up and modified for Can-Am racing in period, came to auction in 2009 and was a no-sale at a €7,250,000 high bid. The last confirmed public sale of one of these beauties was in 2000 when Christie’s got $5.6M for a P3.

1962 Ferrari GTO SII 330

Sold by RM Sotheby’s for $51,705,000

After last year’s shocking $142M sale of a Mercedes-Benz 300 SLR Uhlenhaut coupe, things came back to normal in 2023, with an Enzo-era Ferrari taking the top auction spot of the year. And what a Ferrari it is.

It’s the first GTO to come to auction since 2018, when a car with less desirable bodywork but a clean history sold for a then-record $48.4M.

This car is one of a handful of cars fitted in-period with a larger 4.0-liter engine, which technically made it a “330 LM” despite its GTO bodywork. After some decent performances as a factory car, though, it was sold to private Italian owners, converted to 250 GTO spec, and then raced as a 250 GTO, hence RM Sotheby’s labeling it as a “330 LM/250 GTO.” It has since been shown in a featured GTO class at Pebble Beach and taken part in the ultra-exclusive 250 GTO Anniversary Tour, so it’s part of the club.

Other GTOs have reportedly sold for more on the private market, but this is now the most expensive Ferrari ever sold at auction and the second most expensive car sold at auction, ever.

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You’d be wise to not underestimate a ’68 Road Runner, even one with a tame, quiet idle. However, you certainly wouldn’t expect even a potent muscle car engine of the era to be capable of producing 1000 hp without a rough, staccato idle that would announce its presence from a block away. Don’t be fooled. This blue-on-blue 1968 Plymouth, looking every bit like a restored show car, is packing 426 cubic inches of Gen III Hellephant crate engine under its hood. It’s slated to cross the auction blocks at Mecum’s Kissimmee, Florida, sale in January 2024.

For some Mopar fans, the thought of a 426 Hemi conjures up images of E-bodies with shaker hood scoops, or perhaps a lightweight 1968 Barracuda prepped for drag racing. For us, it’s the Dodge and Plymouth B-body that is most synonymous with the V-8 Elephant that became such a revered engine on streets, dragstrips, and on NASCAR’s superspeedways.

The magical 426 cubic-inch displacement is synonymous with the Gen II Hemi of the muscle car era, but there’s also an impressive late-model crate engine that took a different approach to getting that kind of displacement. Just 100 Hellephant crate engines were built at sold by Mopar, and the recipe for their ground-pounding 1000 hp and 950 lb-ft of torque was an aluminum Gen III Hemi block—all production cars and trucks sold with at Gen III Hemi used iron blocks—with a 4.125-inch bore and a 4.0-inch stroke. Like the Hellcat V-8 that it was developed from, the Hellephant’s aluminum heads were topped by a sizable supercharger and charge cooler. In retrospect, this engine was likely the beneficiary of a lot of the engine development that went into the 1025 hp, 6.2-liter Hemi that powered the Demon 170.

When Mopar first showed the Hellphant crate engine at SEMA 2018, we were hoping for builds like this, although we didn’t expect a builder to start with an already restored beauty. Before its transformation, this Road Runner was a hit at the Muscle Car & Corvette Nationals, where it scored 990 out of a possible 1000 points thanks to an incredibly detailed restoration that retained the factory interior. Its original four-barrel 383 engine was rated at 335 hp and the big bore, short-deck big-block was capable of much more. However, the 1968 Road Runner was also available with the legendary 426 Hemi, so perhaps this well-muscled coupe, even in its restored glory, always had a chip on its shoulder. Not anymore.

Aside from its monster motor, the Road Runner also received a set of subframe connectors to help the body keep up under the strain of 950 lb-ft of torque. Inside, the otherwise original interior was upgraded with a Vintage Air air conditioning system and what looks like a Dakota Digital dash to help keep tabs on the V-8. The dash blends in nicely and still uses three 180-degree-sweep analog gauges on either side of a small display. The factory floor shifter, once connected to a four-speed manual transmission, is now a Lokar piece that shifts a GM 4L80E. The four-speed automatic trans is a popular choice for high-powered drag-and-drive cars and is known for being able to stand up to lots of torque while letting big engines loaf around at highway speeds thanks to its 0.75:1 overdrive.

We’ll be watching this auction at next month’s Mecum sale, as we’re interested to see how collectors respond to a well-restored car going under the knife to accept a modern powerplant. If there was a modern engine worth dropping into such a classic, it would have to be the Hellephant.

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

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

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

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

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The last time we flipped our calendars over to a new year, we looked back on a 2022 full of record-breaking car auctions, price-guide-breaking sales, and previously-unseen growth for seemingly everything four-wheeled and fun. As we roll our calendars to 2024, things are a little different. Prices are still high in general, and higher than some of us would like. Some cars are still appreciating, but the lines on the graph aren’t as sharp, and quite a few cars actually decreased in value. The Hagerty Market Rating, our measure of overall activity in the collector car market, just dropped for the eighth month in a row. Though this year saw far fewer common trends spanning this massive hobby of ours, several segments offered compelling storylines that stood out to us. Here they are, below.

Momentum among Japanese collector cars appears to be slowing

Japan is the Land of the Rising Sun, of course, and cars from that country have been doing some rising of their own the past few years. Mk IV Toyota Supras are worth roughly double what they were in 2018. So are first gen (AP1) Honda S2000s and (NA) Mazda Miatas. Nissan’s Skyline is on its own monstrous trajectory.

This year, though, hasn’t been as drastic. Of all the Japanese collector vehicles in the Hagerty Price Guide, the average appreciation in 2023 was 4.5 percent. Still growing and still higher than inflation, then, but last year the number was 15.6 percent.

Some Japanese classics have taken a dip. From May 2015 to April 2022 the 1970-73 Datsun 240Z grew 163 percent, but during 2023 that game-changing sports car took a four percent drop. The aforementioned first gen Honda S2000 shed ten percent in 2023, and the third gen (FD) Mazda RX-7 dropped 16 percent.

Some Radwood cars are up, some are down

This segment has some overlaps with the Japanese cars above, and Radwood-era cars (collector vehicles built during the 1980s and 1990s) were another group that spent much of the pandemic boom shooting up, only to slow down during the past 12 months.

Over the course of 2022, all 1980s and 1990s vehicles in the Hagerty Price Guide experienced an average appreciation of 14.5 percent. For 2023, the number is 4.5 percent. Fox-body Ford Mustangs kept up their multi-year growth spurt, with 5.0 convertibles appreciating an average of 15 percent in 2023, while 1991-92 GMC Syclones grew 6.7 percent and 1981-83 DeLorean DMC-12s grew by a movie-appropriate 18.8 percent. On the flip side, 1986-92 BMW M3s dropped 12.9 percent, 1987 Buick GNXs dropped 5.6 percent, and 1987-91 Ford Broncos dropped 12 percent.

Ferraris had a good year

If we ignore Formula One for just a sec, 2023 was quite kind to Italy’s most famous carmaker. Ferrari won the 24 Hours of Le Mans for the tenth time, and its first since 1965. Its Q3 revenue rose 24 percent from a year ago while profit jumped 46 percent. The company shipped more vehicles and its stock (ticker: RACE) is riding high. There’s even a movie about the man himself coming out. As for older Ferraris, they had a good showing in 2023, too. As of Q3, Hagerty’s  Ferrari Market Index saw higher year-over-year growth than any of the other six indices in the Hagerty Price Guide.

At the top of the Ferrari ladder, despite some headline cars falling short of estimates at auction this year, several sales both public and private confirmed that the market hasn’t dropped for Enzo-era Ferraris, especially ones with pedigree. Five Ferraris sold for over $10M this year. Although six brought $10M or more back in 2014, most years don’t see more than one or two, and some years don’t see any. And, after 2022’s shocking $142M sale of the Mercedes-Benz 300 SLR Uhlenhaut Coupe, Ferrari wrested the top auction spot of 2023 with a $51.7M GTO, the most expensive Ferrari ever sold at auction.

With a wide range of performance, vintage and price point, the overall Ferrari market is nuanced. Naturally, not all the cars move together. Many gained value in 2023. Many of them didn’t. While median #2 (“Excellent”) values for some models like the 1968-73 Daytona (-4 percent), 1975-85 308 (-3 percent) and 2004-09 F430 (-12 percent) took notable steps back, the 1962-64 250 GT Lusso (+7 percent), 1968-76 246 Dino (+6 percent) and 1994-99 F355 (+11 percent) saw sizable gains.

Modern exotics were mixed

Exotic cars from the 1990s and 2000s, particularly the kind with a stick shift between the seats, were all the rage in 2022. We noted record sale prices every few weeks. Monterey saw records break for both the Ferrari F40 and F50, while even underappreciated exotics like the Jaguar XJ 220 gained a following. That car gained 26 percent in value over the course of last year. In 2023, however, not everything with carbon fiber and a clutch pedal was guaranteed to get more expensive.

Some did continue their momentum. Ferrari F50s, which more than doubled in value from mid-2021 to late 2022, saw a 3.5 percent gain in 2023. Lamborghini Diablos, which jumped 26 percent in 2022, gained 18 percent in 2023. Lotus Esprit V8s, which gained 18 percent last year, made an even larger 21 percent gain this year. At the same time, others retreated but remain higher than they were in 2021. Values for Porsche Carrera GTs surged 25 percent from Jan. 2022 to Jan. 2023. From then to now, Carrera GTs are down seven percent.  The rise and fall of Bugatti EB110s is even more stark. These cars shot up 54 percent in 2022, only to fall 15 percent in 2023. Ford GTs, meanwhile, had a modest two percent gain in 2022, and their current median #2 value of $408,000 is actually a few grand lower than it was last January.

Taken as a whole, the supercar market still grew in 2023, but it slowed down.

Modern F1 cars are showing up more often, and for more money

While this is an admittedly tiny, tiny slice of the collector car market, we can’t help but notice the proliferation of modern (early 1980s to today) Formula One cars coming up for sale as well as higher and higher prices for the most significant cars. All this despite these cutting edge computers on wheels not getting any easier to run or maintain. Modern F1 machines took a podium—landing among the year’s top three auction sales—in 2022 and 2023, something that’s never happened before. In 2023, there were two collector car auctions attached to Grands Prix. That has never happened before, either.

It all makes sense. F1 has been the pinnacle of motorsports for a long time, but it is more popular than ever right now. Owning a rare and drivable (albeit with great difficulty) piece of the series has big appeal for certain collectors, and the market for the best modern F1 machinery had a big showing in 2023. Highlights included Michael Schumacher’s 1991 Jordan for $1.63M, Kimi Raikkonen’s 2006 McLaren-Mercedes-Benz MP4/21 for $2.76M and Lewis Hamilton’s 2013 Mercedes-AMG W04 for $18.82M, the new record for a modern Grand Prix car.

Online auctions kept growing, and aren’t going anywhere

Online collector car auctions are sort of like remote work. They were around before 2020, but they flourished and matured during the pandemic, and now they’re here to stay.

During the 2020-22 period, it seemed like there was a new online auction company popping up every other week trying to cash in on the boom. That was no longer the case in 2023 and several of those upstarts are no more, but the space kept growing as people are no longer buying cars from the keyboard out of necessity, but out of convenience.

The post These are the collector car segments that stood out in 2023 appeared first on Hagerty Media.

Ewan McGregor isn’t just a Hollywood heavyweight—he packs quite a punch when it comes to cars. The Scottish-born actor has eclectic taste, as well as the money to buy pretty much whatever he wants, but he doesn’t always hang onto his automotive treasure.

Two years ago, McGregor sold a 1927 Buick Master Six sedan for $28,000 on BringATrailer.com because, he says, he moved to a house on a hill and the car struggled to make it up the incline. Now he’s back on BaT with a 1972 Porsche 911T Targa that he acquired in 2020.

McGregor has also owned a number of other classics, including a 1969 Aston Martin DBS, which he sold in order to buy a 1967 split-windshield VW Westfalia Camper.

So where did McGregor’s love of classic vehicles come from? He told Top Gear that he likely caught the bug from his grandfather, since his dad wasn’t much of a car guy. Volkswagen Beetles were the family’s car of choice when McGregor was growing up, but he was first attracted to motorcycles. He started with a 1978 Moto Guzzi T3, and later moved on to a Ducati and some Spanish Ossa dirt bikes. Cars came later.

“I bought my first ‘proper’ car when I was in Australia doing Moulin Rouge,” he told Top Gear. “A member of the crew had a 1972 Ford Mustang fastback, and he always parked it outside my dressing room because he wanted me to buy it. Anyway, for some reason I found out about another Mustang that was being sold in Sydney at the time—a 1965 convertible. It was the color of vanilla ice cream with a light blue roof. I fell in love, bought it and shipped it back to Britain because it had been converted to right-hand drive. That was my only car for a long time because I was always on my bikes.”

McGregor began collecting cars when he moved to the United States in 2008. Among his many purchases: a 1960 Silver Cloud II, Porsche 718 Cayman, two rat rods (one based on a 1920 Dodge and and the second “a ridiculously slammed 1927 Ford Tudor”), a 1937 Wolseley that served as the family car in the 2018 film Christopher Robin, and several VW Beetles, one of which is an electric-converted 1954 model that he commissioned from SoCal specialist EV West. McGregor also plans to buy a Volkswagen ID Buzz when it hits dealerships in 2024.

As for McGregor’s 1972 Porsche 911T Targa, bidding has reached $93,000 with three days remaining in the BaT auction.

According to the vehicle description, the Targa had been stored from the late 1970s until 2019, and it was acquired by McGregor the following year. Finished in black paint over black leatherette and Pepita fabric, the German sports car is powered by a 2.4-liter flat-six that’s mated to a five-speed 915 manual transaxle.

Features include a removable roof panel, stainless-steel Targa bar, 911S-style front spoiler, four-spoke leather-wrapped steering wheel, driver’s sport seat, right bucket seat, fold-down rear seats, staggered-width 15-inch Fuchs alloy wheels, and factory air conditioning. A timing chain update kit, Porsche Classic radio (with Bluetooth, Apple CarPlay, satellite radio, and USB charging ports), and replacement speakers have recently been installed. Performed maintenance includes a valve adjustment, resealing the transmission, and replacing the clutch, flywheel, shifter bushings, various engine oil seals, and ignition components.

This 911T Targa comes with a Porsche Production Specifications certificate, as well as the owner’s manual, recent service records, spare parts, and a clean California title in the owner’s name.

The Porsche’s left front fender was repainted prior to McGregor’s ownership, and the antenna has been relocated to the right front fender. The front has rock chips, and the paint has other imperfections as well.

The car wears 185/70 Vredestein Sprint Classic tires and retains its factory-equipped ventilated disc brakes. The rear shocks were replaced in 2020.

The five-digit odometer shows 38,000 miles, but the car’s true mileage is unknown. Also unknown is why McGregor has decided to part with the car. Perhaps he has his eye on another Westfalia.

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From 1963 through 1967, Chevrolet built 117,966 of its second-generation, or C2, Corvettes. And while they all look like a million bucks, the vast majority have always been generally accessible to mere mortals. Some, however, either because of the way they were spec’d from the factory or because of owned them, have always remained out of touch.

The 20 race-ready 1967 L88 Corvettes, for example, are a prime example of such stratospheric positioning, with their 427/430 engines and suite of heavy-duty go-fast bits. They consistently populate “most expensive Corvette” lists, and indeed the most expensive Corvette ever sold at auction was a ’67 L88 coupe, at Barrett-Jackson in 2014, for $3.85 million.

As for the Corvettes that bring big money because of their ownership history, welp, the two listed here are hard to beat, and both are on the docket for Mecum’s 25th annual sale in Kissimmee, Florida, January 2–14, 2024.

1963 Harley Earl Styling Car

Outside of Zora Arkus-Duntov, no one was more influential in bringing the Corvette to life than Harley J. Earl, who served as head of the Art and Color Section (later renamed the Styling Section) at General Motors from 1927 until his retirement in 1958. Well-known in the Corvette world, including within the hallowed halls of Bloomington Gold, this car was gifted to Earl as a retirement present, and he drove it regularly around Palm Beach, Florida, in his golden years, even lapping the Daytona Speedway in it in 1965 when he served as Grand Marshal of that year’s 500.

The car is finished in metallic blue paintwork (not offered in ’63) with a white stripe starting at the “stinger” and running the length of the car. It is complemented by a matching blue-and-white leather interior. And though Earl’s Corvette is fitted with a rather tame 327/300 V-8 and four-speed manual, this unique car sports dual-circuit four-wheel disc brakes (not offered until ’65) as well as a passenger-side gauge cluster with accelerometer, altimeter, and two thermometers. The most notable custom touch, however, are the pair of fantastic four-branch polished stainless steel sidepipes, which were never offered on production Corvettes.

This car is not new to market. It sold at Barrett-Jackson in 1999 for $152,300, and then also 11 years later, at Mecum Indy, for $980,500. In 2013, it sold again, this time for $1.65 million, at a Mecum auction in Chicago. Then it failed to sell for a high bid of $1.7 million in Kissimmee in 2019, when it was paired with another famous blue C2 styling Corvette once belonging to another famous GM designer…

1964 Bill Mitchell Styling Car

Bill Mitchell was hired on at Art and Color by Harley Earl in 1936, and when the latter retired in 1958, Mitchell succeeded him as head honcho of GM design. As such, it was Mitchell who breathed life into the 1963 Corvette (through the pencil of Larry Shinoda). Mitchell had a 1964 Corvette constructed to his liking, which he then drove as his personal car.

Though less flashy than Earl’s simply for its lack of sidepipes, the Mitchell Corvette does not lack for custom touches. Outside, the car is finished in special Bright Blue Metallic paint, with unique chrome knock-off wire wheels and an egg-crate grille, while the doors lack wing windows. The side vents are chromed, and the rear end features six taillights rather than the standard four. Inside, the entire interior—seats, dash, glovebox door, door cards—is clad in blue leather.

Underhood is a 327/365 V-8 putting power to the rear wheels through a three-speed Turbo Hydramatic 400, which didn’t make its way into production Corvettes until the 1969 model year.

The upcoming Kissimmee auction presents a great opportunity for Corvette collectors looking for something different. There will be dozens, if not hundreds, of Vettes among the 4000 cars consigned, but these two styling cars, with their impeccable ownership histories and their special connection to two greats of GM design, could anchor just about any collection of Corvettes, or American cars, or sports car, or one-off cars.

The Earl Corvette is estimated at $750,000–$1,000,000, the Mitchell Corvette at $500,000–$600,000. If you had the means to bring one home, which would it be?

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

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

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

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

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

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

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

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

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

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

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

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

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It’s Corvette Jeopardy! Here are your answers: Riverside Red. Ermine White. Silver Blue. Tuxedo Black. Sebring Silver. Saddle Tan. Daytona Blue.

The question: What are the seven colors Chevrolet painted its 1963 Corvette Split-Window coupes?

We mention this because, at the Corvette-heavy Mecum Kissimmee auction to be held January 2–14 in Florida, one of the most coveted groups of cars among the 4000 to be sold features seven Split-Window coupes, one in each available color. Mecum is calling it the Colorama Spilt-Window Collection, but we hesitate to call it a collection because it’s basically a group of Corvettes assembled by a dealer, ProTeam Corvette Sales, to sell through Mecum as individual lots. But the cars are getting a lot of traction in the Corvette-centric media, and with good reason.

Bill Mitchell’s design team, which included talented designers such as a very young Peter Brock and Larry Shinoda, designed a fastback Corvette that looked—well, marvelous. For the rear window, they decided to use two pieces of glass, split by a few inches of body-colored fiberglass and framed by aluminum strips. That was in 1963. For 1964, the split window was replaced by a solid piece of curved glass, thus making the 1963 Split-Window an immediate collectors’ item. They dubbed it the Sting Ray (two words; it wasn’t one word until 1969).

Some 10,594 Split-Window Corvettes were built, as well as roughly the same number of convertibles. There have been plenty of collectible Corvettes built in the car’s 70-year history, and the Split-Windows are near the top of the list.

So what kind of money are we talking about here?

The most expensive of the seven Split-Windows is likely to be the Daytona Blue one. It has the coveted Z06 performance package, as well as an interesting backstory: It was exported new to Australia, where it was converted to right-hand drive. All the Colorama Corvettes have some version of the 327-cubic-inch V-8 and four-speed manual transmissions; this one has 360 horsepower. (The 327 also came in 300- and 340-horsepower versions, and all are represented in this group.) Mecum is valuing the Australian Z06 at $450,000–$500,000.

The Riverside Red Split-Window carries Mecum’s lowest estimate at $225,000–$275,000. It’s a lovely numbers-matching car, with low-mileage (47,844), and was the subject of a body-on restoration and an engine rebuild. However, it doesn’t have fuel injection (four of the seven cars do), and it doesn’t have the provenance the rest have, such as a Bloomington Gold certification.

The remainder of the cars are valued slightly higher than the Riverside Red representative, and less than the Z06. Perhaps the most interesting of that lot is the Ermine White model ($250,000–$275,000). It was a present from Jesse James (West Coast Choppers, Monster Garage) to actress Sandra Bullock, presumably during their marriage, which lasted from 2005 to 2010. Bullock subsequently donated the Corvette to charity (sigh). As for James, he is currently married to adult film star Bonnie Rotten. Bullock never remarried.

Click here for the Mecum listing of the Colorama Split-Window Collection. You can also click here to look at the spilt-window Corvettes that ProTeam Corvette Sales has in stock, starting at $149,000 for a Riverside Red model.

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Though he was primarily known for the high-flying, tire-roasting antics of his Gymkhana stunt driving videos, Ken Block frequently competed in high-level rallying, too. Block, who passed away in a tragic snowmobile accident early last year, took the green flag at plenty of national and international rally events over the course of his racing career.

Now, one of his early rally cars is up for auction on Bring a Trailer.

The car in question is a 2004 Subaru Impreza 2.5 RS, which the listing says was used by Block and co-driver Alex Gelsomino in X Games rally events. The car was prepared for Open Class rallying specifications in 2006 by Vermont SportsCar (VSC), the longstanding technical partner of Subaru of America, which supports the automaker’s factory-backed rallying program.

In the hands of VSC, this thing underwent quite a transformation. The 2.5-liter flat-four was ditched in favor of a smaller-displacement (2.0-liter), turbocharged unit, again of the flat-four variety. The engine is paired with a KAPS five-speed dog-box manual transmission (read: straight-cut gears and no synchros) that sends power to all four wheels via a driver-controlled center differential and Cusco limited-slip front and rear differentials. The engine runs a MoTeC M880 ECU, a GReddy aluminum radiator and intercooler, and a SPAL cooling fan. A Prodrive 34mm Turbo restrictor is also noted; this was likely fitted to ensure the car’s compliance with contemporary rallying specifications.

Suspension hardware includes Öhlins shock absorbers, as well as rear suspension links and 20-mm front and rear antiroll bars from Cusco. You’ll find 15-inch Speedline Corse wheels wearing 215/65 BFGoodrich tires at all four corners, and a full-size spare in the trunk. All of the braking hardware has been upgraded as well, and there’s a Tilton bias adjuster inside the cockpit to fine-tune the car’s behavior when stopping.

That cockpit also features Recaro racing seats, Sabelt six-point harnesses, a roll cage, carbon-fiber dashboard and door panels, and more. The seller does note that the seat and harness certifications have expired, however, so if you want to battle the clock at your nearest rally event, you’ll likely have to pony up for new chairs and belts.

According to the Carfax report that accompanies this listing, the car sustained water damage in 2005, resulting in it being declared a total loss. (That incident is probably what qualified it for conversion to rally car, but we can’t say for certain.) Currently, the car’s Oregon title carries a Reconstructed brand, and previous salvage and no-actual mileage titles were issued in 2005 by New Hampshire and in 2006 by Vermont. While those documentation obstacles will likely make it hard to legalize the car for everyday road use in some states, this Subie might be the perfect candidate for your next ride if you’re looking to get into or are already serious about competing in rallying.

Win the auction, and you’ll get a build book detailing the car’s specifications that has been autographed by co-driver Alex Gelsomino. The car also carries the autographs of Ken Block and Travis Pastrana, both X-Games and rallying legends.

So just what will this thing hammer for when the auction wraps up next Wednesday at 1:00 p.m. ET? As of this writing, the leading bid sits at $46,250. This question is a bit more complex, owing to the car’s connection with one of rallying’s modern-day heroes. Will Ken Block’s ownership push the value of this thing sky-high? Probably not, but the connection could be worth some extra money to certain bidders.

We also have to take into account that this is not an official World Rally Cross (WRC) car, which is a knife that cuts two ways: On the one hand, it is not a bleeding-edge dirt missile that will rebel against all but the best pilots. Even if you’re a moderately skilled driver, you could get plenty out of this thing around a rally stage. On the other hand, those WRC cars are by far the most sought-after from this generation of the sport; we’ve seen WRC Imprezas of similar vintage sell for £610K (nearly $765K USD). While this one’s connection to Ken Block will certainly add to its appeal, don’t go holding your breath for a new rally-car record.

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

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

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

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

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

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

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

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

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

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

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

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Turn back the clock to about 2000. Now imagine that you’re a car company looking to promote your latest frugal, front-wheel drive, fuel-sipping four-banger hatchback. Naturally, your first call is to a racing outfit to completely re-engineer and beef up the little car, yanking out the four-cylinder up front in the process and stuffing a V-6 in the back. You then rush the car to market, sell it in small numbers at a surprisingly low price (which can’t have been profitable), and run a one-make racing series with it for a few years to promote the regular model.

The plan sounds awesome, not to mention completely unnecessary, but Renault used its Clio hatchback to bring this imagined scenario to life from 2001 to ’05. One of the original track cars just sold this week at a sinister $66,666 winning bid ($69,999 with buyer’s premium), which seems like plenty of rarity and track day fun per dollar.

Renault started selling the Clio in 1990, and while we’ve never been able to buy one here in the States, it is consistently one of Europe’s best-selling cars and is a popular commuter car in South America as well. It’s sort of like a French VW Golf. The second-generation Clio debuted in 1998, and at the Paris Motor Show that year, Renault trotted out a sporty mid-engine Clio hatchback as a concept car. It was a clear reminder of the R5 Turbo rally racers of the 1980s, which were themselves reworked mid-engine versions of the Clio’s predecessor, the Renault 5.

Encouraged by the concept car’s reception, Renault worked with British firm Tom Walkinshaw Racing (TWR) of Le Mans–winning and Jaguar XJR-15 fame to develop the car for two purposes. The first was a one-make racing program called the Renault Clio V6 Trophy series. The second was a road-going version of the racer, and TWR built the early road cars at its facility in Sweden. The entire rear of the Clio was reworked, and the inherent practicality of a hatchback was wiped away by the 3.0-liter V-6 borrowed from the Renault Laguna family car that got dropped in place of where the rear seats and cargo space used to be. A six-speed manual was the only available gearbox, and new suspension (MacPherson up front, multi-link in the rear) was added. A Clio V6 is wider, lower, and longer than the standard model, with a squat stance and big butt. Launched in late 2000 and selling for less than £30,000 in the UK, this pocket exotic seemed like a bargain.

But it wasn’t perfect. The TWR connection was reassuring, and having a big engine stuffed into the middle of small car is often a recipe for fun, but early reviewers were a little disappointed and sometimes frightened. First, the Clio V6 was over 600 pounds heavier than the standard Clio, so despite the 227 hp driving the rear wheels, it wasn’t as much faster than the regular front-driver as you might think. The 0-to-60-mph sprint came in a little over six seconds.

Then there was the scary handling. The engine provides plenty of oomph and makes a nice throaty sound, but it sits high up in the chassis. The high center of gravity plus its short wheelbase made this spunky Clio a bit unpredictable. According to Autocar, the “approach to corners went grip, grip, grip, grip, gone,” and the Clio V6 is “at its absolute best when parked.” Andrew Frankel later remembered that people “always bang on about early Porsche 911s as being the trickiest road cars to drive on the limit, but in my experience they’re not even close. A Ferrari 348 is worse than that and worse than the 348 was that Clio.” Ouch.

After about 1500 Clio V6 road cars sold, a new Phase 2 model came out. Production moved to France at the Renaultsport factory in Dieppe, and a facelift ditched the narrow, grin-like grille for larger grilles split by the Renault diamond in the middle. Improvements to the suspension, stiffer subframes, and a longer wheelbase made it friendlier to drive, while different gear ratios and more power thanks to reworked induction and cylinder head made it a little quicker, too.

Even so, Renault stopped selling this imperfect but undeniably cool car after 2005. Only about 3000 examples of the Phase 1 and Phase 2 models were built. If you’re of a certain age, you probably drove one of these in a video game with your thumbs, but Clio fans in the States will have to keep waiting for the real thing—you can’t import one till they’re 25 years old.

As for the race cars, they effectively replaced Renault’s previous one-make championship, the Renaultsport Spider Trophy series, which wrapped up in 1998 before the Clios debuted at Jarama in 1999 (Renault’s 100th birthday year). Compared to the road cars, the Clio V6 Trophy versions had more power (281 hp) and a six-speed sequential gearbox instead of the standard manual.

If the Clio V6 was a flawed road car, that doesn’t mean that it made a perfect race car. The rear end was prone to hopping and there are plenty of reports of poor reliability, though participants noted good support from Renault, and the series attracted talent like Philippe Siffert and Anthony Beltoise (both sons of F1 greats), as well as current F1 safety car driver Bernd Mayländer. It was also a not-so-expensive way to go racing—a new car for the 2003 season cost €45,800. The series tackled famous European tracks like Monaco and Nürburgring, and even served as a support race for the 1999 24 Hours of Le Mans.

The Trophy car sold this week is represented as #79 of the 159 Trophy versions built by Renaultsport. No race history is represented, but it was imported from Japan earlier this year, and the build date is believed to be 1999. Track-prepped with OMP seats, Sparco six-point harnesses and aluminum pedals, digital dash, roll cage, fire system, brake-bias adjuster, and Cromodora wheels, it does not have a title as it is a track car, but it does have a Japanese-assigned VIN.

Like any race car, this eccentric little French hatchback probably needs sorting before being driven in anger. It does run and drive, though, and looks like a very fun way to annoy some Porsches at your local track day. Hopefully the owner does just that. Since he “can’t wait to see it parked next to my street legal Clio V6 =)” he certainly knows what he just bought.

The same seller sold another Japanese–imported Clio V6 Trophy last year for $78,750. This $67K sale price is closer to what good Phase 2 road cars sell for on the other side of the pond, and seems like a decent value. There are certainly more expensive and slower ways to go racing.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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With the Camaro nameplate retiring soon, we’re honoring the beloved two-door with a series of love letters, fun lists, and memories that you can follow here. Many performance cars, especially nowadays, aim for an anodyne version of perfection that only a few can afford. The Camaro is for the rest of us—and it’s always ready to party.

Part of the Camaro’s appeal has always been its accessibility. Chevy made a boatload of them over the decades, and each generation guaranteed a model for everybody who wanted one, from bare-bones six-cylinder coupes to fire-breathing stoplight kings. Inexpensive examples are everywhere; it’s the top dogs that you often have to wait—or fight—for. As the Camaro waves goodbye, and as we close out our deep dive into the beloved pony car, here’s a look at the most expensive Camaros from each of the first five generations. (Some caveats: For this exercise, we’re looking solely at auction sales, we’ve excluded modified Camaros, as well as those sold for charity, and we also ignored the sixth-gen cars—they simply haven’t hit the auction scene yet).

1st Gen: 1969 Camaro ZL1 COPO Coupe, $1,094,500

Just 69 COPO Camaros were produced in model-year 1969, and this original, matching-numbers Hugger Orange car is #59. It’s powered by an all-aluminum 427-cubic-inch V-8 mated to an M22 “Rock Crusher” four-speed manual, stopped by disc brakes. It was the only ZL1 ordered with a chambered exhaust. Rare and desirable cars always bring the money with respect to their “lesser” counterparts. This one had great performance options and also included plenty of documentation, with a complete ownership history. It had sold in 2018 for $770K, but when it sold at Barrett-Jackson’s Scottsdale auction in January 2020, it went over a million, which was more than $300,000 over our guide price for a #1 (Concours) example at the time. The key to its price jump between sales? The owner had managed to track down the car’s original engine block.

2nd Gen: 1970 Camaro RS Z/28 Coupe, $137,500

In the realm of second-generation Camaros, the 1970–73 “split-bumper” cars tend to bring more than their later counterparts. The elegance of that front end is hard to argue. This car sold at Mecum’s Kissimmee auction in January 2022. The listing says it had been treated to a mild restoration with one repaint in the original Hugger Orange. The matching-numbers 360-hp 350-cubic-inch V-8 was paired with a four-speed manual, with front disc brakes and a 12-bolt Posi rear end. A Hurst shifter and perfect houndstooth upholstery competed the look. At the time of the sale, we valued a #1 condition Z/28 with the RS package at around $86,000. There was a lot to like about this car, and at least two bidders needed to have it, which accounts for the big result.

3rd Gen: 1990 Camaro IROC-Z Convertible, $102,300

Three V-8 engines powered the IROC-Z in 1990: a 305 making 210 hp; a 305 making 230 hp, and a 350 making 245 hp. Ordinarily, the biggest engine attracts the biggest bucks. This particular Camaro only featured the high-output 305 with its 230 hp and an automatic transmission, so why the standout price? Mileage. This one had just 557 original miles and was as clean as they come. Fewer than 1300 ragtop IROCs were built in 1990, and it’d be easy to make the case that this is the best of them. Finished in Bright Red over a gray cloth interior, the car showed a clean black top and was nicely appointed with power options, cruise control, and A/C. When it sold at Barrett-Jackson in January of this year, we valued the best in the world at $56,700, so this price certainly raised some eyebrows. It’s a good reminder, however, what low mileage can add to a car’s value.

4th Gen: 1997 Camaro SS 30th Anniversary Coupe, $95,700

This guy had everything going for it. Anniversary edition, check. Big engine, check. Low miles, check. Original plastic on the seats, check. Double-digit mileage always attracts collectors, and this car’s 76 original miles certainly brought bidders to the table. It was also just 1 of 100 anniversary Camaros fitted with the 330-hp LT4 engine, the most powerful lump offered in a Camaro that year. Finished in white with Hugger Orange stripes over houndstooth upholstery, this car felt as “throwback” as it gets. It sold at Mecum’s Indy sale in May 2021, and at the time we valued pristine examples at a shade over $39,000. It’s hard to imagine the car was purchased to drive, so the next time we see it at auction, it may very well be in the exact same condition. And it will be priced accordingly.

5th Gen: 2011 Camaro SS Indy Pace Car Convertible, $148,500

Camaros have paced the Indy 500 on 9 occasions, including a three-in-a-row stint from 2009 to 2011. This fifth-generation Camaro Pace car was the first of 50 built for the purpose and was driven for the parade lap of the 2011 race, which coincided with both the centennial anniversary of both the 500 and of Chevrolet. Its Summit White exterior with orange stripes and interior accents is a nod to the ’69 Camaro Pace Car, and the inside of the trunk was signed by the ’69 winner, Mario Andretti. When it sold at Barrett-Jackson’s 2012 Scottsdale sale, the 400-hp convertible showed just over 100 miles on the odometer. Regular year-old Camaros were little more than used cars at the time, and the best 2011 Pace Car in the world is still only worth about $46,000 today, but, this particular example, with it’s on-track pedigree and low mileage clearly set it apart.

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

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

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

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

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

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

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

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

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

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

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

1932 Ford

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

1963 Chevrolet Corvette

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

1964 Chevrolet Impala

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

1987 Ferrari Testarossa

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

1991 Callaway Corvette

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

1993 Dodge Viper

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

2000 BMW Z8

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

2002 Pontiac Firebird Firehawk

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

2005 Ford GT

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

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Alan Poster, much to his chagrin (and astonishment), has already received more than his 15 minutes of fame, all because his new 1968 Chevrolet Corvette Stingray convertible was stolen less than three months after he bought it.

Actually, the theft of the Corvette wasn’t what made Poster famous; it was the return of that stolen Corvette that made him famous. That’s because the car was gone for 37 years before it was miraculously returned to him.

Now, more than five decades after Poster first saw that C3 in a New York dealership and spent pretty much every cent he had on it, he’s saying goodbye to the car once again. Willingly, this time.

“It’s a crazy story,” Poster says of the Corvette’s wild journey, “… a really crazy story.”

It was January 1969, and the 26-year-old guitar salesman was fighting the winter blues. Fresh off a divorce, the Brooklyn native took solace in driving his blue Corvette ragtop, even on snow-covered roads. Although The New York Times later reported that Poster purchased the C3 to ease the pain of his breakup, Poster says he bought it before his divorce. The sports car, based on Larry Shinoda’s radical Mako Shark concept, rolled off the assembly line on July 16, 1968 and was shipped to a Chevrolet dealer in Great Neck, on Long Island. Poster, perhaps already mourning the demise of his personal relationship—or maybe expediting it—was enthralled with the Corvette and shelled out about $6000 for it. That would be $55,320 today.

“I got the Corvette in the divorce,” he says now, “and she got everything else.”

Poster told The Times in 2006 that it was a financial stretch to buy his dream car. “I didn’t have a lot of money. I went out on a limb to get this thing. It was an egocentric muscle car that just came out. Back then, Corvette was hot as heck. [Owning one] was an absolute fantasy of mine.”

Poster lived in Queens at the time and drove the Vette fast whenever he could. He also liked to impress women with it. In fact, on the night before the car was stolen, he was picking up a date and returned to the car just in time to thwart an attempted theft. “People were yelling, ‘Kill him!’ but I let the guy go,” Poster says. “I actually started laughing. I thought that was a little severe.”

As it turned out, he had only postponed the inevitable.

The following night, when Poster went to pick up the Corvette at a parking garage, the attendant returned and said it was gone. Poster reported it stolen on January 22, 1969. Just three weeks into the new year, his C3 was the 6620th automobile swiped in New York in 1969. By year’s end, that number had risen to 78,000.

Poster never received an insurance settlement for the Vette because he didn’t have the money to insure it. “I was heartbroken,” he says. “It was a big wake-up call. I never thought I’d see it again.”

As the years passed, the odds of recovering the car grew. Poster moved to California and settled in Petaluma, just north of San Francisco’s Golden Gate Bridge. In 1976, he founded Ace Products Group, which makes gear for musicians—things like bags, cases, cables, stands, adapters, and connectors. His business became a huge global success, and it allowed him to travel around the world “a hundred times,” he says. It also afforded Poster a yellow 1974 Corvette. “I was still trying to live my dream,” he admits. He eventually sold the car and moved on.

Then, nearly four decades after his 1968 Corvette convertible was swiped in New York, Poster received a phone call from the New York Police Department, saying his car had been located. He thought the call was a prank.

It wasn’t. Somehow, Poster’s Corvette had mysteriously followed him to California. Although he hadn’t insured it way back when, the theft had been reported to the National Insurance Crime Bureau, which maintains a database of stolen vehicles. Before an automobile can be shipped out of the country, U.S. Customs routinely runs the VIN through that database. On December 7, 2005, as three classic cars were about to be shipped to Sweden, Customs got a hit: One of the cars, a ’68 Corvette, was flagged as stolen in New York on January 22, 1969. There was no other information—no name, no address, not even a record of the police bureau where the theft had been reported.

Contacted by the California Highway Patrol, the NYPD suddenly had a lot of work to do, and they had to do it quickly. If the owner wasn’t found by January 1, the Corvette would be released to its Swedish buyer.

As The Times explained in 2006, Cliff Bieder and William Heiser, two detectives in the auto crimes division in Queens, were assigned the case. “It was the equivalent of finding a needle in a haystack,” Heiser said at the time. After four days of meticulously searching through microfilm, “Our eyes were hurting,” Bieder said. Then, on December 23, Heiser scored. “I thought [my partner] was going to pass out.”

Locating Poster didn’t take very long; the two detectives spoke to the buyer of Poster’s last house, who said he had moved to California. They soon found Poster through his company, and on Christmas Eve, Bieder called him at his office.

“He said, ‘You had a car stolen in ’69? A Corvette? We have your car,’” Poster explains. “I thought, ‘This is a scam, a cruel joke.’ They had to convince me that it was true.”

The CHP picked up Poster and drove him to see the Corvette for himself. The media, which had been alerted ahead of time, was waiting for him to arrive.

“It was really something,” Poster says. “When I got out of the police car, there were cameras everywhere. It seemed like 40 or 50 people were asking questions. It was insane. I thought, ‘I’m not built for this.’ In retrospect it was fun, but going through it was not.”

The story was on TV, radio, and in newspapers all over the country, and Poster was inundated with calls and emails for weeks. “The woman that I’d taken on that blind date the night before it was stolen, she called me. I got a call from an old girlfriend that I hadn’t seen in years. I even got a proposal, but I had no interest in that,” Poster says with a laugh.

“My accountant was in Brazil at the time, and he saw my picture on the front of a newspaper there and he thought, ‘Oh, oh. What did he do?’ It was a big deal. That story was everywhere. It was crazy for a while. One day I thought, ‘I don’t want to be famous anymore.’”

Poster initially had big dreams for the car, but it never materialized. “I drove it only once after I got it back,” he laments. “It had been painted silver before it was returned to me, and the interior had been changed to red, so I had it repainted blue like it was (Le Mans Blue Poly 976, to be exact, over a blue interior). I tried to rekindle my excitement for it, but it felt different—that was another life. I was going to take it to shows and tell the story, but it never happened. Everything had changed. Looking back, I should have done something with it; I regret that I didn’t. It was big news.”

Even comedian Jerry Lewis saw the story, and he wanted the car. “His people contacted me and offered me a hundred grand for it,” Poster says. “I told them ‘Nah, I’m going to have fun with it.’”

He didn’t. Instead, the car sat for years. Several months ago, Poster decided to bring the Corvette up to snuff so he could sell it, and he enlisted the help of Nathan Stratton, who assisted him in selling a 1988 Mercedes-Benz 560SL years earlier. They refreshed it cosmetically and mechanically, but most importantly they installed an original (but not the original) 327-cubic-inch V-8 engine, since the one with which the Corvette was born had been swapped out somewhere along the line.

“We did our best to make it look like it did before it was stolen,” Poster says, “and I think it does.”

The car’s odometer shows 60,000 miles, but most of those were driven by strangers. The New York Post reported at the time that there were three prior owners of the Corvette dating to 2001, including the person shipping it to Sweden, but since those people apparently had no idea the car was hot, they were not charged. The thief who stole the C3 in January 1969 has never been identified.

Poster’s Corvette will soon be offered on BringATrailer.com, and since a ’68 Corvette Stingray convertible in #2 (Excellent) condition has an average value of $53,700, he will finally get his $6000 back. But that isn’t the reason he has decided to part with it.

“I just turned 80 … 80! I can’t believe that,” Poster says with a laugh. “My life is a lot different now than it was back then. I live on a houseboat in Sausalito—the SS Maggie (built in 1889), which I bought four years ago. I didn’t used to believe in ghosts, but I do now. That thing (the houseboat) is haunted. Plus, I have an apartment in New York. I own a Range Rover. I’m in a different place.

“You know, I’m just so grateful. A lot of great things have happened to me, including getting the Corvette back. Now it’s time for it to go to someone else.”

This time around, however, if Poster wants to check on his old flame from time to time, he’ll know where to find it.

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

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

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

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

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

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

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

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

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

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

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

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

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The post Auction Pick of the Week: 1959 Peerless GT Phase II appeared first on Hagerty Media.

What’s that you say, “but it’s only a Ford”?

A Ford that sold for the mind-numbing figure of £596,250 ($714,091) with fees at Silverstone Auctions earlier this year, in fact—a record for the model. But that should come as no surprise: The Ford Sierra Cosworth RS500 is no stranger to breaking records. That it became one of the most successful saloon racing cars of all time is only part of the story. What makes it so desirable is that (and the name gives it away) only 500 were built. And although Ford is a colossal company, the RS500 and the car from which it evolved, the Sierra RS Cosworth, were both developed by two very special engineering teams based in Essex.

Ford Special Vehicle Engineering, where the Sierra Cosworth was created, consisted of just 34 engineers. Ford Motorsport, which prepared the racing versions, had only 32. Actually, the Cossie’s core engineering team was much smaller than that, as SVE boss, Rod Mansfield, told me when we met in 1987 to chat about the forthcoming RS500. “For a major project like Cosworth, 4×4 Sierra, or Scorpio,” he explained, “I need 10 engineers and on a rule of thumb basis, a minimum of two years. The most luxurious timing is nearer three, but the Cosworth was under two.”

Why were so few built? The original “Cossie,” with its famous whale tail, was a “homologation special” produced not as a boy-racer road car, but to make it eligible for Group A international racing, which dictated 5000 of the basic car must be built and sold. Taking a couple of standard Sierras and bolting on a huge spoiler and turbocharged engine to go racing just wasn’t allowed. The regulations said the features must be “homologated,” so included as standard on a production version anyone can buy. Group A regulations also allowed an “Evolution” version with further modifications, of which 500 were to be built and offered for general sale.

So the story of the RS500 started in 1987, a couple of years before it was revealed, with the sensation that was the Sierra RS Cosworth. Two men were directly responsible for the hottest Sierra yet. The first was Stuart Turner, the recently appointed director of motorsport at Ford Europe. The second was Mansfield, head of Ford SVE. Both men already had a dazzling track record in delivering word-beating competition cars.

Turner headed the BMC competitions department in the Mini’s heyday when the Cooper S was beating all-comers in world rallying. Appointed Ford director of motorsport in 1970, he was largely responsible for the Mk1 Escort RS1600 (the first Ford RS homologation special) and its road-going spin-offs, the Mexico and RS2000. Later, he headed the special division set up in Essex to build them, Ford Advanced Vehicle Operations (FAVO). In 1983, he became director of motorsport at Ford of Europe and soon after, the Group B RS200 happened.

Mansfield became chief engineer at FAVO in April 1980 and took the helm of the new Special Vehicle Engineering at Ford Europe, based at Ford’s Research and Development headquarters at Dunton in Essex. SVE would develop the high-performance road-going cars, and Ford Motorsport, based at Boreham, would do the full-house race and rally cars. These included the Escort Turbo and Sierra 4×4. SVE had also been responsible for the Capri Injection, the Fiesta XR2, and Escort XR3i.

Roll back the clock to the middle of 1987 again and Rod Mansfield was explaining to me how the Sierra Cosworth story had begun a few years earlier with a meeting in Stuart Turner’s office. “He just said, ‘What can we do?’ He realized SVE was the area to build him his basic vehicles. We had some marketing people there for a brainstorming session. Stuart said he needed something to go rallying with and needed something Escort, so the Escort Turbo was born. Then he asked what else we could do and the marketing people wanted support for Sierra. I mentioned the fact that there was a normally aspirated Cosworth engine around the place that might work for turbocharging and wouldn’t that make a nice car for touring car championships.”

The signature whale-tail spoiler of the Cossie that followed almost became something else. The motorsport people originally wanted it to be doubled-up, with the main wing supplemented by an additional, small, bootlid spoiler. For whatever reason—possibly styling—it didn’t happen and the single version was adopted, producing 20 kg (44 pounds) of downforce at high speed. It was significant because during testing, the standard Sierra body shape, which had never been designed for that pace, generated enough lift to make the car unstable. The single whale tail combined with the low front spoiler fixed that, and fixed it well.

At around the same time, I paid a visit to the hallowed ground of Ford Motorsport at Boreham airfield in Essex, this time to meet Mike Moreton, the project manager of Ford Motorsport Europe. As if “Boreham,” as it was economically known, wasn’t legendary enough, its location in a former wartime RAF airfield and ramshackle appearance made it even more so. Moreton’s office wasn’t located in one of the glass towers you might expect for an operation that had dominated much of the world’s saloon-based motorsport for almost quarter of a century, but in a single-story building made of wood. While the material side of the place may have been shaky, the atmosphere made up for it, and the workshops where cars were prepared were impressively spacious.

The first thing I wanted to know was how powerful would this Sierra Cosworth evolution be. Moreton was coy, saying only that in international touring car racing, “It should completely dominate the class.” He also explained how the difference between it and the Sierra Cosworth wouldn’t be that great in road-going form. “In round figures, the car already does 150 mph, is there any point in producing a car that does much more? A little extra speed was added to the specification, more to justify the extra cost than anything. Most of the changes to the evolution car were made to allow for the requirements of Group A and, as Moreton explained, “the regulations forbid the adding of metal.”

That’s the best clue as to what the RS500 is like to drive as a road car, and in back-to-back testing with my original long-term test Sierra Cosworth, we found it disappointing. Why? Because most of the mechanical additions for Group A didn’t do anything on the road-going version and they weren’t expected to. Only when they were “actuated” in racing car form would the brutal reality of the difference they made hit home.

The double rear spoiler is an example. “The original spoiler wasn’t put there to cope with the 150 mph of the road car,” said Mansfield. It was to deal with the problem we knew we would have at 180-mph-plus on the race track. The spoiler wasn’t engineered for maximum road speed, though we don’t recommend anyone takes it off because it does have a significant effect.”

“All along, Motorsport wanted a spoiler that we never got,” explained Moreton. “Now the two rear spoilers give us an additional 105 kg (231 pounds) downforce at 100 mph and the front spoiler changes give us an additional 20 kg (44 pounds) over the standard Cosworth.”

The re-engineering of the spoiler was typically informal and made at the Ford wind tunnel in Cologne. This was all pre-computer-aided design, remember. “Eberhard Braun, a motorsport engineer, took a car and some bits of card and aluminum into the wind tunnel at Merkenich,” Moreton told me. “From there it went to the design studio, where it was properly designed by Tony Grade. The panels were made by Phoenix, a German company.”

The official maximum power of the RS500 was 224 bhp (221 hp), against 204 (201) for the Cossie, but maximum torque was only 3 lb-ft more. In race trim, though, we now know the engine will make north of 550 bhp (542 hp) in a Group A racer, transforming the quite benign road car into beast. Some crucial bits of “added metal” on the RS500 included a much larger Garrett T31/T04 turbocharger with pressurized bearing lubrication, providing enough air to generate so much power. The turbo went hand-in-hand with a substantially bigger intercooler. It’s the huge turbo and air intake system that dulls low-down punch of the RS500 compared to the original.

On the road car, the boost remained the same as the Cossie, at 9 psi, but in the racers the “wick” would be turned up much higher. More fuel would be needed to generate the extra power, so there was a second row of “yellow” fuel injectors (yellow denoting higher capacity) complete with wiring and pipework to feed them, but on the road car these weren’t active. Rear suspension changes would allow racers to change the angle of the semi-trailing arms to alter camber and tracking as the car cornered hard.

The engine’s iron cylinder block was cast with thicker walls surrounding the cylinders. The bolts fastening the cylinder head to it, rather than simply screwing into the top, ran right the way through to prevent head gasket failures at the awesome pressures it would be running. There were even stronger forged pistons, a beefier oil pump, and oil spray cooling for those pistons. All these mods hinted at the massive potential the engine had.

“This car was designed to be the winning car in Group A,” said Moreton. “And the evolution car has some very significant changes in it. I don’t think anyone realizes how significant they are when it comes to reliable, high-power 24-hour racing.” As a road car though, the RS500 lacks the driveability of the original Sierra Cosworth, only getting going at around 4500 rpm, compared to 3500 rpm, making it feel laggy and less punchy. That compromised flexibility showed up when Performance Car (of which I was the editor at the time) tested it at Millbrook Proving Ground. Against the standard Sierra Cosworth, the RS500 was actually slower from 50 mph to 70 mph in fourth and fifth gears.

So what of the design? My third stop in the RS500 story was a visit back to Dunton and a chat with Ford of Europe’s director of design in 1987, Andy Jacobson. In those days, Ford exteriors were designed in Germany while interiors were penned at Dunton. His opening gambit at our meeting was, “I have two Cosworths, one here and one in Germany.” At the time, Ford execs traveled regularly between the two sites. “The fantastic thing about having one in Germany is being able to use the car at full throttle, at top speed, without going to jail.” Jacobson was chief designer in the UK when the original Sierra Cosworth was designed and recalled, “If you’re designing a car like the RS200, you know damn well all you’re really going to need is a credit card and a tooth brush. With the Cosworth, you can have your cake and eat it. That, to me, is a really good piece of design.”

If it’s the ultimate driver’s car you’re after, don’t choose the RS500, because the original Sierra Cosworth is that much nicer to drive and looks just as good, if not better, with its cleaner rear end. If it’s rarity you’re after, then the RS500 is the choice for collectors. That said, perhaps the value of the RS500 today is not just about scarcity, because it didn’t just triumph over the opposition in world-class saloon car racing—it pulverized it.

The legend is fuelled by numerous videos of the RS500s at Bathurst and elsewhere on YouTube, which are truly gobsmacking to watch. When I met Rod Mansfield for a story on the Sierra Cosworth RS500’s namesake, the Focus RS500, years later, he pondered those days of the Sierra supercars. “Even before it was built, the intention was for it to be the European Touring Car Challenge champion,” he said. “And it was.” And that pretty well sums up why collectors today are willing to pay north of half a million pounds for an old Ford.

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A 1962 Ferrari 330 LM / 250 GTO has sold for $51.7M (including buyer’s premium) at a Sotheby’s auction in New York, adding a few more gold stars to the car’s already impressive resume. It’s the most expensive auction car of the year and the second-most expensive car sold at auction, ever. It could have brought more, and other examples of this Holy Grail Ferrari have reportedly sold for more privately, but for now the car is the most expensive GTO sold at auction as well as the most expensive Ferrari ever sold at auction.

After its announcement in August, the GTO—Chassis 3765 LM—has been the most anticipated and talked about auction car since last year’s sale of a one-of-two 1955 Mercedes-Benz 300 SLR Uhlenhaut Coupe. The Merc became the first car to break nine figures, doing so in dramatic fashion with a world record sale at $142M. That record is likely to stand for quite some time, and if the Mercedes was a “once in a generation” sale, a Ferrari 250 GTO is one of those “just a few times in a generation” transactions. Still exciting, still significant.

A Ferrari 250 GTO receives that characterization because, really, it’s a lot more than just a car. It’s on the very short list of eight-figure automobiles, sure, but it’s also one of the most beautiful and influential designs on four wheels and many consider it to have become more art than vehicle. It’s a piece of history, as well: GTOs have an enviable racing pedigree achieved during some of the best years for a company known for entire eras of greatness at the race track. It’s also a ticket to the most exclusive events in the world—no car show, concours, historic race or rally, or museum exhibition is going to turn away a real-deal GTO. The famous GTO “Anniversary Reunion,” where every five years or so a cluster of GTOs meet up in some postcard-worthy region for a drive, is only open to the three dozen GTOs built. Finally, bringing home a GTO means you’ve reached the peak of car collecting: if you’ve had one, there’s little else to hunt down. And they do take hunting. GTOs tend to stay with their owner for a long time, and just three, including Chassis 3765, have come to auction over the past ten years.

Developed for the 1962 racing season, the GTO was homologated (the “O” stands for Omologato) as the latest and greatest evolution of the well-proven and successful 250 GT. Among its many differences from its predecessor, the 250 GT SWB, was its improved bodywork. Aside from being very easy on the eyes, the more aerodynamic body allowed for higher top speed than the SWB, which was useful at high-speed tracks like Le Mans. The 3.0-liter Colombo dry sump-lubricated V-12 engine also sat lower in the chassis, which helped in the corners. Even against stiff competition from the powerful Shelby Cobras as well as E-Type Jags and Aston Martins, the GTO took Ferrari to the top spot in the over 2.0-liter class of the World Sportscar Championship for 1962, ’63, and ’64.

Just two GTOs have crossed an auction block in recent memory before this week, both for all-time record prices at the time. Bonhams sold one with the more desirable Series I bodywork in Monterey in 2014, and despite a fatal in-period crash and a complete rebuild following, it sold for $38.1M. Four years later in Monterey, RM Sotheby’s sold one with the less desirable Series II bodywork but a cleaner history for $48.4M. Behind closed doors and away from the curious eyes of the public auction world, several GTOs have allegedly changed hands at prices ranging from $40M to $90M.

Like the GTOs sold in 2014 and 2018, and like many old race cars, 3765 has a few caveats. The primary factor is that it is one of a handful of cars fitted in-period with a larger 4.0-liter engine—technically, that makes it a 330 LM—despite its Tipo 1962 GTO body. With that engine, Mike Parkes and Willy Mairesse drove it to a class win at the Nürburgring 1000 KM. After that, its three-carb engine was replaced with another 4.0-liter mill for Le Mans, this one fed by six Webers for an estimated total of 390 hp (90 more than the 3.0-liter 250 GTO). At the 24-hour French race, 3765 started 4th but Parkes locked up the brakes early in the race, slid into the sand, and spent half an hour digging the car out with a shovel. Though he got the car going again, a little past the six-hour mark, the engine overheated and gave up.

After those two races with Scuderia Ferrari, it then sold to private Italian hands, was converted to 250 GTO specs and raced as a 250 GTO, hence RM Sotheby’s labeling it as a “330 LM / 250 GTO.” The Targa Florio in 1965 ended in a DNF, but numerous first, second, and third place finishes made 3765 the runner-up for that year’s Sicilian Hillclimb Championship. In 1967, after the GTO’s competitive racing career was over and before they got crazy-expensive, 3765 sold to a California owner who had it painted yellow. In 1973 it sold to engineer and Ferrari Club of America (FCA) chairman Fred Leydorf. In 1985 he sold it to Jim Jaeger of Ohio, who had it restored in the ’80s and owned the car until this week. It has won its class at the Cavaillino Classic as well as awards at the FCA National Concours d’Elegance, Meadow Brook Concours, and at the Amelia Island Concours, and taken second in the GTO class (out of 23 cars) at Pebble Beach. It also participated in the 250 GTO 45th Anniversary Tour in Sonoma, California. So, despite the naming confusion, the people whose opinions really matter appear to have long since accepted this car as a proper 250 GTO.

Auctioneer Oliver Barker opened bidding at $34M, and over the next several minutes bids arrived in $1M and $2M increments until settling at a $47M winning bid, making for a $51.7M final price. A record-breaking Ferrari, then, as well as the most expensive auction car of 2023 by far—well over the $30,255,000 achieved by the 1967 Ferrari 412P sold in Monterey back in August. But not a blowout price, either. As mentioned, other GTOs have allegedly sold for more privately, and if you account for inflation, 3765 actually sold for less than the Series II-bodied GTO from 2018.

It would be a stretch to call anything dubbed a “world record” price and anything that costs nearly $52M a bargain or a good value. But this car does get into the same races, rallies, and events as those alleged $60M, $70M, and $90M GTOs at a hefty discount.

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For those of us who remain perpetually chin-deep in the metrics of the collector car market, RM Sotheby’s surprise Monterey announcement of its forthcoming 1962 Ferrari 250 GTO sale had us scrambling for our smelling salts. It is, for a lack of a better phrase, a Very Big Deal.

Headlines and social media detonated at the news, pegging this as the most significant sale since last year, when RM Sotheby’s sold a 1955 Mercedes-Benz 300 SLR Uhlenhaut Coupe for a world record $142M.

And with good reason. After all, we’re talking about a 250 GTO here! For many, that jumble of three numbers with three letters signifies wealth supreme. It’s a billionaire’s toy, best approached as a hefty—or often not so hefty—slice of an asset portfolio or historical artifact, and not as something so reductive as a “car.” Having broken multiple sale records over the years and enough times to make headlines not just in car media but mainstream news, the 250 GTO has transcended car culture into global awareness.

In the last 25 years, 250 GTO ownership has become one of the most exclusive clubs in the car collecting world, albeit one without an official charter, website, or publication. Every five years or so, a cluster of GTOs converge on some requisitely picturesque region for the vaunted “Anniversary Reunion.” It’s a status exercise even among those with high status, a car and an experienced that represents a sort of “final boss” of car collecting. For some in this sphere, from the moment you park one in your garage, you’ve won. There’s nowhere else to go other than down.

People understandably tend to hold onto their GTOs for quite a while. Including RM Sotheby’s example crossing the block next week, only three of the 36 built have come to auction in the past ten years. Given the GTO’s bluer-than-blue-chip status, rarity, and position as a weapons-grade investment asset, this one could very well land among the top three public sales of all time if it sells. Regardless of sale price, it will very likely be the crown jewel in any collection or museum it lands.

How high will the hammer strike? We’ll have to wait and see.

Like most 1960s cars that turned a wheel in anger, there’s a lot to unpack about chassis no. 3765LM. Or 3765GT, depending on the document. It gets confusing. But before we go further, let’s get one thing straight—regardless of anyone’s view, 3765 is a fabulously special car.

As the 250 GTO is one of the most written-about, studied, and documented series of cars in history, we’re not going to do a deep dive into what makes it so desirable beyond some broad strokes—there are much more comprehensive and elucidated GTO histories to be found. We suggest starting with Jess G. Pourret’s seminal The Ferrari Legend: 250 GT Competition from 1977, a book widely credited as heavily contributing to the GTO’s rapid ascendance into myth.

Ferrari developed the GTO—or Gran Turismo Omologato—for the 1962 race season as an uprated and heavily revised evolution of the highly successful 250 GT SWB. The GT struggled to breach much beyond the 150-mph mark due to aerodynamics, while powerful Shelby Cobras and slippery Jaguar E-Types were proving quite the challenge in the 250 GT’s popular Group 3 class. The resulting Scaglietti-penned GTO was far more aerodynamic, its top speed now reaching a reported 174 mph.

For three seasons, Ferrari’s new Goat was a force. The GTO claimed the FIA’s International Championship for the over 2000cc class in 1962, 1963, and 1964. In addition to winning the 1963 and 1964 Tour de France, class wins and second-place overall finishes were clocked at 12 Hours of Sebring and 24 Hours of Le Mans.

That sultry, swooping body made it not just fast, but also drop-dead gorgeous. This, along with stellar competition history during some of the company’s best years put the GTO at the center of the Ferrari Venn-diagram, elevating it in some collector’s eyes as the quintessential Ferrari.

Of course, not all GTOs are considered equal. If you seek the best, you’re going to want one of the 33 Series I cars built between 1962 and 1963. They’re the prettiest and most recognizable of the two series, and carry a hefty price premium over the later Series II.

A true Series I hasn’t come to public auction since Bonhams sold number 3851GT in 2014, breaking the then-sales record at $38.1M. Impressive, but consider 3851 was the subject of a fatal in-period crash, and was completely rebuilt following the tragic accident. The next GTO auction sale moved through the RM Sotheby’s 2018 Monterey sale, dropping jaws with a $48.4M final price for no. 3413. Though lauded as quite original, 3413 is also a Series I rebodied in-period to Series II bodywork, very likely lopping of more than a few mil from that final result.

A few months prior to that Monterey sale, there was also the not-so-private private sale of no. 4153 (an important Series I) that allegedly traded short of $80M. Since then, a handful have also allegedly traded off-market for figures ranging between $50 million and $90 million.

So, it’s more than 10 years since a Series I 250 GTO without an asterisk has crossed the public auction block—and the upcoming sale of number 3765 isn’t going to change that.

Chassis 3765 is one of three 250 GTOs built with a larger 4.0-liter V-12, a full liter up on the standard 3.0-liter heart found in the rest of the family. Designed for a new 4000cc class briefly introduced for Sebring, the Targa Florio, and the Nürburgring 1000 KM, these monsters were officially labeled as 330 LMs, not GTOs. That last bit right there is quite the contentious statement, but hey—we’re just going off of what documentation and Ferrari says, as outlined on its historical website.

To accommodate the larger engine, 330 LMs were built on Ferrari’s type 538 chassis, more colloquially understood as a shortened version of 400 Superamerica frame. Going off of nut-and-bolt DNA, the only thing “GTO” about the original 330 LMs was that bodywork, and outside of 3765, even that isn’t identical. The earliest history of 3765 is a bit murky, but RM Sotheby’s claims it was built as a 250 GTO, and subsequently had its triple-carb 3.0-liter removed for the larger 4.0-liter. Some wonder why would Ferrari use the beefier 538 frame in place of a “true” GTO’s tipo 539 if the car was destined to be a 3.0-liter from the get-go.

In any case, RM Sotheby’s says Ferrari converted 3765 to “true” 250 GTO specs soon after its obsolescence in 1962. A shunt during its run at Le Mans blocked a radiator and caused the big block to overheat, so the subsequent replacement 3.0-liter currently sold with the car is considered its third engine.

For much of its life, 3765 and its fellow large-engined siblings were widely referred to as either 330 LM or 330 GTO, with the shift toward 250 GTO nomenclature occurring sometime in the 1980s and early 1990s. A wildly special car, but it’s not hard to imagine an informed collector car magnate in search of a “true” Series I 250 GTO without caveats or asterisks to remain picky. And despite the GTO’s avoidance of the public auction limelight, it’s been strongly substantiated that there are between one and three 250 GTOs on private offer during any given year, and we’re sure a thick enough checkbook could wrest most GTOs from their hiding places if the “want” is strong enough.

So, is 3765 really “The One” as RM Sotheby’s claims?

Well, we’re happy to report that cognoscenti indeed consider it to be within the fold, and there’s more going for 3765’s potential moonshot sale than against it.

3765 is the only 4.0-liter GTO—or is that 330 LM?—fielded by Scuderia Ferrari itself. A class win and second-overall finish at the 1962 Nürburgring 1000 KM, an appearance at Le Mans, and a string of localized Italian victories gives it serious motorsports pedigree. We know this as, aside from questions about its early life, 3765 is impressively well-documented thereafter—another plus.

If the argument is to be made that this isn’t a “real” 250 GTO, why did it take home a second-place class finish out of 22 250 GTOs at the 2011 Pebble Beach Concours d’Elegance’s GTO class? A few months later, it took home the overall win for Amelia Island Concours d’Sport, a field that included a cluster of fellow 250 GTOs. Furthermore, 3765 is on record as a participant in the GTO 45^th Anniversary Reunion in 2007.

That’s some serious provenance, too. Couple this to 3765’s status as new-to-market after 38 years of ownership, and there’s bound to be some really heavy bidding in the room.

Now, how does 3765—or any 250 GTO—stack up against the seemingly indomitable 300 SLR “Uhlenhaut?” It’s definitely apples and oranges, but if we look at it as a numbers game, there were 36 (or so) 250 GTOs against just two 300 SLR coupes. Until last year’s blockbuster sale, Mercedes-Benz was the sole owner of both cars, whereas all GTOs reside in private hands and have for a long time. There may be just too many GTOs puttering around to approach the singular private SLR’s stratospheric water mark. Strange thought, isn’t it?

Then again, consider a public shot at a GTO is a rare chance to ensconce yourself in car collecting lore. You’re paying the most expensive club initiation fee in the world, you might as well make it hurt. As we’ve seen time and time again, it only takes two over-enthusiastic bidders to create an outlier sale.

Our prediction? More than a dollar, and less than a billion. We’ll be watching with champagne on ice.

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

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

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

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

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

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

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

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

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

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Where did the universe come from? What is our role in it? What do you buy if your penny stocks have paid off, if not a white-on-white Lamborghini Countach? These are important questions. One of them has an easy answer.

In the late 1960s, Marcello Gandini hammered a wedge into the supercar styling paradigm with the original Countach design. Horacio Pagani gave it a radical sendoff two decades later with his work on the 25th Anniversary model. But only one Countach was modified under the direction of cinema’s Martin Scorsese. Unlike the sketchbooks and clay of bygone, brilliant automotive designers, the Oscar-winner opted to use a few golf carts and a flatbed truck to achieve his vision.

On November 25th, the Bonhams auction house will auction off the (anti)hero car driven by Leonardo DiCaprio’s character, Jordan Belfort, in 2013’s The Wolf of Wall Street. The sale is part of Bonhams’ inaugural “On the Grid: The Abu Dhabi Auction” at the Yas Marina Circuit.

The Bianco-Polo-over-Bianco-leather 1989 Lamborghini Countach 25th Anniversary car featured in Wolf has been preserved in as-destroyed condition since the 2013 premiere of the film. Bonhams estimates it will sell for $1.5–$2 million. That’s a lot of “fun coupons” for an already ridiculous car, in this case rendered immobile in pursuit of movie magic.

Just under 660 examples of the Lamborghini Countach 25th Anniversary model were built, with the going rate for a #2 (Excellent) condition example in excess of $600,000, and a merely #4 (Fair) condition example commanding $345,000 on average. But if true excess is what you seek, why not spend multiple times that amount to own an inoperable one used in one of the most debaucherous driving sequences ever put to film? You may not be the fraudulent Wall Streeter-type, popping ‘ludes and opening scissor doors with your feet after rolling down the stairs of the Brookville Country Club, but you can still own the ultimate signifier of unchecked hedonism.

The auction lot also includes a costume from the scene; a director’s chair and clapboard signed by Scorsese, DiCaprio, and Margot Robbie; two crew hoodies; and not one, but two—yes, two—copies of the film on DVD. (A pair of VHS tapes would be more period-correct, but at least the car is the real deal.)

In fact, two Countach 25th Anniversaries were used for the scene, the other being an unscathed backup car seen only for a few seconds. That makes the star car shown here a true cinematic one-of-one. In that context, we can better wrap our heads around its potential value exceeding even the most perfect, most original Countach 25th Anniversary.

As-is the car is more or less sculpture. Tampering with that, even to restore it to perfection if that’s possible, likely would reduce its value even though certificates of authenticity proving the Lamborghini’s on-screen provenance might still make it worth more compared with a “normal” one.

Another option is to get the thing mechanically sorted and drivable while leaving as much of the aesthetic damage intact as possible—call it movie prop patina. Then again, anyone with more than a million to spend on a non-running wrecked Lamborghini might have an suitable spot to simply display it in a Scarface-esque compound somewhere.

The Wolf of Wall Street is one of the rare movies that rivals Goodfellas in terms of fans taking the wrong message from the  corrupt characters’ exploits on screen. But if someone unironically thinks greed is good, this Countach would look quite cool displayed next to a pillar holding up a diamond-encrusted skull by Damien Hirst or something.

Car enthusiasts would likely prefer to own a different Wolf’s Countach—Walter Wolf’s to be specific—but nobody can promise such a purchase would come with a pair of sweatpants and $35 worth of DVDs. Tough call how to spend those fun coupons.

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

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

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

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

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

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

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

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

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

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

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

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

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When film and television director John Frankenheimer died in 2002, cinema buffs and car lovers both suffered a great loss. The director of critically acclaimed thrillers such as The Manchurian Candidate, Seven Days in May, The French Connection II, and Reindeer Games was also the director of Grand Prix (above) and Ronin, two of the best movies ever made with cars as the action stars.

Turns out that besides being a genuine car enthusiast, Frankenheimer was also a rabid collector of model cars. A 1988 Getty archive photo of Frankenheimer shows him at his Los Angeles home attending to floor-to-ceiling glass showcases crammed full of some of the 1800 diecast models he collected or built himself over his lifetime. After long storage in a climate-controlled facility, that collection is now being offered for auction—not as a whole, but as 1800 individually numbered lots that have been painstakingly cataloged and photographed by Los Angeles Estate Auction in Glendale, California.

The company, which has done celebrity auctions in the past, was approached by the Frankenheimer estate about selling the collection as well as a few awards that John received during his career. The whole collection was appraised at $250,000, according to Zack Oganesyan, consignment director at Los Angeles Estate Auction. That works out to an average value of $139 per model, a relatively affordable way to own a piece of the famed director’s legacy.

Some of the items will undoubtedly sell for more. Model experts will spot some rare pieces from long-gone model companies that have been signed by famous modelmakers such as André Marie Ruf, Buzz Lockwood, and John Simons. Some of the models also have “JF” scrawled on the bottom, implying they were made by or specifically for John Frankenheimer.

Besides those, we also saw some relatively cheap diecast models that will likely sell for $10 or less (plus 25 percent buyer’s premium).

Almost all of the collection is 1/43rd scale, said Oganesyan, meaning the models are around four inches long and made of various materials, from resin to white metal, a mixture of tin and zinc that was commonly used in toy soldiers.

The auction catalog is scheduled to go online on November 1, and the three-day live auction will commence on November 17. Oganesyan said the catalog will feature five photos of each model, a substantial effort that entailed taking and organizing around 9000 photographs. Oganesyan figures each lot will take about a minute to sell, which means the whole auction could last 30 hours. Which is why it’s scheduled for three days. The man liked his models.

Online bidders must pre-register with liveauctioneers.com. See www.losangelesestateauction.com for more information.

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Cute, isn’t it?

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

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

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

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

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

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

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

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

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

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A huge collection of work trucks, tractors, and cars from the 1910s through the 1990s is set to be sold on October 26 and 27 by Kraupie’s Real Estate and Auctioneers. The auction, which we learned about thanks to Barnfinds.com, will be held at Scrapco, in Sidney, Nebraska, just north of Interstate 80 in the southern Nebraska panhandle. The bulk of the collection seems to be light- and medium-duty trucks from the ’30s,’40s, ’50s, ’60s, and ’70s, with mid-century tractors from Massey-Harris, Ford, International Farmall, and John Deere to match. Even if trucks aren’t your thing, with more than 800 vehicles set for sale, there’s something to suit your tastes.

The 1946 Ford and 1967 Chevy shown above are a good representation of the bulk of the vehicles up for grabs, and while there might not be a lot of collectors that need a big flatbed, we hope that some of these workhorses can return to at least some kind of use, even if they’re kept with all of their patina. Among the hundreds of flatbed trucks, we spotted some rather unique and noteworthy models that are worthy of restoration.

One of the coolest cars that we found is the 1969 Cadillac wagon that you no doubt spotted above. Cadillac didn’t make wagons like this in the ’60s; they were built by upfitters. We’ve seen a couple of different variations of the roof and tailgate on these models; this combination seems to be lifted from a 1969 GM B-body and seamlessly grafted onto the Cadillac sedan. The pillarless four-door already had great lines, and the long roof only accentuates them. We’re already visualizing this thing restomodded with a 4L80 overdrive behind the big Cadillac V-8 and maybe some bull horns up front. You know, to keep it classy.

Besides our rare Cadillac, we found a rusty but seemingly complete Lincoln Continental, a six-pack of Fiat Spiders, and a fastback 1964 Barracuda missing its rear glass that got our imaginations going. Some collectors have taken notice of the Barracuda, but plenty of restorable classics have nary a bid.

While the collection seems to have a little bit of almost everything, there are a few other models that stand out. One that is definitely overrepresented is Studebaker’s Grand Turismo Hawk, with seven listed for sale. The unique roofline of this particular variant is stunning and is one of our favorite Brooks Stevens designs, which is saying something. In just that one photo, you can see four of them lined up together.

We also spotted three Olds Toronados, which has got to be the highest concentration of those uniquely beautiful personal luxury coupes we’ve seen in a long time.

Dig through the listings and you’ll find mid-century sedans and wagons from the Big Three as well as several Corvairs, including a few sedans, a couple of coupes, and a pair of vans.

If long-distance road trips are your calling, the auction has a couple of vintage RVs and some big sport utility vehicles that would make for excellent projects. Think of the boxy Chevy and Ford shown above as the grandfathers of the conversion van or mini RV. These short-wheelbase vans would require some innovative packaging inside to make for a comfortable mini RV, but we’d love to see some resourceful craftsperson give it a shot.

This GMC bus and International Harvester Travelall would both make excellent overlanders given the proper underpinnings. The Travelall has the same wheelbase as the second- and third-generation Ford Expedition, if you’re up for a chassis swap that doesn’t involve any shortening or stretching. Ford used Navistar diesel engines for a while, so you could justify the swap for all but the most hardcore of IH fans.

There’s not much time to make plans to see this auction if it wasn’t already on your radar, but if any of our readers do wind up with one of these classics we talked about, or any of the hundreds of others, please let us know about your plans and any progress. We’d love to see some of these projects make it back on the road.

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

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

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

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

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

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

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

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

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

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

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