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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Chrysler’s Plymouth Division used the Belvedere name from the 1951 through 1970 model years, and the first to get properly exuberant tailfins was the version built for 1955 and 1956. Here’s one of those cars, found at a Denver-area self-service car graveyard recently.

Just as was the case with such Detroit machines as the Chevrolet Malibu and Ford Crown Victoria, the Belvedere name began its automotive career appended to another model name that subsequently disappeared. This was the 1951-1953 Plymouth Cranbrook, the two-door hardtop version of which was designated the Cranbrook Belvedere.

The best-known Belvederes today are the 1962-1970 B-platform midsize cars, which served as the basis for the legendary Plymouth GTX and Road Runner muscle cars. After 1970, the Satellite name—itself a former Belvedere trim-level designation—shoved the Belvedere name aside.

Chrysler’s low-priced Plymouth Division sold cars like mad after World War II ended, but Plymouth’s dowdy late-1940s body designs were hurting sales by the time future-crazed 1954 rolled around; during that year, Buick and Oldsmobile blew by Plymouth in the sales standings. For the 1955 model year, new Plymouths got the Virgil Exner “Forward Look” treatment, fins and all.

Now Plymouths looked just as modern as their Chevy or Ford rivals, and sales increased by more than 240,000 units versus 1954.

Not only that, but 1955 Plymouth shoppers could opt for overhead-valve V-8 power under the hood for the first time—previously, every Plymouth since the brand’s birth had been powered by flathead straight-four or straight-six engines. Chevrolet had introduced an OHV V-8 of some importance for the 1955 model year as well, while Ford’s Y-Block V-8 had debuted the year before that.

Chrysler had been bolting its Hemi V-8 engines into high-end Chrysler-badged models since the 1951 model year, and even the DeSoto and Dodge Divisions eventually received the Hemi treatment. Lowly Plymouth, however, wasn’t about to get such a costly engine (until later on), so a cheap-to-manufacture “semi-Hemi” or “polyspherical” version with a single rocker shaft per cylinder head was devised. That engine family begat the Hy-Fire polyspherical-headed V-8, which used a different block design and eventually led to the LA-series small-block V8s that were built from the middle 1960s and into our current century.

This bubbling stew of related and not-so-related Chrysler V-8 engines gets very confusing in the 1956 model year, when new Plymouths could be purchased with either the semi-Hemi 269-cubic inch V-8 (also known as the 270) and its 180 horsepower or the A-series 276-cubic inch Poly V-8 (generally known as the 277) with 187 horses. This car has the latter type, which may be original or could be a swapped-in later version with more displacement. The A-series Poly V-8 proved to be something of an evolutionary dead end, though it was a successful engine that was installed in plenty of Chrysler machinery through 1967.

The base engine in the 1956 Belvedere remained the good old flathead straight-six, with a displacement of 230 cubic inches and an output of 125 horsepower.

The base transmission was a three-speed column-shifted manual, but this car was heavily optioned and came with the PowerFlite two-speed automatic transmission controlled by Chrysler’s new-for-1956 pushbutton shifter (the shifter, located to the left of the instrument panel, has been removed from this car).

The PowerFlite was a true automatic, unlike the earlier Fluid Drive.

This Motorola AM radio lacks markings for the CONELRAD nuclear-attack frequencies of 640 and 1240 kHz, even though they were required in 1956. Perhaps it’s an overseas-market radio.

The list price for a 1956 Belvedere four-door sedan with 269-cubic inch V-8 started at $2154, or about $25,201 in 2024 dollars. The automatic transmission added $184 to that ($2153 after inflation). A 1956 Chevrolet Bel Air sedan with 265-cubic inch V-8 and Powerglide two-speed automatic had an MSRP of $2356 ($27,564 in today’s money), while the 1956 Ford Fairlane sedan with 272-cubic inch V-8 and Ford-O-Matic three-speed automatic listed at $2409 ($28,184 now).

The Plymouth Division was named for a brand of rope popular with American farmers at the time, but later on the branding changed focus to Plymouth Rock and the Mayflower. During the middle 1950s, Plymouth logos depicted the Wampanoag people humbly presenting gifts to their future conquerors.

This car has very little serious rust for a 68-year-old car that has been sitting outdoors in Colorado for decades, though the interior has been thoroughly nuked by the harsh High Plains climate.

It could be restored, but that might not be an economically sensible choice for a fairly ordinary mid-1950s Plymouth post sedan. The more powerful Fury hardtop coupe gets most of the attention given to ’56 Plymouths these days.

This car’s final parking space is among many other interesting vehicles from the 1930s through 1970s (including the 1952 IHC L-130, 1959 Borgward Isabella Coupé, 1958 Edsel Citation, 1963 Chevrolet Corvair Monza Club Coupe, and 1963 Chrysler Newport that have appeared in this series) at Colorado Auto & Parts, located just south of Denver.

CAP is home to the famous aircraft-radial-powered 1939 Plymouth truck, which was built there by members of the family that has owned the establishment since the 1950s. If you stop by to buy some ’56 Belvedere parts, you’ll see this pickup parked next to the cashier’s counter.

Yes, it runs and drives!

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We love talking about concept cars of every era, but the 1990s have a special place in our heart. It was a good decade for automotive diversity, especially for enthusiasts: SUVs were emerging as a hot new segment, true, but none of them purported to be a coupe or track star. Sport sedans thrived. So did hot hatches. The Miata debuted in 1989, kicking off the roadster craze. Chrysler was, for most of that decade, just Chrysler—not some confusing multinational conglomerate with a name that no one remembers.

Even the automotive ideas that didn’t make production had pizzazz—in a few cases, as you’ll see below, perhaps a little too much pizzazz. We’ve covered ’90s concepts before, but after a spin through the treasure trove that is Alden Jewell’s catalog of car brochures on Flickr, we decided it was time to focus on the concept cars from the U. S. of A., rather than the European contingent that dominated that last list.

Step back in time with us to an era when Buick was thinking of wild sedans, Pontiac was still cool, Mercury … existed, and Dodge was high off the Viper.

1999 Buick Cielo

If you thought Buick’s newest concept car was unorthodox, prepare yourself: The Cielo is much, much more out-of-the-box. (Despite that throwback grille texture, which is very Y-Job.) A four-door convertible, with retractable headlights and voice-operated doors? You’d never know this thing was based on a highly modified Regal GS. The top, complete with its rear glass, stowed beneath a panel at the back thanks to a cable system hidden in the two arches that frame the “roof.” Power came from a supercharged 3.8-liter V-6 making 240 horsepower.

Judging by the much tamer concept of the same name that Buick showed off the following year—and marketed as a possible limited edition—the automaker thought the convertible four-door idea had legs. In Buick’s words, the Cielo “proves just how broad and flexible and contemporary the idea of a premium family car really is.” Little did Buick know that, 15 years later, the only premium family car the people would want was an SUV …

1997 Mercury MC4

Motortrend got rather excited about the MC4 when it debuted in 1997: “The MC4 is for Mercury what the Viper Roadster was for Dodge nine years ago.” Yes, it was far more interesting to look at than the blob-like Mystique or the softly contoured Mountaineer … but no one knew that, 13 years later, Mercury would stop producing vehicles, its sales cannibalized by parent company Ford.

In 1997, however, Mercury’s star shone far brighter. The MC4 wore the edgy, minimalist look characteristic of Ford’s New Edge design language, initiated by the GT90 concept in 1990 and most familiar to folks on the 1999 Mustang. A trapezoidal grille and emphasized wheel arches are common to both that Mustang and the MC4, which actually started life as a V-8–powered ’96 Thunderbird. Unlike the T-Bird, the Mercury concept boasts four doors and a rear cargo area accessed by a pair of gullwing doors. It had style, space, and, of course, a healthy dose of tech that hadn’t quite been readied for production: video cameras instead of side- or rearview mirrors, nickel-chrome plate bedazzling the interior, and heated and cooled cupholders.

1997 Pontiac Rageous Concept

In 1997, Pontiac had four-door cars, and it had V-8–powered cars, but it didn’t have any V-8–powered, four-door cars. The Rageous, with its 350-cubic-inch small-block and vestigial set of rear doors, aimed to fix that. It could carry four people, but the trunk was accessed via a top-hinged hatch, making this more of a hatchback than a sedan. The Rageous had a six-speed manual transmission and a heavily vented, pointy schnoz that put that of the contemporary Firehawk to shame.

1994 Dodge Venom

If the Dodge Venom reminds you of a Neon, you’re on the right track: This 1994 concept was built on a version of the Neon’s platform. Unlike that compact, however, the Venom was rear-wheel drive. Compared to the sportiest Neon, the SRT-4, the Venom boasted an iron-block six-cylinder engine with 24, rather than 16, valves, and more power: 245 rather than 215 horses. The Venom looked like the perfect little brother to the Viper, which it honored with that side-scoop and squinty headlights atop a four-section grille. The concept even made the cover of Car and Driver‘s March 1994 issue, accompanied by the question: “Dodge’s pony car of the future?”

We wish such an affordable, spunky two-door had made production: Dodge wouldn’t have a direct competitor to the Mustang and the Camaro until the Challenger, which hit the streets 14 years later.

1995 Chevrolet El Camino SS Concept

It may remind GM fans of a Holden, but the El Camino SS Concept ute is a GM B-body at its core. GM’s Advanced Vehicle Development Center in North America built this ute out of a Caprice station wagon in just 16 weeks, grafting onto that people-hauler the nose of an Impala SS. Many of the steel body panels were made by hand. Power came from a 300-hp version of the LT1 V-8 found in the Corvette and the Impala SS (in different tunes) and was channeled to the rear wheels via a 4L60E Hydramatic transmission. Unfortunately, the platform that gave it birth spelled its doom: GM killed the age-old B-body at the end of 1996. RIP.

1994 Plymouth Expresso Concept

Would you believe us if we said this was a Plymouth? Maybe not, because the Expresso is more interesting than anything Plymouth made in the ’90s … until the Prowler arrived for the 1997 model year, at least. (That retro-mobile debuted in concept form the year before the urban runabout Expresso debuted.) The Expresso was built on the shortened frame of a Neon, to be sold under both the Dodge and Plymouth brands, and used the compact’s 2.0-liter four-cylinder to power its front wheels.

The four-door bubble would never reach production, but its name stuck around in the Plymouth lineup as a trim package on the Neon, the Voyager, and the Breeze. Be prepared to explain yourself if you mention this concept in front of a coffee snob: This weirdo’s name really is EX-presso, not Espresso. The proper pronunciation would be too … well, proper.

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“War. War never changes.” So runs the tagline of the new Fallout series currently running on Amazon, a live-action reimagining of a video game set in post-apocalyptic America. But don’t worry: you don’t need to know anything about fictional power armor or radiation cures to understand the fascination of the very real machine—the 1960 Plymouth XNR concept—that appears in a brief cameo. Blink and you’ll miss it: It only appears for a fraction of the first ten minutes of the opening scene, but some sharp eyes over at Autoblog caught it. Another footnote in the strange tale of the 1960 Plymouth XNR concept, the vehicle is a real-world war survivor and video game character all by itself.

Those of you who prefer word puzzles to pixelated sprites have no doubt realized that “XNR” is comprised of the consonants in the last name of mid-century design genius Virgil Exner. The car was styled during Exner’s golden era, after he’d left Studebaker for Chrysler, and during his friendship with Carrozzeria Ghia’s Luigi Segre. The latter relationship would result in the Segre-designed Karmann Ghia, a pretty little coupe with no sporting aspirations whatsoever. Exner though? He wanted to go fast.

Exner wanted to put the Chevrolet Corvette and the Ford Thunderbird in Mopar’s crosshairs. The likes of the 1954 Firearrow IV showed his early ambition to bring performance to Chrysler (it never entered production, sadly), but by 1960 there were even more radical ideas afoot.

Inspiration came from the racetrack. First, there was Exner’s personal Studebaker Indy car, a racer he’d owned back in the days when he worked for the company in Indiana. Next, there was his appreciation for the Jaguar D-Type, three-time winner of the 24 Hours of Le Mans (1955, ’56, and 57). With straight-six power and a signature asymmetric fin, the D-Type was clearly on Exner’s mind as he drew those first initial sketches in 1958.

The last piece of the puzzle was NASCAR. In 1960 Plymouth entered seven Valiants powered not by thundering V-8s but by 170-cubic-inch inline-sixes in a new compact car NASCAR race, and all seven cars finished ahead of the rest of the field. The success of the slant-six caught Exner’s attention.

Originally called the Asymmetrica, Exner’s concept would be built on a shortened Valiant chassis, with that 2.8-liter inline-six under its hood. Chrysler’s performance division went to work, adding a four-barrel carburetor with a ram-air intake, upgraded camshaft with higher compression, and tuning for the left-hand side-exit exhausts. Power was rated at just under 250 hp at 7000 rpm, with a redline of 7500 rpm, and a peak torque figure of 200 lb-ft. For comparison, the most powerful Corvette engine, in 1960, was a 283-cubic-inch V-8 that made 315 hp. With Exner at the wheel, the Asymmetrica went 142 mph. Some aerodynamic tweaks, and it managed over 150 mph. With a three-speed manual gearbox!

The body was sheet steel, shaped by the craftsmen at Ghia to fit Exner’s drawings. Chrysler later renamed the Asymmetrica the XNR, right around the time the company allowed Ford the rights to the Falcon name. Five years before, Exner had designed the Chrysler Falcon, another they-should-have-built-it stunner.

The completed concept was stunning: Le Mans racer meets The Jetsons. But, like so many of Exner’s forward-looking designs, the XNR would never see series production. Ghia built several examples of a modified, less-radical version, but these also weren’t financially successful. Chrysler sent the XNR back to Italy, as it could not be registered in the United States.

That extradition might have been the end of things, but Ghia turned around and sold the car to an unnamed German national, who then passed it on to noted car collector Mohammed Reza Pahlevi, the Shah of Iran. It was not the only Ghia-built, Exner-designed Mopar owned by the Shah; to this day, you can find the 1956 Chrysler K300 Special sitting in the National Car Museum of Iran in Tehran.

Shah Pahlevi didn’t keep the XNR long, and by 1969, the car was in Kuwait. We know this because anyone reading the May issue of National Geographic magazine would have flipped the page to see a car dealer called Anwar al Mulla driving the XNR around on the street like it was a Dodge Dart or something. Away from the car show circuit, the XNR looked even more outlandishly futuristic.

From here, the concept was sold into Lebanon, right before civil war ignited the country. It was tucked away in an underground garage while the world above it burned.

Nearly one million people left Lebanon during the conflict, especially those who could afford to escape. Many cars were left behind or tucked away in garages. Lebanese-born Karim Ebbe was a teenager when the war began, and he possessed a knack for ferreting out these hidden treasures. By the 1980s, he had teams of scooter-riding scouts to alert him of anything interesting, like a vintage Ferrari under a tarp. One day, those scouts told Ebbe they’d found something really weird.

He recognized the XNR from pictures in a Swiss book, and purchased it on sight. Then followed several nerve-wracking years as the civil war intensified close to its end, forcing him to move the car several times. When peace came, fifteen years later, the XNR badly needed restoration, but it had endured.

Ebbe held on to the car for several more years, until he entrusted Ontario’s well-respected RM Restorations with the task of bringing it back to life. The work required replacing several missing parts, and while there was plenty of documentation to pore through, getting the details right took time. After two full years of restoration, the XNR debuted at the 2011 Amelia Island Concours D’Elegance. Later that same year, it appeared on the lawn at the Pebble Beach concours.

On the 18th green of the famed course, XNR was awarded the Gran Turismo Award, given out each year since 2008 by Polyphony CEO Kazunori Yamauchi as an honorary judge. The prize for the award is digital immortality, as the winner is scanned and put into the Gran Turismo video game as a driveable car. If you have Gran Turismo 6 or 7, the two latest versions, you can buy your own XNR.

Thanks to sometime Hagerty contributor Jamie Kitman, we were able to confirm that the car shown in Fallout is the actual original XNR. (A very faithful reproduction done by Gotham Garage is owned by The Petersen Museum in Los Angeles.) The original is part of the Paul and Linda Gould collection, which also includes historic Alfa-Romeo and Bugatti models.

Exner was forced out at Chrysler in 1962, but the impact of his work still lasts today. As an onscreen embodiment of mid-century hope for the future, the XNR is a perfect piece of car-casting. And there’s something fitting about a show based on a video game featuring a car that’s playable in pretty much the most famous automotive game ever. You have to think Virgil Exner would have liked to see the car he put his name on still around after all these years, still taking part in popular culture, a past idea of an optimistic future.

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The post Before Its <em>Fallout</em> Cameo, This Midcentury Concept Car Hit 150 MPH and Survived a 15-Year War appeared first on Hagerty Media.

Will 1970s cars ever shake the negativity from the public at large? Oh sure, plenty of folks love them—I’m one of them!—but even in this day and age, Pintos, Nimitz-class Caprices, Granadas, and more get disdain from many quarters. And I will certainly not dispute the quality control issues seen on many cars of the era. But what variety. What choices, not only in color and upholstery but in body styles. And the F-body 1976–80 Plymouth Volaré and Dodge Aspen were amongst one of the tidiest, good-looking compact wagons of the era.

These new compact Chrysler Corporation vehicles were meant to replace the venerable, robust, plain vanilla but-oh-so reliable A-body Dodge Darts and Plymouth Valiants. But for one final hurrah, in 1976, the outgoing cars shared showrooms with the all new models.

For one last year, you could get a stone-reliable, if somewhat staid, conveyance. But the new cars were pretty nice looking for their time, fresh and attractive, right in line with the recently introduced Ford Granadas and Mercury Monarchs. But as an added fillip, station wagons were available.

There hadn’t been any compact Mopar wagons since the ’66 versions. And in the mid-70s, with suburbia being the oasis from the big city, wagons ruled. Country Squires, Caprice Estates, Malibu Estates, Catalina Safaris, and many others were popular and prevalent.

Trouble was, the new compacts had some teething issues. The most visible was prematurely—VERY prematurely—rusting front fenders. A recall was issued, and complainants were able to get new fenders at no charge, but it was a major black eye to Chrysler and soured many new owners into Granadas, Cressidas, and other makes.

Eventually, Mopar got its act together though, and ’78 and up models were much more robust and reliable. And through it all, the wagon was a notable perk. It’s my favorite body style amongst these cars. Unless we get into the ’80s and start talking M-body Fifth Avenues with pillow-top velour and coach roofs.

The Volarés came in three flavors: plain, mid-range, and fancy. The top of the line was the Premier, and it was available as a coupe, sedan, and wagon. Of course, Premier wagons got simulated wood on the sides and lift-up tailgate.

A ’77 Premier wagon had a base price of $4271 (about $22,656 today), weighed in at 3505 pounds unloaded, and a total of 76,756 were produced. Premier sedans were $4354 ($23,097) and 31,443 were built. The wagon was very popular, in all trim levels.

In fact, the tony Premier wagon was the second most popular ’76 model. Most popular? The base station wagon, which retailed for $3,941 ($21,996), and of which 80,180 were sold.

Today’s featured car was seen several years back on Marketplace. From my 1977 brochure, it appears to be in oh-so-period-correct Spanish Gold Metallic. Unfortunately, I have no recollection of where it was or what it was priced at, but I saved the pictures because it was the nicest one I had seen in years. These lasted until 1980. The final ’80 wagons sold had a base price of $3540 ($14,120); 19,910 were made. But that’s for all trim levels, as by that time the Premier extras were considered an option package and production figures reflected that.

One final note: For those in the know, the “Hamtramck Hummingbird” refers to that unique starter sound Chrysler products had back then. My mom’s ’92 Grand Caravan ES made the same sound! I’m not sure when the design was finally changed and that distinctive sound went away, but I would guess sometime in the mid ’90s. A little bit of that Chrysler Corporation uniqueness went with it.

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What better way for a gearhead to celebrate Valentine’s Day than with tiny trucks that make you say “aww”? We originally published this story in the summer of 2018; it’s back because LUV lasts forever. –EW 

It might be hard to imagine, given the current, cutthroat state of the pickup truck segment, but there was once a time when these task-focused haulers were largely an afterthought to the bean counters in Detroit. Fifty years ago, before King Ranches and Longhorns lined their interiors with enough leather to reach from Lansing to Laredo, trucks were barebones affairs built to get the job done and sold to customers who honestly weren’t expected to use them as daily drivers.

An even more hands-off approach was applied to the burgeoning compact-truck scene, which caught the Big Three completely off-guard at the beginning of the 1970s. General Motors, Ford, and Chrysler had essentially ignored the small pickups being imported by Toyota and Datsun throughout the previous decade, blissfully ignorant of the fact that a growing cohort of buyers was willing to take a chance on a “foreign” brand if it meant an easy-to-drive truck that offered decent practicality and a low purchase price. In fact, it’s safe to say that Datsun (now Nissan) carved out its first important foothold in America by way of its 320/520 series of mini-trucks.

Scrambling to capture a demographic they hadn’t even known existed, Michigan’s best minds had to come up with a compromise, and quickly, until they could marshal the resources required to develop their own homegrown trucks. The result was a series of captive imports rebadged to battle the best that Japan had to offer … with the best that Japan had to offer. Each automaker was able to avoid the egregious 25-percent “Chicken Tax” by importing its rigs in chassis cab configuration for final assembly stateside.

Let’s take a look at the trio of mini-trucks fielded by Detroit for that awkward 10-year stretch that lasted right up until the likes of the Ranger and S10 took over the reins.

Chevrolet LUV

GM’s ace in the hole when it came to dealing with the nascent mini-truck madness was that it owned a sizable chunk of Isuzu. After a few terse phone calls, Chevrolet had its first compact truck ready to go, sent across the Pacific in droves to America where it would receive both the Bowtie and the unusual “LUV” badge, an acronym for Light Utility Vehicle.

The LUV was as basic as you could get when it appeared in 1972, offering a 1.8-liter, 75-horsepower, four-cylinder engine; four-speed manual gearbox; and 88 lb-ft of shrub-pulling torque. With a 102.4-inch wheelbase and 1400 pounds of cargo capacity, Isuzu’s finest was a paragon of pint-sized practicality.

In 1976, the LUV would gain a three-speed automatic and front disc brakes. By the end of the decade it was possible to snag a chassis-cab version of the truck, choose between 6- and 7.5-foot bed lengths, add four-wheel drive, and benefit from an additional five horsepower from an upgraded four-banger. A number of styling changes would also come and go with the Chevrolet, including a switch from quad headlights to a simple pair in 1978.

Chevrolet was strategic in spreading the LUV, making the truck available first in parts of the country where buyers had already demonstrated significant interest in smaller pickups. As a result, the LUV sold in huge numbers, with sales shooting from just over 20,000 in its first year all the way to a peak of more than 100,000 in 1979.

The second-generation truck that appeared in 1981 adopted styling that resonated with fewer buyers, but it wouldn’t matter that sales were cratering because the S10 was right on the horizon—and besides, Chevy had little to complain about having moved 462,000 LUV units since the model was introduced. Not bad for a segment that no one saw coming.

Ford Courier

The Ford Courier was another example of an American institution leaning on a Japanese partner to fill a hole in its product planning. In 1972, Mazda was already selling the B1600 in the United States (and had been offering the more powerful B1800 in Canada since 1970), but it hardly minded when the Blue Oval strong-armed its way into the mini-truck mix by rebadging the B1600 as the Courier. Besides, Mazda had the Rotary Pickup waiting in the wings, so what did it matter if Ford wanted a few thousand piston-driven trucks in the meantime?

Ford took a more aggressive approach to updating the Courier than Chevy did with the LUV, at least when it came to drivetrain choices. Whereas the LUV would stick with its original powerplant throughout its entire production run, the Courier’s initial 1.8-liter four—with 74-hp and 92 lb-ft of torque—was eventually complemented by a roughly 90-hp, 2.3-liter option lifted from the Pinto (for its 1977 redesign), and then replaced entirely by a 2.0-liter mill (in ’79).

Ford also made a three-speed automatic available alongside the truck’s standard four-speed manual right from the start, adding a five-speed option in 1976. Strangely, despite the ostensibly identical Mazda delivering 2250 pounds of cargo capacity, the Courier matched the LUV with an advertised 1400-pound carry rating.

Other changes throughout the decade included the unusual decision to lengthen the cab by three inches in 1976, one year before the second-generation model debuted. Also strange was the availability of third-party four-wheel drive (most notably under the Courier Sasquatch name) in the absence of a Ford-developed system.

If you’re an EV historian, then you’ll also be intrigued by the ultra-rare Jet Industries ElectraVan 750, a battery-powered version of the Courier that offered 60 miles of range on a single charge.

The Courier would survive until 1982, when it was retired in favor of next year’s iconic Ranger.

Dodge D-50 / Plymouth Arrow

Chrysler leaned on its long-standing history with Mitsubishi when it came time to tackle the surging mini-truck threat. Unlike Mazda and Isuzu, however, Mitsubishi was pickup-poor throughout most of the ’70s, leaving the Pentastar on the outside looking in at all of the action being soaked up by Ford and GM.

It wasn’t until 1979 that Dodge would import the Mitsubishi Forte, which had gone into production the year before, relabeling it the “D-50.” Deciding that the best way to make up for lost time was to double its efforts, Chrysler also tagged Plymouth into the pickup game with the Plymouth Arrow, which was identical to the Dodge.

With a wheelbase seven inches longer than that of the LUV, and featuring a choice of engines delivering between 93 (from a 2.0-liter four) and 108 (from 2.6-liter four) horsepower, the Mitsubishi twins were certainly competitive. This was especially true when considering the larger motor’s 139 lb-ft of torque, and the availability of three, four, or five forward gears. Payload remained locked at the seemingly industry-standard 1400 pounds and was delivered by a 6.5-foot bed (with another 100 pounds of bed capacity added the following year).

In 1981, the D-50 would be renamed the Ram 50, and while the Arrow would disappear by 1982, the Dodge version would continue on for an astonishing 13 additional years (finally leaving the American market in 1994). During that time it would gain four-wheel drive, a four-door model (in addition to extended-cab versions), and endure a brief flirtation with diesel power.

Why did the Ram 50 endure? Truth be told, Chrysler was in total chaos in the early ’80s and had no money to throw at a dedicated compact-pickup platform. While Ford fans and Chevy loyalists were enjoying the Ranger and S10 for the 1982 and ’83 model years, Mopar maniacs were instead gifted with the ultra-weird (and short-lived) Dodge Rampage and Plymouth Scamp, L-body front-wheel-drive haulers that had more in common with the Subaru Brat than they did a legitimate truck. These were followed by the unibody Jeep Comanche in the middle of the decade, which was itself joined by the mid-size, and full-frame, Dodge Dakota in 1987, creating a confusing-at-best situation at Mopar dealerships for much of the ’80s.

That confusion seems appropriate considering how long it took the Big Three to figure out there was a mini-truck market in the first place.

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In its ongoing bid to not be ranked as the least satisfying fast food chain in America, McDonald’s has called on Hamburglar to help spread the word that the burger joint has upped its game.

Last year, the chefs at Micky D’s started “cooking up small but tasty improvements” to the burger lineup, from the basic Hamburger all the way up to the primo Big Mac. The taste sensations include, but aren’t limited to: “softer, pillowy buns that are freshly toasted, perfectly melted cheese that will make you savor every last bit off the wrapper, and juicier, caramelized flavor from adding white onions to the patties while they’re still on the grill.” Mmm-mm.

With Mayor McCheese headlong into his re-election campaign, Ronald McDonald buried in his obligations as a worldwide fast food ambassador/role model, and Grimace just completely untrustworthy to get the job done, company execs have called on Hamburglar, a common criminal, to deliver the news. And they even gave him a sweet, custom ride.

In fact, the Burgercuda is a 1970 Plymouth Barracuda that looks a lot like Hamburglar, with a white-and-black paint job and matching seats with custom Hamburglar headrests. Rather than spare change, gum wrappers, and hair stuck to old candy, in the console you’ll find a hidden burger warmer, which was not on the Mopar options list when new and is not, best we can tell, offered through Direct Connection. Other “burger-loving details” include bun-like hubcaps and a spare tire that looks like a huge cheeseburger. Hamburglar’s signature utterance, “RBL RBL,” can be found on the hood scoop and the vanity plates.

Of course, there’s a contest aspect to the whole thing, because who doesn’t love winning free burgers, especially when they’re juicier than ever and wrapped in pillowy buns? Hamburglar will be driving the Burgercuda coast to coast, and anyone who spots it can scan a code on the car to get free stuff, like a gift card (or Arch Card in McD’s parlance) and Hamburglar swag.

Although the Burgercuda is just one of 284 million cars on the road, you’ll know it when you see it. “We’re excited for fans to join in on the fun as they look for him on his burger-stealing spree,” says McDonald’s chief marketing and customer experience officer Tariq Hassan. “You never know where he’ll pop up next.” Keep your eyes peeled, folks. And do report back to us on the taste of those new burgers.

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Please welcome our newest columnist (and junkyard hunter extraordinaire), the great Murilee Martin. He has been writing about cars since starting as a catalog copywriter at Year One in 1995. He became a contributor for Jalopnik in 2007 and has since written for Autoweek, Motor Authority, The Truth About Cars, Autoblog, Car and Driver and others. Murilee has loved going to junkyards since he got his first hooptie car, a $50 Toyota Corona sedan, and he enjoys speculating on the lives led by junkyard vehicles and their owners. His personal fleet at present includes a 1941 Plymouth hill-climb race car, a chopped-and-shaved 1969 Toyota Corona lowrider, a 1996 Subaru Sambar kei van, a 1997 Lexus LS400 Coach Edition, and a 1981 Honda Super Cub. -EW

With the ever-increasing sales success of the Volkswagen Beetle and other small imported cars in the United States during the 1950s and 1960s, Ford and General Motors had the deep pockets to develop their own homegrown competitors from scratch: the Pinto and the Vega. Chrysler couldn’t afford to take that route, instead choosing to import and rebadge two cars from its European operations (the Simca 1204 aka Simca 1100 and the Plymouth Cricket aka Hillman Avenger) and one from a Japanese manufacturer (the Dodge Colt aka Mitsubishi Colt Galant). The Colt sold well here, but Chrysler still needed to produce an American-built subcompact designed for our roads. That car ended up being the Dodge Omni and its Plymouth Horizon twin, and I’ve found a well-preserved example of the latter in the same Colorado car graveyard that recently gave us the 1963 Chrysler Newport as the debut of the Final Parking Space series.

Unlike the Pinto and Vega, the Omnirizon (as these cars are commonly known by their aficionados) began life as a European design, with development taking place at Chrysler Europe’s operations in the United Kingdom and France. As was the case with the later front-wheel-drive Ford Escort, the European-market versions differed substantially from their American counterparts while maintaining a strong family resemblance.

So, just as owners of Chrysler/Talbot/Simca Horizons are justified in thinking of their cars as patriotic red-white–and-blue British or French machines, American Omnirizon owners have just as much right to consider their cars genuine red-white-and-blue American machines. Omnirizon production began in Illinois (at Chrysler’s Belvidere Assembly) in December of 1977, with the first cars sold as 1978 models.

Omnirizon sales started out strong, helped along by the 1979 Iranian Revolution and resulting oil shortage, and this simple and affordable car remained in production all the way through the 1990 model year. The Omnirizon was considered something of an obsolete 1970s relic by the late 1980s, but it was so cheap to build that it was able to compete on price with the most affordable imports.

The 1988 Omnrizon had an MSRP of just $5995, which comes to about $15,910 in 2023 dollars. The America trim level began life as the designation for the very cheapest Omnirizons, but by 1988 all of them were Americas. Not many new U.S.-market 1988 cars could undercut that sticker price, though some managed the feat.

The wretched Yugo GV had a hilarious price tag of $4199 ($11,144 today) that year, though the $5295 ($14,052 now) Hyundai Excel was the greater threat to Omnirizon sales. Just squeezing under the Omnirizon’s price (and available in the same dealerships) was the $5899 ($15,655 after inflation) Dodge/Plymouth Colt;  the Toyota Tercel EZ, Ford Festiva and Volkswagen Fox also came with MSRPs that just barely undercut that of the 1988 Omnirizon.

The Omirizon was available only as a five-door hatchback, but its platform begat many other Dodge and Plymouth models sold in North America. These include the 1982-1987 Dodge Charger and the Plymouth Scamp/Dodge Rampage pickups.

This one is an Omnirizon in the literal sense, because it has parts from many Omnis and Horizons. There are both Omni and Horizon badges to be found and the emissions sticker stuck on the underside of the hood comes from a 1989 Omni; the build tag says it’s a 1988 Horizon and therefore that’s what we’re calling it. I’ve found quite a few Omnirizons in Denver-area junkyards in recent years, sometimes in groups of a half-dozen at a time, so I think there must be a local collector unloading a hoard of parts cars.

However, this one has a red tag that suggests it was towed for illegal parking. A search of its VIN shows that it was purchased (presumably by Colorado Auto & Parts) at a nearby auction for $250.

Chrysler bolted a bewildering variety of engines in the American-market Omnirizon over the years, with suppliers including Simca, Volkswagen, and Peugeot. Starting with the 1987 model year, however, every example received the Chrysler 2.2-liter straight-four under its hood. This one is a fuel-injected version rated at 96 horsepower and 122 pound-feet.

For 1988, transmission choices were limited to a five-speed manual and three-speed automatic. This car has the automatic, which added a whopping $1179 ($3,129 after inflation) to the cost.

It doesn’t have the $694 ($1842 now) air conditioner, but it was purchased with the optional $254 ($674 today) AM/FM/cassette radio.

I have local friends who are restoring a 1990 Omni for their 16-year-old (the ’90 came with a driver’s-side airbag, amazingly), and I called them the moment I first laid eyes on this car because the 1988-1990 models are nearly impossible to find in the boneyards nowadays. They grabbed a treasure trove of useful parts that same day and have since incorporated them into their project. It’s good to know that some of this piece of American automotive history will live on in one of its street-driven brethren.

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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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Welcome back to the Hagerty Bull Market List, our annual deep dive into the collector vehicles climbing the value ranks. This year, 2024, marks the seventh installment of our expert insights. Click to read past Bull Market Lists from 2018, 2019, 2020, 2021, 2022 and 2023.

You could be forgiven for thinking we’ve had it easy the past few years. The Bull Market List is our annual selection of vehicles likely to appreciate the most over the next 12 months, and amid the pandemic-fueled spending spree of 2021 and 2022, that was basically shooting fish in a barrel.

Things look a little different this year. Adhering to the most fundamental of investing principles—what goes up must come down—the collector car market as a whole softened in 2023. The Hagerty Market Rating, our monthly measure of the heat of the market, dropped to its lowest point in two years primarily due to inflation and declines in prices achieved at auctions.

Did that make us hesitate in our selections for 2024? Not at all. Even in a slowing market, there are vehicles poised for big gains. To identify them, we looked beyond top-line sales figures and dug into our trove of pricing and demographic data (for a detailed explanation of our methodology, click here). This year, we have everything from a 1940s woody to a 1990s rally truck originally sold only in Japan.

In any event, the point of the Bull Market List has never been to celebrate cars becoming more expensive or to position cars as investments. Rather, our goal is to make collector car ownership a bit more attainable and maybe a bit less intimidating by pointing out that with due diligence and a smidge of luck, you can get your money back and then some. So long as fun is your main goal, a classic car will never let you down.

Meet the Bulls: 2024 Lineup

• 1989 Lamborghini Countach 25th Anniversary
• 1946–1950 Chrysler Town & Country
• 2008–2013 BMW M3
• 1997–1999 Mitsubishi Pajero Evolution
• 2011–2016 Ferrari FF
• 2000–2005 Jaguar XKR
• 1965–1970 Chevrolet Impala SS
• 1981–1986 Jeep CJ-8 Scrambler
• 1964–1966 Ford Thunderbird
• 1997–2002 Plymouth Prowler

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1989 Lamborghini Countach 25th Anniversary

Rarely are sequels as good as the originals, but when Lamborghini replaced its groundbreaking and gobsmacking Miura with the even more outrageous Countach in 1974, the world bowed down to the sign of the bull. Although the car is a product of the 1970s, we tend to think of it as a child of the frizz-haired, neon-jumpsuited 1980s, thanks in no small part to cameo rolls in such period screen icons as The Cannonball Run and Miami Vice. And no version of the several Countach iterations represents that decade better than the final opus, the 1989-model-year 25th Anniversary, so labeled to celebrate the 1963 founding of Automobili Lamborghini.

Thanks to Chrysler’s purchase of the ailing automaker in 1987, much-needed cash flowed into Sant’Agata, and the Anniversary would prove to be, in many ways, the best Countach as well as the most produced, with around 650 examples cranked out in a relatively short period. The car’s long battle with U.S. safety and emissions laws was finally resolved with DOT-certified bumper grafts and EPA-blessed Bosch K-Jetronic fuel injection for the four-cam, 48-valve, 5.2-liter, 7000-rpm V-12 (Euro versions still had carbs). The rated 455 horses was the highest the Countach ever achieved.

Composite body strakes meant to update the Countach’s styling—as though updates were needed—were developed by a young Horacio Pagani, who went on to start his own eponymous hypercar company. Power seats and a stronger air conditioner controlled by a digital panel were Anniversary touches that Chrysler undoubtedly thought necessary for a car stickering at $225,000. Despite the luxury flourishes, however, the Countach’s incandescent machismo was barely dimmed, and the lack of ABS or anti-spinout systems means it takes a certain fearlessness to hustle one anywhere near its limits. Feet squeezed into the tiny offset pedal box and hands gripping the small wheel and tall shifter face heavy resistance on all fronts. The visibility out is only slightly better than a gopher hole.

But driven with the proper measure of courage and skill, the Countach is a wailing wonder of sound and fury—at least until something breaks. Lamborghini’s greatest sex wedge has a well-earned rep for bleeding owners white, and with so many Anniversary Countaches having been driven hard and put away bent, it’s easy to fall into a bottomless pit of four- and five-figure repair bills. Owner Antonio Marsillo, a former New York City police detective who started a successful business offering VIP protection services (past clients include Michael Jackson, Paul McCartney, Bon Jovi, and Jim Carrey), searched for four years, rejecting as many as 20 cars before finding this 4000-mile unmolested gem in 2013.

That was back when used Anniversaries were at the bottom of their steep depreciation curves. And right before the film The Wolf of Wall Street graphically sacrificed one on the altar of cinematic art, sending Anniversary prices rebounding. They have only continued to build steam. Marsillo parks his in a one-car garage on a lift underneath his other 1980s hero car, a Ferrari Testarossa that once belonged to Billy Joel. He has spent far more time detailing the Lamborghini’s exhaust and undercarriage with a toothbrush than he has driving it, and it is subsequently the best preserved Countach we have ever experienced, barking to life on the button and showing no evident signs of its 35 years. Simply bawdily bellissima! —Aaron Robinson

1989 Lamborghini Countach 25th Anniversary

Highs: A genuine icon with a 7000-rpm V-12; those crazy doors; your chance to meet dozens of strangers every time you stop.

Lows: A workout to drive; has put lots of children of mechanics through college; your chance to meet dozens of strangers every time you stop.

*Price Range: #1 – $770,000  #2 – $612,500 #3 – $435,000 #4 – $345,000

*Hagerty analysts evaluate vehicle condition on a 1-to-4 rating scale to help determine its approximate value range. All factors, including aesthetics and mechanical condition, are considered. Most collector vehicles are in #3 (Good) condition. Read more about our rating system here.

HAGERTY AUTO INTELLIGENCE SAYS:

Not long ago, ‘serious’ collectors considered the later Countach, with its scoops and cladding, to be a bastardization of an iconic design. But the children of the 1980s and ’90s think otherwise. Although 1970s examples are still worth the most, the final-year Silver Anniversary edition is gaining ground.

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1946–50 Chrysler Town & Country

The war was over and the troops were flooding back desperate to buy cars. Chrysler Corporation, which had been cranking out tanks, trucks, engines, and munitions, turned to face the future, and the future was wood. Or, at least, Chrysler president David Wallace thought so. It helped that Wallace was also president of Pekin Wood Products, a Chrysler subsidiary in West Helena, Arkansas, that had spent the war making shipping crates for aircraft engines. Pekin had supplied the ash and Honduran mahogany for the very first Chrysler Town & Country, a spectacular 1941 woody wagon so named because its chrome-rococo face said “Hello” while its cavernous barrel-back rear said “Howdy.”

However, when Chrysler belatedly went back to building cars late in 1945, delayed because of strikes and raw materials shortages, the Town & Country wagon was gone. In its place, the company offered a few gussied-up versions of the 1942 New Yorker, including a Town & Country sedan, a T&C convertible, and one of the industry’s first two-door pillarless hardtops, which was basically a T&C convertible with a roof bolted on.

At nearly $3000, the pricey Town & Country was an odd mashup of 1940s streamlining and rectilinear right angles. And though it was never built in huge numbers—fewer than 15,000 between ’46 and ’50—it was immediately embraced by East Coast patricians and West Coast Hollywood types as a rolling status symbol. Who else but the rich could afford a car that evoked the Stickley-style and art deco furniture of the finest houses while, according to the owner’s manual, needing to be revarnished every six months to preserve its exterior?

Initially the T&C’s ash framing was structural, comprising the doors and trunklid and held together via complex joinery that no doubt taxed Chrysler’s Jefferson Avenue body assembly shop as much as it has restorers in the years since. However, the weight of the car’s cost and build complexity (at a time when anyone would buy anything new at any price) bore down, and by 1949, the ash was merely decorative, bonded to a conventional steel body shell and accented by fake vinyl mahogany.

David Kraus didn’t set out to buy a Town & Country, exactly—he set out to buy a convertible. Any convertible would do, and this ’47 T&C was priced right at $200. Did we mention that this was back in 1965? Kraus, now a retired aviation lawyer from northern New Jersey, spent a few years and another $800 painting the car, redoing the top, and restoring the interior, and he has been happily motoring in it ever since. Still original are the 324-cubic-inch flathead straight-eight and Fluid Drive four-speed, a kind of semi-automatic that takes much longer to explain than it does to learn how to use it. You sit up high in the T&C and roll in velvety if not speedy comfort, the engine seeming to operate only between a low idle and a high idle. For years, the winners of the Miss Arkansas pageant rode in the back of T&Cs in parades, and that is perhaps the best use of any Town & Country. —Aaron Robinson

1947 Chrysler Town & Country

Highs: Everyone loves a woody; A piece of art deco furniture you can drive; America’s favorite parade car or fun for six on a night out at the drive-in.

Lows: Built before Eisenhower’s interstates and geared like it; the wood is difficult to restore and maintain; restorations are financial sinkholes.

Price Range: #1 – $144,000  #2 – $81,400 #3 – $52,500 #4 – $28,400

HAGERTY AUTO INTELLIGENCE SAYS:

There’s a theory that young enthusiasts only want newer cars. Our data show that’s dead wrong. The best older classics, like the T&C, will endure. But find a good one, as restoring a 70-year-old wood-bodied car can be costly.

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2008–13 BMW M3

If you want a visceral sense of the je ne sais quoi, the undefinable feeling that makes collectors go gaga over so-called modern classics, drive a 2007–2013 M3. No need to go very far or very fast. After the 4.0-liter V-8 has warmed up—you’ll know because the electronic redline on the tachometer automatically raises from about 6000 rpm to 8400 rpm—give the gas pedal a tap. Just a tap. In about the time it takes your thought to travel from your brainstem to the fast-twitch muscle fibers in your foot, the car lunges forward. A modern M3, which is powered by a turbocharged six-cylinder with some 100 more horsepower, may well be quicker, but it feels nowhere near as immediate or responsive.

It’s tempting to describe this experience as analog, yet this M3—or E92 in BMW chassis-code parlance—was a technological tour de force, from its carbon-fiber roof to its adjustable rear differential and optional dual-clutch automatic. The engine was the first (and, so far, the last) V-8 offered in an M3, but it weighs less than the inline-six in its predecessor thanks to extensive use of aluminum. Each cylinder has its own throttle controlled by a separate electric motor—the 21st-century version of a rack of Weber carburetors. It all conspires to make this era M3 feel exotic, even if it looks for the most part like a workaday 3-Series. (Design chief Chris Bangle’s avant-garde “flame surfacing” was wisely kept to a minimum on this bread-and-butter model.)

Despite the E92’s sterling performance credentials, it depreciated swiftly. By 2018, excellent examples were going for less than $40,000, according to the Hagerty Price Guide—chump change considering the window stickers commonly exceeded $70K with options. Like many tech-forward German performance cars of the early 2000s, the M3 became cheap to buy in large part because it is expensive to own. In addition to swilling premium (an EPA-rated 14 mpg in city), the engine’s electronic throttle actuators are known to fail—there are two, one for each cylinder bank. Also, the bearings that protect its fast-spinning connecting rods can wear prematurely.

Yet there are multiple signs that this generation M3 is leaving “used performance car” territory for the rich green pastures of “modern classics.” Interest in the car, as measured by the number of people who call Hagerty about insurance on them, is increasing. These M3 seekers are disproportionately Gen Xers or younger—a cohort that has driven huge increases on other modern performance cars in recent years. Those include the 2000–2006 BMW E46 M3, now valued at a cool $54,300 in our price guide, as well as early 2000s (996- and 997-generation) Porsche 911s, which trade for similar money or higher.

Values for M3 sedans and coupes in excellent condition have already made their way above $40,000. Those equipped with manual transmissions tend to net a premium, as do limited-build Lime Rock Park Editions like the one we borrowed from Hagerty member Darren Berger, as they combine several desirable performance options. If you want to hear more of the V-8 and can stand added weight, convertibles (technically called E93s) sell for slightly less. Yet the most important feature to look for when buying an M3, in light of the noted mechanical complexity, is a comprehensive service history. —David Zenlea

2013 BMW M3

Highs: Engine nearly befitting of an exotic; peak BMW chassis balance.

Lows: Conservative styling; poorly maintained examples can cost an arm and a leg to fix.

Price Range: #1 – $65,800  #2 – $51,600 #3 – $40,600 #4 – $29,200

HAGERTY AUTO INTELLIGENCE SAYS:

Interest from young enthusiasts is a factor for all Bull Market cars but is absolutely the factor favoring this M3. The ‘kids’ are not only shopping for the car but are also consistently willing to pay more for it than older folks. Meanwhile, the aftermarket has come up with fixes for many of the mechanical/durability issues.

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1997–99 Mitsubishi Pajero Evolution

And now for something completely different: a Japan-only off-road rally special built around a commonplace SUV and styled to look like the Bat Truck. People who aren’t ready for a deep dive into the nerdy world of Japanese Domestic Market specials can stop here; for the rest, konnichiwa!

It has been a long time since Mitsubishi dominated anything, but the three-diamond brand once ruled the brazen and dangerous 6000-mile-long Paris-Dakar Rally, with a string of wins in the 1990s and 2000s using modified versions of its Toyota Land Cruiser fighter, the Pajero SUV (Montero in the U.S., Shogun in the U.K.). As with a lot of interesting cars, the Pajero Evolution was born in a smoky backroom of a motorsports sanctioning body. In the mid-1990s and with the Dakar at its peak in popularity, the organizers created a production-based class requiring manufacturers to build a minimum number of homologation cars that had to be road-legal and salable to the public. Mitsubishi was down to party, producing about 2500 of the Pajero Evolutions, which shared basic sheetmetal with the second-generation (1991–1999) body-on-frame two-door Pajero/Montero. (Side note: America never saw two-door versions of the gen-2s, or indeed the gen-3s, owing to the so-called chicken tax, a 25 percent U.S. duty on imported two-door trucks.)

Underneath, there’s lots of special geekery for JDM geeks to geek out on, including a 276-hp version of Mitsu’s iron-block 3.5-liter V-6 running four-cam cylinder heads, the company’s MIVEC variable valve-timing-and-lift system, and gasoline direct-injection. Further, the stock Pajero’s torsion-beam front suspension and solid-axle rear were replaced with double wishbones in front and multilinks in back, with Torsen lockers at both ends. Special Recaro buckets, skid plating, more butch front fenders, and body cladding complete the Evo’s persona.

If you’ve ever driven a U.S.-spec gen-2 Montero—your author has owned two—then you know that these ships of the desert are sturdy but not exactly frisky. However, shorn of almost a foot of wheelbase compared with the four-door and blessed with nearly a third more horsepower, the Pajero Evolution achieves genuine sportiness. Quicker steering paired with a carlike chassis awakens the handling, while the power can be managed through a manual-shift function of the automatic that is unique to the Evo (a true manual was also available, but they are very rare).

Thanks in part to a long association between Mitsubishi’s Ralliart operation and martial arts superstar Jackie Chan, Pajero Evos have always been collectible in Japan. And now that the 25-year rolling import exemption is up to 1999, they are dribbling into the U.S., though they are still impossible to legally register in some states (we’re looking at you, California). Of course, coddled rally specials such as the Pajero Evo are less about what they can do—few Evos have likely ever tasted dirt—than about the conversations they spark. If you fancy driving a rolling billboard advertising your arcane knowledge of Japanese automotive esoterica, then your Bat Truck has arrived. —Aaron Robinson

1997 Mitsubishi Pajero Evolution

Highs: There’s no kind of cool like JDM cool; handles far better than your typical SUV; a rolling piece of (obscure) motorsports history that can also carry a sheepdog.

Lows: Lots of money that will buy respect from only a select few; aging Japanese cars tend to have slim parts availability in general; likely has quite a few bits of unobtainium.

Price Range: #1 – $70,000  #2 – $50,000 #3 – $35,000 #4 – $17,900

HAGERTY AUTO INTELLIGENCE SAYS:

Japanese Domestic Market cars were once unobtainable for all but the most determined enthusiasts due to the logistics of importing them. In recent years, though, as more millennials look to make their video game dreams reality, a cottage industry has cropped up to bring JDM cars stateside.

***

2011–16 Ferrari FF

Several philosophers and at least one Doobie Brothers album have observed that vices, if repeated enough, have a way of becoming acceptable habits. That’s one way—just a bit cynical, we’ll admit—to explain why we’re bullish on the Ferrari FF.

When the car debuted a little over a decade ago, the notion of an Italian exotic with all-wheel-drive, four seats, and no clutch pedal still seemed a bit transgressive. Since then, nearly every premium automaker—including Bentley, Lamborghini, Rolls-Royce, and even Ferrari itself—has developed a fully fledged SUV. This lithe and low-slung shooting brake is, by comparison, a purist’s delight.

The simple truth is that more and more car buyers expect some utility, even in their passion purchases. This became particularly evident during the pandemic, when collectors zealously snapped up vehicles capable of going on longer drives with more passengers. Everything from vintage SUVs to restomods (classic cars with modernized powertrains and brakes) shot up in value as a result. There are also long-term demographic trends at play. Collectors who are Gen Xers or younger now make up the majority of the market and are more likely to have kids at home, jobs to commute to, and stuff to haul. They want their classic cars to be, you know, cars—capable of ferrying people and things from place to place without fuss.

These are overwhelmingly the folks buying FFs. More than 80 percent of those who call Hagerty about insurance on one are Gen Xers or younger, and they tend to drive many more miles than we see for other Ferraris. The owner of the FF you see here, Daniel Giannone, readily admits he wanted an enthusiast car in which he could take his young children on Sunday drives.

Yet there’s one more thing about the FF that needs to be taken into consideration: It’s a Ferrari. There’s a mystique that comes with the Prancing Horse that usually translates to appreciation, both for the vintage Enzo-era cars and, increasingly, for more recent efforts. In the past few years, we’ve seen run-ups and record sales for everything from F50s and Enzos to 612 Scagliettis. The FF, despite its practicality, maintains that invaluable Ferrari-ness. Its naturally aspirated V-12 puts out 651 horsepower—more than an Enzo’s—and makes all the right noises. The seven-speed dual-clutch automatic works seamlessly, with none of the herky-jerky annoyances of Ferrari’s earlier sequential gearboxes. The all-wheel-drive system, which powers the front wheels via a novel two-speed transmission, kicks in when needed but otherwise doesn’t intrude on the experience. Not everyone loves the Pininfarina styling—particularly the jack-o’-lantern smile of the grille—but the basic proportions are just right.

FFs are nearly new, so they are still depreciating and presently can be had in excellent condition for less than $150,000, a bargain considering they stickered around $300,000. You’ll want one that’s been fastidiously maintained—we are, after all, talking about an Italian exotic with 12 cylinders and two transmissions. But a properly cared for FF should provide years of practical fun and, if the Doobie Brothers are correct, long-term appreciation. —David Zenlea

2014 Ferrari FF

Highs: Grocery-getter practicality with the heart of a supercar.

Lows: There are prettier Ferraris; AWD service is pricey.

Price Range: #1 – $177,000  #2 – $143,000 #3 – $125,000 #4 – $106,400

HAGERTY AUTO INTELLIGENCE SAYS:

Two of the most striking changes in the classic car market in the past decade have been an influx of younger buyers and a shift in preference toward ‘usable’ vehicles. The FF, with its youthful demographics and practicality, checks both boxes. The fact that it’s a Ferrari (a relatively rare one at that) certainly doesn’t hurt.

***

2000–05 Jaguar XKR

The Ford Motor Company purchased Jaguar in 1989 and began brushing the cobwebs out of the British carmaker’s assembly hall at Browns Lane. Dearborn emissaries laid plans for long-overdue updates to the XJ sedan and XJS two-door. Although markers of country club status, the Jags were known in the wider culture as being reliably unreliable, a situation made increasingly untenable by the arrival of Lexus and its world-beating quality.

So the next generation of Jaguar’s two-door, the brand’s image leader, had nowhere to go but up. Design chief Geoff Lawson penned a low, lovely, and sleek grand tourer whose oval snout evoked the E-Type even as the overall design was pointed squarely toward the 21st century. Take that, upstart luxury brands from the Far East! Instantly identifiable as a Jaguar by even casual observers, the 1997 XK8, named for the postwar XK 120/140/150 line, was exactly the car Jaguar desperately needed, and not a moment too soon: The XJS had been on the market, largely unchanged, for more than two decades.

The XK8 team had to make do with a heavily modified XJS platform, but Ford had funded a bespoke engine for Jaguar rather than repurposing the DOHC V-8 being developed for Lincoln and Ford. Displacing 4.0 liters, the same as the Lexus V-8, Jaguar’s DOHC aluminum AJ-V8 replaced Jaguar’s inline-six and sent 290 horsepower and 284 lb-ft of torque through a five-speed ZF automatic transmission.

Compelling, but Jaguar had more plans for its first-ever V-8 engine, attaching an Eaton supercharger to supplant the previous optional V-12. The resulting XKR debuted for the 2000 model year with a mesh grille insert, 370 horsepower, and a swagger not seen out of Coventry in decades. With both the XJR sedan and the XKR, Jaguar was finally able to compete with the high-performance models from Mercedes, BMW, and even Aston Martin.

Automotive critics were thrilled for Jaguar as it came out swinging against the German and Japanese brands. “Just look at Jaguar’s XKR. It’s sex on wheels!” enthused Car and Driver. “A lot sexier than the naturally aspirated XK8 upon which it’s based… provocative, confident, not at all trashy, with an upper-class British accent.” At about $80,000 for the coupe and $85,000 for the convertible, the XKR was not cheap, but it still undercut the V-12 Mercedes-Benz SL600 roadster by tens of thousands.

Looks aside, the XKR twins were rapid and refined steeds, the AJ-V8 delivering gobs of low-end torque and smoothly powerful acceleration with a muffled supercharger whine. Car and Driver clocked the run to 60 mph in 5.2 seconds. The XKR’s Computer Active Technology Suspension (CATS, get it?) provided the composure and comfort Jaguar is famous for along with reasonably sporty handling. Our photo car, owned by Bob Levy of Westport, Connecticut, is a 2006 model, meaning it benefits from the larger, 4.2-liter AJ-V8 mated to a six-speed gearbox that Jaguar introduced in 2002.

Today, good examples of the XKR can be had for the low $20,000s—not bad for styling that has aged well and for one of the world’s great V-8s. Driving an XKR reminds us of hope and promise, an era when Ford’s billions combined with British resolve to reinvigorate one of the greats. —Joe DeMatio

2006 Jaguar XKR

Highs: Silky-smooth supercharged V-8; sensuous good looks, particularly the rare coupe; as cheap as a used Camry.

Lows: Cramped cabin; back seats for groceries only; many were used hard; maintenance records are essential; no manual gearbox.

Price Range: #1 – $38,900  #2 – $26,700 #3 – $16,100 #4 – $8300

HAGERTY AUTO INTELLIGENCE SAYS:

The most important data points here are pretty simple: power and price. Enthusiasts of all ages love performance, and there aren’t many cars that offer more of it for less money. Cost of maintenance and repair must always be a consideration with Jaguars, but the XKR—relatively speaking—has proven reliable.

***

1965–70 Chevrolet Impala SS

If there is nothing more American than baseball, hot dogs, apple pie, and Chevrolet, then it’s quite possible that there is no car that is more Chevrolet-y than the Impala. Named after a type of African antelope, the name first appeared in 1956 on a General Motors Motorama show car, a handsome, four-passenger sport coupe with Corvette-inspired design cues. In 1958, the Impala was introduced as the top-of-the-line model for the bowtie brand. Over the next six decades and 10 generations, Impala was Chevy’s full-size offering, until the market’s insatiable appetite for crossovers and SUVs brought an end (or a pause, perhaps?) to the nameplate in 2020.

The scene looked much different in 1961, when Chevy debuted the SS (Super Sport) option as the Impala’s performance package. With either the 348-cubic-inch V-8 or the legendary 409 serving duty under the hood, the Impala SS was a performance powerhouse. The fourth-generation, all-new Impala was introduced in 1965; that year, the model’s annual sales hit an all-time industry record of more than 1 million cars. (For context, total sales across all GM divisions in 2022 was 2.27 million). The Impala was rebodied in 1967, and from ’67 to ’69, the top engine was the 427. The 1969 LS1 427 V-8 on base Impalas made 335 horsepower (measured by the old, inflated SAE gross-output yardstick); on SS models, the L36 V-8 made 390 ponies, while the ultra-rare L72—of which only 546 were sold—made 425 horsepower.

The example on these pages is a ’69 Impala SS L36 paired with a four-speed manual. The car is owned by Hal Oaks, who bought it new in 1969. “I had a ’65 Chevy Super Sport with a 283 that couldn’t get out of its own way,” Oaks remembers. “I was 19, I had a full-time job, and I decided I wanted something new. I was a Chevy guy, so I went to the Chevy dealer looking for an L79 Nova. The only one the dealer had was Nassau blue, and I really didn’t like that color. I went back the next day, and I was still undecided. The salesman said, ‘I got one more car to show you. We ordered it for someone who decided they didn’t want it.’ That was the black car that I still have today.”

Behind the wheel, you can roll at 35 mph in fourth gear with no problem thanks to the drag-race gearing and buckets of torque cranked out by the 427. The engine sounds great as it exhales through the tubular headers and 2.5-inch pipes and mufflers that Oaks installed. As with most of the cars of that era, there is no pleasure to be found in operating the vague gear shifter. The steering is similarly ambiguous, which is fine, since the grip-free bench seats that were standard for ’69 discourage anything except straight-line driving.

Over the course of the 55 years that Oaks has owned the Impala, it has become a part of the family. “I drove it to my wedding, and I drove both of my daughters to their weddings in it, too,” he reflects. “Through the ups and downs of life, raising a family and building a house and buying houses, somehow I managed to hang on to it. I’ll never sell it.” —Kirk Seaman

1969 Chevrolet Impala SS

Highs: Perhaps the most American of American cars; parts aplenty; cruise night or the drags—it does both.

Lows: Needs a big garage; ‘60s fuel appetite; likes straights more than curves.

Price Range: #1 – $44,500  #2 – $30,100 #3 – $22,200 #4 – $14,600

HAGERTY AUTO INTELLIGENCE SAYS:

Young enthusiasts love American muscle as much as their parents do but generally don’t have the cash for the most famous models. That leads them to alternatives, including this Impala.

***

1981–86 Jeep CJ-8 Scrambler

The love child of the sturdy Jeep CJ-7 and a pickup truck, the CJ-8 was a long-wheelbase version of the CJ-7 that combined the go-anywhere-ability of the CJ (“civilian jeep”) with the utility of a cargo bed. Produced by American Motors from 1981 to 1986, fewer than 30,000 CJ-8s sold, appealing to a small sliver of the market that appreciated the virtues of four-wheel drive paired with open-air motoring and a 1500-pound payload.

Often called the Scrambler (the name of a popular trim package), there wasn’t a lot of scrambling going on here, what with the anemic 82-hp, 2.5-liter Iron Duke four-cylinder sourced from General Motors under the hood. In 1984, AMC upgraded that base four-cylinder to its own 2.5-liter four, good for 105 horsepower. The legendary 4.2-liter inline six-cylinder was offered as an option, making 115 horsepower but, more important, cranking out 210 lb-ft of torque at 1800 rpm. Transmission choices were either a four-speed manual or a three-speed automatic; in 1985, a five-speed manual was available.

Early adopters of the Scrambler included Ronald Reagan, who received his as a gift from wife Nancy and used it to maintain their ranch outside Santa Barbara, California. About the same time the Gipper was using his CJ-8 to clear the brush on his ranch’s horse trails, our owner, Andrew Del Negro, fell in love with one as a sophomore in high school. “The passion came from my first Jeep experience when my parents moved me from Connecticut to Tennessee. I didn’t know anybody at the new school,” he recalls. “The first friend I made there had a ’76 CJ-5, and he and I took that thing everywhere.”

Del Negro’s own Jeep journey began with a ’77 CJ-5. “It had a 304 with headers and glass-pack mufflers,” he enthuses. “It was loud, it was badass.” Since then, Del Negro estimates he has owned between 30 and 40 Jeeps. “Between CJs, Cherokees, Grand Cherokees, Commanders, I’ve had everything. When I got married, my wife and I had pictures of every Jeep that I had owned to that point as the centerpieces on our guest tables.”

His current passion is this 1983 Scrambler that he bought in 2021. “This Scrambler was my dream vehicle. I wanted this specific color scheme and one that wasn’t perfect but original and in nice shape.” He found this rust-free example in California and set out to make it his own. “I’d always wanted a 360 V-8, so I had one installed and added fuel injection, then put on a set of Western turbine wheels.” Today, Del Negro cruises town and uses it to take the kids to soccer; he taught the oldest of his four children to drive a stick on his YJ Jeep, so they’re ready to drive the Scrambler with its four-speed manual. “They’re all dying to get into the Scrambler and drive it. They all love the Jeep.” —Kirk Seaman

1983 Jeep CJ-8 Scrambler

Highs: Irresistible Tonka-Toy looks; utility with invincibility; rare and collectible 4x4s are hot.

Lows: Anemic base engines; not waterproof; creaky body structure.

Price Range: #1 – $52,600  #2 – $41,400 #3 – $31,700 #4 – $16,100

HAGERTY AUTO INTELLIGENCE SAYS:

Off-roaders have been some of the hottest vehicles on the market in recent years. The Scrambler, given its distinctive configuration and rarity relative to regular Jeeps, has room to continue growing.

***

1964–66 Ford Thunderbird

Thunderbird, you are go for liftoff. Climb into the cockpit and you might imagine yourself at the controls of an Apollo moon module or a starfighter straight from sci fi. Thunderbirds have had a strong tie to the jet age from the beginning. The first Baby Birds, the four-seat Square Birds, and the early ’60s Bullet Birds all had large, round booster taillights and wings that made them look like they could take flight. But those ’Birds were heavily influenced by an earlier fins-and-chrome aesthetic. This 1966 Thunderbird, a so-called Flair Bird, is planted firmly in the straight-edge 1960s, and it is far out.

The ride is soft and comfortable in these cars, if not for a bit of leaning and floating over curves and bumps (Flair Birds are not quite as dialed in as their Grand Prix and Riviera contemporaries). The 1964 model’s standard 390-cubic-inch V-8, with its 300 horsepower and 427 lb-ft of torque, doesn’t exactly blast off as the traffic light goes green. In fact, it’ll take a full 11 seconds to get to a cruising speed of 60 mph. So, it’s not really a rocket, despite the aeronautical exterior styling.

However, by the time Ford unveiled its 1966 Thunderbird, the fourth generation had hit its stride, making notable improvements where it counts. The base 390 engine added 15 more horsepower. Also available in ’66 was an optional 428 V-8, the powerplant under the hood of the car seen in these pages. With that engine, you get from a stoplight to 60 mph in just 9 seconds. Perhaps you’re not Chuck Yeager behind the wheel, but putting some speed on, nonetheless.

But this is the Flair Bird, so what you notice most when approaching the car is its style. A large Thunderbird greets you first, spread across the front grille. It’s a wow factor—much more so than the daintier Thunderbird lettering and smaller nose logos of the prior two years’ design. Our photo car is owned by Ron Campbell of Barkhamsted, Connecticut. It is a final-year convertible with lots of bells and whistles, including a dealer-optioned tonneau cover and an eight-track player, along with AC and power everything. Inside, the Thunderbird is a midcentury design study. There’s a gorgeous linear speedo readout nestled in the dash and little podlike gauges to inform the driver that all systems are optimal as you fly down the highway. The tilt-away steering wheel and sequential taillights are groovy, too. The long, sculpted fairings of the tonneau that marry the front seats into the back deck of this car, not unlike in a ’60s Indy racer, make it seem like you’re going that much faster.

Trends say younger classic buyers (born sometime after Neil Armstrong landed on the moon) are interested in Flair Birds. They do have a hipper, more mod vibe than the earlier Thunderbirds. This generation wants something different from Dad’s old ’55 T-bird. Fond memories of watching Susan Sarandon and Geena Davis soaring one off a Grand Canyon cliff in the climactic final scene of Thelma & Louise can’t hurt. Or maybe it’s just that everyone dreams of being an early astronaut for a moment. This mid-’60s Thunderbird just might be the closest you’ll ever get, Major Tom. —Todd Kraemer

1964 Ford Thunderbird

Highs: Style for days in a number of configurations (coupe, convertible, sports roadster, town sedan, and landau); a comfortable ride; disc brakes!

Lows: Wallowing, softly sprung suspension; not a lot of get-up-and-go from a standing start.

Price Range: #1 – $56,400  #2 – $41,300 #3 – $27,400 #4 – $17,300

HAGERTY AUTO INTELLIGENCE SAYS:

Thunderbirds from this era have long lived in the shadow of two contemporary icons from Ford Motor Company—the Mustang and the Lincoln Continental. But as those cars have climbed out of reach, younger collectors have rediscovered the charm of midcentury luxury.

***

1997–02 Plymouth Prowler

In the auto industry, if you want to sell fun cars, first you’ve got to sell a bunch of not-fun cars to support your endeavors. A prime example of this reality is the Plymouth Prowler, one of the strangest fun cars ever to make it to the showroom floor. A four-wheeled love letter to the hot-rod scene, it was funded by the financial success of a trio of sedans from the Chrysler, Dodge, and Eagle brands. In the early 1990s, these shapely sedans (code-name: LH) helped the beleaguered Chrysler Corporation win back customers who had turned away from the automaker’s aging K-car lineup.

The only problem was that Chrysler’s fourth brand, Plymouth, was never given a version of the LH, and with sales stagnating, Chrysler execs wanted to give Plymouth a little love. They had learned from the 1989 Viper concept that a single auto-show debut could generate lots of media ink and showroom traffic, so company leaders cast about for another hit. A cadre of designers at Chrysler’s California styling studio had the idea for a hot-rod concept car, and the decision was made to bestow the razzmatazz on staid Plymouth.

“No mainstream car company had ever done anything this bizarre,” recalled Kevin Verduyn, one of the Prowler’s principal designers, in a 2018 Hagerty interview. The Prowler concept was the hit of the 1993 Detroit auto show, tangible evidence that Chrysler might be the smallest of the Big Three but also the bravest, the cheekiest, the most creative, and the automaker that knew how to do more with less.

Even more amazing: Chrysler execs, led by president Bob Lutz and design chief Tom Gale, greenlighted the car for production. And yet the Prowler wasn’t just for kicks, as the project allowed Chrysler to delve into the emerging use of structural bonding adhesives as well as aluminum for castings, extrusions, body panels, and suspension parts. So, although the Prowler was clearly inspired by hot rods that used the 1932–34 Ford as their lodestar, it was, at least in terms of body structure, the most technically sophisticated automobile yet conceived by the Pentastar.

The situation under the production Prowler’s tapered hood was not nearly as advanced, since there was room only for the LH’s 214-hp, 3.5-liter SOHC V-6. The sole transmission was a lackluster four-speed automatic that dominated the Chrysler lineup. But under the direction of Gale, who at the time was himself building a hot rod based on a 1933 Ford, the designers got the look right, with the Bigs and the Littles (rear to front wheels), the cascading slit grille, the exposed front-suspension members, and the high-back styling. In an era of retro designs, it stretched the imagination.

Perhaps surprisingly, members of Gen X (born between 1965 and 1980) are now trickling into the Prowler, slowly supplanting the boomers who were the initial target when the car was conceived. Our low-mileage 1997 photo car, generously lent to us by Chris Santomero of West Harrison, New York, was in factory-fresh condition. Sure, we would rather have had a V-8, as the V-6 has not exactly grown on us over time. But the Prowler’s open-air charms, its unapologetic stance, its very existence, are all entirely worth celebrating. —Joe DeMatio

1997 Plymouth Prowler

Highs: Sophisticated structural engineering; still highly affordable; optional trailer is bizarrely cool.

Lows: No V-8; no manual; interior is a little pedestrian; not especially rare, with 11,702 built 1997–2002.

Price Range: #1 – $45,500  #2 – $34,800 #3 – $29,200 #4 – $15,700

HAGERTY AUTO INTELLIGENCE SAYS:

So-called restomods (old cars with modern guts) are big business these days—customizers regularly charge six figures to fit a fuel-injected engine, disc brakes, etc., into an old rig. It’s only a matter of time before enthusiasts discover the Prowler, which is essentially a factory-built restomod offered at a bargain price.

Editor’s Note: As always, the 10 cars that make up the 2024 Bull Market List are those we believe are poised for growth. To arrive at these predictions, the Hagerty Automotive Intelligence team uses some of the most exhaustive data in the industry—price guide research, owner demographics, private sales, public auctions both online and in person, and import/export numbers. Our goal is to help you benefit from up-to-date research in order to make an informed purchase now and a profitable sale later.

***

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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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With all due respect to author Thomas Wolfe, you can go home again. Sometimes the road is just a little longer and bumpier than anticipated.

No one knows that better than Ohio brothers Matt and Kevin Harris, who relentlessly searched for the car that their parents drove from their wedding in 1983 and miraculously found it just in time to surprise them for their 40th anniversary. To make a very long story short, the two found a needle in a haystack, and that needle—a blue 1932 Plymouth Model PB two-door sedan—was still as sharp and shiny as they remembered it as kids.

“We were back here again today, just standing and looking at it, and we’re all still thinking the same thing,” Matt Harris says. “This can’t be real.”

But it is.

When Dennis and Ruth Harris were married on September 24, 1983, their chariot of choice was one that had been in the Harris family for decades, passed down by original owner Raymond Claude Seat, Dennis’ great grandfather. Dennis cherished the car for years, but he began to look at it differently once he and Ruth had two sons.

“I thought, I have two boys and one car, and I wasn’t sure how to handle that,” Dennis says. So, in August 1995, he made the gut-wrenching decision to donate the Plymouth to the Charlie Sens Auto Museum in Marion, Ohio—about 50 miles from the family’s home in Ashland—in exchange for lifetime passes for Matt and Kevin. The story made the front page of The Marion Star.

“Our boys actually shed tears over the thought of giving up the car,” Ruth Harris told the newspaper. “We let them play a big part in the decision to give (it) away.”

Although Dennis “figured that later in life the boys could go and see the car whenever they wanted,” it didn’t work out that way. The museum closed two years later, and Charlie Sans’ entire collection—including the Harris’ Plymouth—was auctioned off on June 14, 1997.

“When we found out,” Matt Harris says, “we were brokenhearted.”

No one more than Dennis. “I thought it was gone for good.”

Matt and Kevin Harris were still kids at the time, so there wasn’t much they could do, but the two never forgot about their parents’ Plymouth. Matt’s curiosity finally got the best of him when he was in his late teens.

“In 2005, I was dating a girl who worked at the DMV, and she told me more info than she probably should have,” Matt says. “At that point it was still in Ohio, which was a relief. The cars from that auction went all over the world—Russia, Switzerland, Holland, Japan, New Zealand, England, Turkey. I was in college then and couldn’t afford to buy it even if I had the chance to, but it was good to know that it was still in Ohio.”

That was information for another day, and that day finally arrived earlier this year. Three decades after the Harris family left the car at the museum, Matt joined online Plymouth groups and other car sites that he thought might be helpful, inquiring about the car’s whereabouts. There were no leads. So he hired a detective. Bingo.

“Our detective was fantastic,” Matt says. “He found out that the car originally went to a guy in Cardington (Ohio) named John B. Wilhelm, who went to the auction that day to buy that specific car. It was the same year, model, and color as one that had belonged to his father, John F. Wilhelm, and he wanted to give it to his parents for their wedding anniversary [sound familiar?]. When his parents’ passed away, it was nearly chopped and hot rodded by the guy’s 14-year-old son, but he couldn’t bring himself to let that happen, so he bought his son a truck instead. And in 2017, he sold the Plymouth to Danny Ray Miller of Sydney, Ohio.”

The detective gave Matt three phone numbers associated with Miller. The moment had arrived.

“I was actually terrified to call. I had never lost hope of finding it, but I had serious doubts,” Matt says. “Then I tried the first number and Danny answered. I said, ‘I hear you have an old Plymouth.’ And he said, ‘Yeah, I do.’ I asked, ‘Can we come and take a look at it?’”

What Matt didn’t realize was that Miller, who bought the Harris car six years earlier, actually owned two Plymouths. One was a 1933 hot rod, and he had planned to hot rod the Harris family’s ’32 as well but had recently decided to sell it. Miller hadn’t advertised it yet, however, so he wondered how Matt knew about it.

“He told me the story, and it was pretty awesome—kind of unbelievable,” Miller admits. “You hardly ever hear something like that.”

Matt and Kevin were eager to see the Plymouth, but they were also anxious about its condition. “Curiosity was killing me,” Matt says. “I thought, ‘What is this car going to look like?’ I just had the VIN, Danny’s name and address, and his phone number. I had no idea what kind of condition it was in.”

Within moments of the reunion, however, all fear was gone. “The stars really aligned,” Matt says. “It was beautiful. He had taken such good care of it.”

Matt immediately noticed that the Plymouth had retained its custom shifter, plus “a discreetly repaired passenger door handle, which Dad meticulously welded decades ago. I saw that and I knew for sure this was it.

“It definitely makes for a good story.”

Except the story wasn’t over. Some clandestine work had to be done before Dennis and Ruth Harris’ fast-approaching 40th Anniversary celebration.

“Kevin and I knew we had to work in secret if we were going to surprise them,” Matt says. “We went through it mechanically and did some things; we rebuilt the fuel pump, the diaphragm leaked, there were 30-plus grease points in the chassis and engine bay, and we changed all the fluids. As for the body, we washed it. That’s it. Didn’t even need to wax it.

“We spent the majority of our time (before the anniversary party) recreating all of their wedding decorations. The only change we made was adding ‘40 Years Ago’ to the ‘Just Married’ sign.”

When the car was finally revealed on September 24, Dennis and Ruth were understandably emotional.

“I felt like I was going to drop,” Dennis says. “I walked out and saw that car, and it looked like it was in the same condition as it was the last time I saw it 30 years ago. The amazing thing was, a lot of people knew about this, but nobody spilled the beans. There were almost 100 people there, including the press. They were asking questions and taking pictures. It was amazing.”

Matt says the timing was also amazing, beyond the obvious anniversary celebration. “Dad was 37 when he put the Plymouth in the museum—the same age as I am now,” he says. “The car has now been in two weddings (including John Wilhelm’s niece), has been an anniversary gift twice, and it escaped being chopped twice. The stars were definitely aligned.”

Oddly enough, while the Plymouth’s 30-year odyssey began because Dennis Harris didn’t want to favor one of his sons over the other, the brothers are more than happy to share it.

“We’re like, ‘You take it’ … ‘No, you take it,’” Matt says. “We both want to see the other enjoy it.”

They’ll have plenty of time to do that, since the car won’t be going anywhere anytime soon. Plus, Matt’s wife, Karra, is due to give birth to the couple’s first child (Vivian) any day now, so perhaps a next-generation Plymouth enthusiast is already on her way.

“Dad and Mom sacrificed a lot for us. Finally, this is the chapter in our lives when we can give something back to them,” Matt says, then insists, “This car isn’t going to leave the family as long as I’m alive. I don’t think I could go through this again.”

While the Plymouth’s journey home is an amazing one, Dennis says that as he and Ruth eagerly anticipate sharing a Thanksgiving meal with their children this week, they’re feeling more grateful than ever.

“My sons have a love for the car, just like we do, but this is more about their love for their parents and everything they did to surprise us with it. To us, that’s the most important thing.”

Even Thomas Wolfe could appreciate that.

***

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The Valiant was first introduced in the great wave of compact American cars in 1960. Up until then, basically every American car was the same size, other than outliers such as Rambler and short-lived cars like the Henry J and Hudson Jet. Up until this point, only Rambler had really found a niche in the market; the others had long faded away as the ’60s dawned.

But that all changed in Autumn 1960 when the Valiant, along with the Ford Falcon and Chevy Corvair, appeared and unknowingly changed car lineups for good. While many buyers stuck with the standard-sized cars, newly dubbed “full size,” the compacts proved immediately popular.

While the Corvair faded away after 1969—due partly to a book by a certain lawyer and partly to the introduction of the utterly conventional Chevy II in 1962—and the Falcon survived through 1970 (fun fact: The ’70 Falcon was first sold as a near-identical version of the ’69, but partway through the model year became a “1970 1/2” Falcon, using the newly redesigned Torino midsize body), the Valiant carried on along swimmingly, along with its corporate sibling the Dodge Dart. And those A-body Mopars sold like dollar beer at a baseball game.

By 1973, the Valiant came in three basic versions: The sporty Duster coupe (which first appeared in 1970), the Scamp two-door hardtop (which shared its body shell with the Dodge Dart Swinger), and that favorite of librarians, school teachers, and grandparents near and far: the Valiant four-door sedan.

All 1973 Valiants got a new face to go along with their new 5-mph front bumpers that were federally mandated that year. Rubber-tipped bumper guards flanked the license plate and there was a new grille and power dome style front hood, all of which contributed to make the front end look much less flat than it did in 1972.

The 1973 Valiant sedans had a 108-inch wheelbase and overall length of 195.8 inches. As you’d expect for a 1970s Mopar product, the front suspension utilized torsion bars for better handling. Front disc brakes were standard on V-8 models and optional on Valiants equipped with the bulletproof Slant Six. A more robust 225-cubic-inch Slant Six was also optionally available.

Other options included air conditioning, electric clock, an AM/FM stereo radio, Rallye cluster (probably much more common on Duster 340s than Valiant four-doors), tinted glass, three-speed electric windshield wipers, and a trailer towing package.

The 1973 Valiant sedan had a base price of $2447 ($16,921 today) with the 198-cu-in Slant Six and $2564 ($17,730) with the 318-cu-in V-8; 61,826 four-doors were built for the model year.

But the Duster was the best-selling model by a wide margin, with 249,243 built in ’73. Scamp production totaled 53,792. Oh, and approximately 15,000 Duster 340s were sold on top of the regular Duster production figure.

One interesting thing about the 1973 sedan is it was the last one to use the original 1967 Valiant body shell. Starting in 1974, the four-doors would use the same body as their corporate sibling, the Dodge Dart—I’m not sure why, but possibly because the Valiant sedan body was pretty rectilinear and the Dart sedan body was “swoopier,” at least compared to the Valiant body.

Darts, Dusters, and Valiants would continue on with only minor changes through the 1976 model year, when production of both the Dart and the Valiant ended for good.

They were replaced with the F-body Plymouth Volaré and Dodge Aspen. And while they were very tidy and attractive, early versions had some teething issues, in particular rusting front fenders. But there was a cool wagon version, and by the late ’70s they were pretty robust, and they would morph into the Dodge Diplomat and Plymouth Gran Fury in the 1980s, becoming well-loved by police departments and taxi drivers across the land.

I spied this like-new Valiant back on May 31 at the weekly cruise-in on the Davenport riverfront. I had just taken the bridge from Illinois to Iowa, was sitting at a red light, and I immediately spotted a light blue Valiant-shaped object in the distance. I couldn’t wait for the red light to change. It was driving me insane.

So the light finally turned green, I rapidly parked, and I leapt from the car and basically ran over to this car. It was so cool! I still see Dusters and Dart Sports on a semi-regular basis (usually modified and not stock, but still …), but the four-door sedans, both Valiant and Dart, are pretty uncommon.

And this car was neat as a pin. The owner came up as I was frantically taking pictures and told me a little bit about it. He is the third owner, and the car was sold new at Learner’s Chrysler-Plymouth, which lasted in my hometown of Rock Island, Illinois, until 1998–99, when it was purchased by Dave and Dan Kehoe, moved to Moline, and became Courtesy Chrysler-Plymouth.

The owner and I chatted awhile, and he was very nice. He originally bought the car because his wife loved it, but he told me she has yet to ride in it and he was thinking about selling it, as he has nine other vintage cars. It was finished in appropriately-named Blue Sky paint and was loaded (by Valiant standards) with the 318 V-8, air conditioning, cruise control, the Rallye Road Wheels (which were available but rarely seen on Valiant sedans), and the split-back front bench seat with fold-down armrest.

I loved it and hope that if the current owner does eventually let it go, that it goes to a good home. And yes, I was reminded of the Valiant famously piloted in the TV movie Duel, even though this one was not orange and a few years newer.

***

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For a brand that put so much emphasis on value proposition, Plymouth sure did offer a lot of performance in its heyday. Mopar’s entry-level brand saw some of the most iconic muscle cars of the ’60s and early ’70s, and collectors have made them some of the most desirable models.

This year marks the 95th anniversary of the creation of Plymouth, which prompted us to explore the brand’s biggest-ever sales at auction. We knew that the Hemi ‘Cuda convertible could fill that list all by itself. There’s not a single thing wrong with the style, power, and rarity of that car, but in order to build in some variety, we’ve laid out the following according to the highest prices paid by body style and engine option.

With that caveat, here are the seven most expensive Plymouth models sold at auction.

1970 Plymouth Superbird 440 Six-Barrel

Barrett-Jackson Scottsdale 2023

Sale price: $550,000

Plymouth’s answer to Dodge’s 1969 Charger Daytona was a similar aerodynamic homologation car sporting a long, pointed nose that helped pierce through the air at race speeds that exceeded 200 mph. It also featured a tall rear wing and sizable vertical fins that helped with high-speed stability on NASCAR superspeedways. This low-mileage example looks stunning in its Yellow Twist paint, as though it were fresh off the showroom floor. At the time of sale earlier this year, the odometer read just 1029 miles.

1960 Plymouth XNR Roadster

RM Sotheby’s Monterey 2012

Sale price: $935,000

Named for its designer, Virgil Exner, this shapely speedster was handbuilt by Carrozzerria Ghia in Italy. It is powered by a slant six tuned to produce 250 hp, proving that the durable, economical engine was also a viable powerplant for a sporty runabout. The asymmetrical design’s pointed snout and perforated grille framing quad headlamps is instantly recognizable as an Exner design, although it never materialized as a production car. It’s easy to imagine, however, that this car could have battled Chevy’s Corvette.

1971 Plymouth ‘Cuda 440 Six-Barrel Convertible

Mecum Indy 2019

Sale price: $1,155,000

A ’71 ‘Cuda, unique with its quad-headlight fascia and chrome-ringed fender gills, is instantly recognizable. Those one-year-only design cues make the styling special, but it was also the final year of the big-block in the ‘Cuda. There weren’t a whole lot of 440 Six-Barrels built in 1971, and even fewer of them were convertibles. According to the Mecum listing, just 17 such ‘Cudas were built in ’71, making this a rare fish indeed. Formerly part of the esteemed Steven Juliano collection, this beautifully-restored Rallye Red example is packed with desirable options, including six-way adjustable driver’s seat, Rallye gauges, and a performance rear axle with 4.10:1 gears.

1954 Plymouth Belmont Concept

Barrett-Jackson Scottsdale 2014

Sale price: $1,320,000

The Belmont’s fiberglass body shows it had likely had Corvette and Kaiser Darrin in its sights, and it certainly had the right lines. Another Virgil Exner design, this low, sleek roadster appeared at the 1954 Chicago Auto Show and New York Autorama and showed off a 3.9-liter version of Plymouth’s Polyspheric engine, the short-lived predecessor of the Chrysler A-series V-8 that had distinctive scalloped valve covers. This concept never saw production, so it’s truly a one-of-one.

1970 Plymouth Superbird Hemi

Barrett-Jackson Las Vegas 2022

Sale price: $1,650,000

The top price paid for Plymouth’s winged warrior naturally goes to the Hemi-powered version. Not only was the Hemi Superbird more powerful and rare, when compared to its 440 brethren, but it was also the Hemi-powered wing cars that actually did battle in NASCAR, making it the closest thing to a superspeedway car that you could purchase at your local dealer. This beautiful Tor-Red example is powered by a numbers-matching 426 Hemi and TorqueFlite 727 automatic. Its options include a heavy-duty suspension, the max cooling package, and power steering and disc brakes up front.

1970 Plymouth ‘Cuda 440 Hardtop

Mecum Indy 2023

Sale price: $2,200,000

Designed by Harry Bentley Bradley and built by Chuck Miller at Styline Customs, the Rapid Transit ‘Cuda toured the country with a bevy of race-prepped and customized coupes to show buyers what was possible with a Plymouth muscle car. This ‘Cuda is arguably the wildest of the customized cars from the Rapid Transit program, which also included a Duster and two generations of Road Runners. Its wild, one-of-a-kind customized sheet metal, perfectly 1970 paint job, as well as the fact that it was out of the limelight for so long, all likely contributed to its strong auction showing. There’s simply no other ‘Cuda quite like it.

1971 Plymouth ‘Cuda 426 Convertible

Mecum Seattle 2014

Sale price: $3,780,000

Blue on blue with a black top and a Hurst pistol grip shifter, this car is far from subtle, and that’s before the rumbling Hemi comes to life. One of just two four-speed Hemi ‘Cuda convertibles built in 1971, this is practically the Holy Grail as it marked the end of an era for factory 426 Hemi muscle. Cars like this simply don’t change hands that often, and the performance, rarity, and striking looks make them the jewel of any collection. Values for these exceedingly rare E-bodies have been steady lately but still remain sky-high.

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Lego’s latest classic-car model is … the 1982 Plymouth Reliant station wagon!

Just kidding. The kit is a 1961 Chevrolet Corvette convertible wearing the obligatory red and white. (We still await the Reliant station wagon, although anything I build will look like a Plymouth K-Car anyway.) The arrival of the set coincides with the 70th birthday of America’s sports car, the first example of which emerged from a Michigan factory on June 30, 1953.

Lego’s Corvette comes with an opening hood and trunk, a detailed engine bay (with spinning radiator fan!), and working tie-rod steering. You can remove the roof for access to the detailed interior, which includes brake, clutch, and gas pedals, plus gear shifter, radio, and rearview mirror.

Specifically geared for adult builders, the Corvette measures over 4 inches high, 12.5 inches long, and 5.5 inches wide. It comes with digital building instructions. The 1210 parts, Lego says, “are manufactured from high-quality materials. They’re consistent, compatible, and connect and pull apart easily every time: it’s been that way since 1958.”

The kit will be available August 1 at a price of $149.95.

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One of the best parts of visiting the Petersen Automotive Museum is that it’s never the same experience twice. A new exhibit that opened this summer is called Splendor and Speed: Treasures of the Petersen Collection. It’s located in the Bruce Meyer Family Gallery on the museum’s second floor, an area that formerly housed a rotating lineup of hypercars. The new exhibit highlights some of the rare automotive artifacts that have been hanging out in the Vault below the museum. From significant hot rods to bespoke luxury cruisers, the room is filled with significant vehicles, many of which are one-of-a-kind.

A 1956 Jaguar XKSS formerly owned by Steve McQueen is one of the racier entrants in the exhibit, and the green British roadster has excellent company. It’s joined by the 1939 “Shah” Bugatti Type 57C Cabriolet by Vanvooren as well as the Plymouth Explorer concept built by Ghia. Perhaps the most stunning car on display is the famous 1925 Rolls-Royce Phantom I Aerodynamic Coupe by Jonckheere. The “Round Door” Rolls-Royce was restored by the Petersen and held a prominent place in the Vault for quite a while, welcoming guests to the underground experience in front of a mural of the car with Bob and Margie Petersen. This is a car that really must be experienced in person as the lines of the car, as well as its scale, are difficult to capture.

In addition to the numerous vehicles, the exhibit includes rare film footage and one-of-a-kind design models from the mid-20th century when these cars were designed and crafted. “The display is a fitting reflection of the exceptional assortment of vehicles we have in our collection,” said Petersen Automotive Museum Executive Director Terry L. Karges. “We are delighted to have visitors view the museum’s most cherished vehicles and artifacts.”

Splendor and Speed: Treasures of the Petersen Collection is currently open. If you’re in the Los Angeles area we recommend spending an hour or two at the museum, and the Vault is still very much worth the extra price. Tickets are available in advance.

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VanDerBrink Auctions’ June sale of a 90-car collection of ’50s classics and ’60s muscle had plenty of chrome, fins, and multi-carved V-8s to drool over, yet one low-production Mopar stood out to bidders: A 1970 Plymouth Superbird. Despite being dinged, scuffed, and faded, the 440-powered muscle car was sold for $203,000. That’s 10 percent more than the model’s current #4 (Fair) condition value of $183K.

Mopar engineers created the 1970 Plymouth Superbird and its predecessor, the 1969 Dodge Charger Daytona, with NASCAR superspeedways in mind. The so-called “wing cars” featured long, sloped noses and new rear windows that reduced drag, along with tall tails that increased high-speed stability. Despite what’s often parroted on forums and in some automotive circles, the wing was placed where it would actually do some good; it had nothing to do with allowing the trunk to open. Aerodynamicists don’t care about your luggage.

Plymouth’s aerodynamic advantage helped Bobby Isaac win the 1970 NASCAR championship as Mopar wing cars dominated the season, taking the checkered flag in 38 of 48 races that season. In a bid to end the aerodynamic shenanigans and get NASCAR racers looking like actual cars, the wing cars were forced to use smaller engines for the 1971 season.

The winged warriors all but disappeared in favor of the new, fuselage-body Mopars that debuted in 1971. Just one wing car competed in that year’s Daytona 500, where it managed to surprise a lot of skeptics: It took on the 7.0-liter field powered by a 5.0-liter small-block and raced to a seventh-place finish.

This particular example is the road-going version of the Superbird, sold in dealerships in limited numbers to homologate the wings cars for NASCAR competition. Somewhere around 2000 were produced, with the majority receiving a 440 big-block with a single four-barrel carb. The 440 Six Barrel version, which added triple two-barrel Holley carbs for a total output of 390 hp, wasn’t as rare as the dual-four-barrel 426 Hemi car, but the larger carburetor does add significantly to the value of a 440-powered Superbird.

Collector Jay Soneoff purchased the car from the son of the original owners, who kept plenty of the car’s documentation, including its built sheet and original title. Cars are only original once, so this kind of time capsule represents an incredibly rare opportunity. As Hagerty valuation specialist Greg Ingold notes, “This sale shows how documentation and a history can boost value. Add in the original “as found” condition, and this Superbird checks all the boxes for the barn-find romantic.”

With just 57,178 miles on the odometer and desirable options including its Tor-Red paint and Tic Toc Tach, it’s not too surprising that this piece of muscle car history pulled in more than $200,000.

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

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

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

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

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

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

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

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Plymouth hit the road in 1970 with its “Rapid Transit System” and put on clinics with drag racers across the country, highlighting the performance potential of its various V-8 engines. However, there were more than just elapsed times to brag about, as a quartet of customized muscle cars was also a part of the reverie. Three of those special cars wound up in Steven Juliano’s collection and went up for sale four years ago. The final custom, designed by Harry Bentley Bradley and built by Chuck Miller at Styline Customs, is this 1970 ’Cuda that’s bound for Mecum’s Indy 2023 sale.

It features a custom steel grille and lower fascia, along with a gorgeous custom paint job sporting a luscious fade. Originally finished in red, the car was painted green, blue, and white for the 1970 Rapid Transit System program and received the paint you see here in 1971. In our opinion, the second custom color scheme is superior. While the style is similar, the lines are more complex and the addition of the front-to-rear fade makes it absolutely striking. It’s audacious and loud, but given that it started life as a 1970 440-cubic inch ’Cuda with a shaker hood, subtlety was never really an option.

After retiring from Rapid Transit Service, this car was purchased and hardly driven, as evidenced by the 976 miles currently on the odometer. The brawny 440 and custom paint and bodywork drew too much attention, and the car was garaged in 1976, where it would remain, nearly unseen until early last year.

Ryan Brutt, the Auto Archeologist, has a video with Chuck Miller that goes into some of the history of the car.

Despite spending almost 50 years in storage, the lacquer paint survived amazingly well, with only a few chips and scratches (and some cat paw prints). Inside, the upholstery and carpet appear to be in great shape.

Like the three other custom Rapid Transit cars, this one’s sure to bring a premium when it crosses the auction block this May. Juliano had tried to purchase this car and knew the owner, but never actually got to see the car in person. Perhaps now that it’s out of hiding and back in the limelight it can once again join its fellow Rapid Transit System partners.

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There’s nothing quite like an unassuming car that can leave high-power metal for dead at a stoplight. “Sleeper” cars are just plain old fun—unless you’re the one left staring at the taillights unexpectedly.

Last week, we asked you to shout out your favorite sleeper cars of all time. Nobody mentioned the 1994–96 Chevy Impala SS explicitly, but that would be our vote. Nonetheless, your responses covered an incredible range of vehicles across all decades and makes. This was a lot of fun to comb through. We grabbed an oodle of your responses for this story, but if the one you’re thinking of didn’t make the list, let us know in the comments.

We have a lot to cover, so let’s hop right in.

Late Model Pontiacs

Be it front- or rear-wheel drive, the final days of Pontiac gave us more than one “sleepy” way to enjoy LS V-8 power. Oh, and the sistership Chevrolet SS, which absolutely deserves to be on this list.

@George: 2008/2009 Pontiac G8 GT. I’ve owned my 2008 since new and to this day almost nobody knows what it is. Thank God for Google. The 2006 GTO was also severely underrated for sure.

@Glenn: I’ll second that. I’ve owned an ’09 G8 GT for several years. Only the most die hard gear heads actually know what it is and what it is capable of. Most people think it’s just another FWD 6 cylinder 4 door typical of what GM has put out for years. What the unwashed masses do not know is that this rebadged Holden Commodore SS has more in common with a Camaro SS than it does a G6/Malibu/Impala.

@jal11180: Chevrolet SS – perhaps the most underrated SS vehicle that Chevrolet had made, even more so than the Cobalt SS, HHR SS, this badge swapped Holden Commodore was truly a wolf in sheep’s clothing.

@Bill: 2007 Pontiac Grand Prix in silver with the GXP badges removed. Totally invisible!

@MJ: I’ll say the new GTO. LS motor in a Cavalier body? Yeah, that would catch you off guard.

Volvo Turbos/V-8 Swap

Whether it’s the stock turbocharged versions or the V-8 swapped monsters that occasionally surface, Volvos in all shapes and sizes make for great sleepers.

@Tim: Somebody help me with the exact model. I remember there was a Volvo wagon that was quite the performer for it’s time. I can’t recall if it was a late ’80s or ’90s model. I know there have been later higher-performing Volvos, but this one I’m thinking of was definitely a sleeper.

@Mike: Tim, I think you’re referring to a 740 Turbo…

@David: The Volvo wagons Paul Newman and Letterman had. The slowest vehicle I have ever driven was a Volvo wagon, those should have surprised anyone.

@Vijay: How about the unassuming, Volvo 850R wagon?

Turbo Chryslers

Quite frankly, I was surprised at all the recognition the turbo Chryslers garnered from our question. Surprised, but very thankful indeed:

@Johnathan: The Dodge Omni GLH Turbo, and even more so, the Shelby GLHS version. These cars looked like econoboxes (which they were at their core), but would outrun almost any contemporary vehicle … at least up to 100 mph.

@My Kismet: The ultimate sleeper would have to be the 1992 Dodge Spirit R/T in Silver. The 91 & 92 Spirit R/T were all sleepers but the red or white wheels on red or white cars made them stand out a little. But the only other physical difference was a tiny trunk spoiler. So these cars and especially the Silver 92 (only 30 made) looked mostly like every other grocery getting Spirit. But they were the quickest production car when it came out in 1990. I had one and even by today’s standards you wouldn’t be shamed by most cars on the road. Back then it was scary quick.

@Norm:  I’ll go along with Carroll Shelby’s favorite Q-Ship (in fact he said it was his favorite Shelby-produced vehicle of all time): the 1986 Shelby GLHS Omni Turbo. A blacked-out 4-door little bottle rocket that was in the top 5 quickest mass-produced cars in the world (not just the US) for that model year. I refer you to the April 1986 cover story of Hot Rod Magazine, “Shelby GLHS Whips GT350” at the race track.

@DUB6: We owned a 1988 Chrysler LeBaron GT Turbo Coupe once, and although it was a little fancier-looking than your ordinary K-car, it was an absolute bullet when your foot ticked that turbo into action. I surprised plenty of Mustangs with it.

@Cason: I feel the Spirit R/T deserves a spot on the list. Sure, it was a performance variant with delightfully 90s color-keyed wheels; but essentially no one knew about it and, well, it was Dodge Spirit and maybe slightly understated vs. a Galant VR-4 (which is always worth a look).

@Gary: How about the first generation Chrysler minivans with the turbocharger and 5 speed manual trans?

Turbocharged HHR and PT Cruisers

We always remember the HHR and PT Cruiser as fashion statements that fell out of favor almost as quickly as they rose to popularity, but they also had a sleepy side:

@hyperv6: The best that I have owned was my HHR SS. I added the GM tune that pushed boost to 23 PS1 and power to 300 hp and torque 315 lb-ft. I just loved the time a Mustang next to me took off and I was door handle to door handle with him. The next light he rolled down the window and said, “how are you doing that?”

@David: So true about the HHR SS. I’ve thought of mine (owned for 14 years) as a sleeper, because the ‘SS’ moniker back in the day was so sadly abused, it wasn’t taken seriously. I enjoy surprising the unsuspecting out in the twisties when they try to keep up. Nurburgring indeed…

@Zoey: I drive a 2005 Chrysler PT Cruser 2.4 Turbo GT. Surprise! It is a sleeper. I love this car and I am 73 years old.

@Gary: Like the turbo Chrysler Minivans, another good one is the PT Cruiser turbo 5-speed.

Sneaky V-8s from GM

General Motors made a lot of sleepers that aren’t easy to pigeonhole, so we just put them in a singular category of “sneak” for this article:

@DUB6: I had a ’56 Chevy pick-up that had been a ranch truck, so it had all of the requisite dings, scratches, rust spots, dull paint, cracked side glass, and dog dish hub caps. After dropping a 325 horse 396 and 4-speed in it with 4:11 rear gears, it fooled a lot of people at the red lights downtown.

@jal11180: 1969 Chevrolet Biscayne—do you want to have a Chevrolet Chevelle SS but also lack the money to get one outright? Why not save some money and get the exact configuration of that vehicle for the fraction of the price, as in the 454 LS6 version of the Chevrolet Chevelle SS, and put that into the Chevrolet Biscayne?

@JAS 73: Many years ago, a friend of mine had a 1969 Impala station wagon with a 427 as a tow car for his drag Corvette. The only clue was an emblem on the fender.

@Walt: I have a 1966 Chevy Impala 4 door sedan. It has dog dish hubcaps and looks like a family car. However, it has the factory 396 under the hood, 4 barrel carb, and headers. Puts out about 375 horse. I have high performance tires with the lettering turned inward. Love to have little bubble cars think I am driving grandma’s car on the interstate until I open it up and…well, you know!

@EP: A pea green 427 Chevrolet Biscayne with 327 emblems!

@Darrel: There was a guy in Crawfordsville, IN “back in the day” that had an all-black 63′ Biscayne 2-door sedan base model. vinyl seats, rubber floor mats, black walls with chrome center wheel covers. The only thing that gave it away, was if you had a chance to look inside it had a 4-speed and the tach in the dash like a SS. It had a dual-quad 409 under the hood.

@jal11180: 1967 Chevrolet Chevelle SS Station Wagon/Estate Car—what? The Chevelle not only had a station wagon/estate car variant, but that it also had an SS package? Yes, it might not be as powerful as the 1968 to 1970 Chevrolet Chevelle SS, but all of the options for that car could easily fit under the hood of this vehicle, but, even in this guise, there is a lot of potential for engine and transmission upgrades to honestly make the more well known variant of that vehicle look slow.

@NovaResource: Well, any “big engine” 1968+ Nova would be an SS and not a sleeper (in my opinion). But the 1966 and 1967 Chevy II 100-series 2-door sedan with the 350-hp L79 327 would absolutely be a sleeper.

@Barry: Pontiac T37… most don’t know what it is. Ask some old timers from the late 60’s, very unassuming car, I believe a 4-speed and a 455 was what it had. (Agreed. – SM)

@Ron: How about a 1963 Bonneville with 421 Super Duty? 421 cid with Tri-Power and 425 horse and a 4 speed, had a convertible. Perfect sleeper, looked like a grandma car. Ran great when I got those 3 deuces working together.

@Not Old Not Grumpy: On that note an original 62 Catalina Super Duty is the ultimate plain Jane sleeper…. Until the cutouts are unbolted!

@snailish: The 55 Pontiac Chieftain modified by Vic Hubbard (or his shop – story is murky?) with a 421 SD Pontiac engine in the early ’60s.

@Mark: A car that is a true sleeper is the late ’50’s Eldorados with the standard Dual Quad or Tri-Power set up. I owned a ’59 Eldo with the standard 390 V-8 and 3 Deuce carburation. When I floored it, the car would leap forward like it wanted to fly. No one would believe it was a stock engine.

@TG: The mid-80s 4-door Malibu came off the assembly line with V-6s or gutless V-8s. But in most cases making one with a little enhancement would make a pretty effective sleeper.

@Charles: The best sleeper I ever made was a ’72 Skylark 4 dr. with the 340 hp 400 cu.in. Pontiac engine from my wrecked ’70 Grand prix. In the early 80’s when I did that, the car was a consistent high 13 second runner. That easily outran just about anything from the factory and was such a plain wrapper that no one gave it a second look.

1987 Callaway Twin-Turbo Corvette

You could say that no Corvette is a sleeper, but how many of you think a C4 Corvette is truly special? Not enough of you, and parking one next to a 1980s Porsche 911 Turbo, Ferrari Testarossa, Lamborghini Countach, etc. back in the day would get you laughed out of the lot. Until others realize you have RPO B2K, and that means you can destroy your competition with ease:

@hyperv6: The First Callaway Corvettes were very understated. The only real external clue was a boost gauge in a AC vent. Or if you were lucky the Dynamag wheels if optioned. Back in 1988 the Vette was not all that fast but it was the best thing around. But the Callaway was good for 200 MPH and much faster 1/4 miles.

Big Block Mercedes-Benzes, AMGs

You need not own a 6.3-liter, a 6.9-liter, or a modern Mercedes-AMG product to see the appeal of a sleeper luxury car, as the car chase in the movie Ronin makes it pretty clear:

@Frank: Undeniably it would be a Mercedes-Benz 300SEL 6.3 or more recently a Mercedes-Benz E55 AMG, preferably a wagon. The former was a 150-mph sedan–in 1970! The latter (2005-2006) goes even faster and does 0-60 in 4.1 seconds. Mine has 125,000 miles behind it and has surprised quite a few muscle-car owners. To make it an even better sleeper, simply remove the E55 AMG logos. Even cops never give the wagon a second look.

@Kenny: I would say any real AMG Mercedes, especially if de-badged. They look like any ordinary Mercedes with AMG wheels, but pack a considerable punch. The 2 I’ve been fortunate own have been a 1999 E55 and a 2004 CL55. The CL has the supercharged V-8. Looks like a big, comfy coupe, but will move when you hit the gas.

Turbo 3.8-liter Buicks/Pontiacs and 4.3-liter GMCs

General Motors made something very special in the 1980s for Buick, and in the early 1990s for GMC. Turbochargers on V-6 engines are great, but these particular examples had so much more to offer, provided you knew what you were looking at:

@jef bockus: I have a white 87 Buick Turbo Limited with a bench seat and landing lights. Even in stock form it a blast to drive and dead quiet and smooth, love it.

@Scoupe: The 1989 Turbo Trans Am. Sure the Buick Grand National is the Vader of the streets, but Pontiac decided to revise the 3.8T’s heads and added the usual other supporting mods. The least suspecting and likely cheapest way to hit 160 mph in the ’80s, and no one says a word about them.

@Rich: I vote for the Buick T-Type as a classic sleeper. Most looked at it and figured it was just a standard V-6 Regal and not one of those Grand Nationals . At the time there was a wealth of information available to implement significant performance upgrades which I took full advantage of. My standard line after many stop light adventures when asked “what the heck do you have in that car” was this – “This is my fathers Buick” that tended to receive many interesting comments.

@Scoupe: Surprised, no mention of the Sy/Ty GMC twins in here. (Thanks for that! – SM) 

Modern Turbocharged GMs

These new Turbo GMs don’t get the love of the aforementioned 3.8- and 4.3-liter examples, but that just makes them even more of a sleeper:

@Jack: I have a 2017 Buick Regal Premium II that’s tuned along with a larger turbo and CNC milled head and that little 2.0-liter moves put! Surprises most everyone, and if I don’t want to be passed on the interstate I just drop the pedal down a little bit. Understated and a comfortable ride along with a little pep! That’s my Sleeper! Especially after owning various Mustang GT’s and Shelby GT500’s all my life!

@Dean: The neighbor’s kid has a Chevrolet Cruze with a 2.0T stuffed into it out of a Buick Verano. It looks bone stock and kind of beat up. He’s pushing about 350 hp. No will race him because no one in their right mind believes it could possibly be fast.

V-series Cadillacs

Modern-day Cadillacs are nothing like the bold, flashy, audacious examples from decades past. Whether or not that’s a good thing is debatable in the comments section, but there’s little doubt that your average motorist knows just how special the V-series examples are for the enthusiast looking to perform without making a statement:

@Bob: 2009 Cadillac CTS-V 4 door with no badges showing. Unbelievably fast for only 556 hp. GM had to rate it below Corvette’s blown models.

@Scoupe: The first generation (2004–2007) Cadillac CTS-V. Own one as we speak, and it still gets the gamut of ridiculous questions after stoplight shenanigans have ended. “No it does not have the Northstar.” “No it is not FWD.” “Yes, it really came factory with a stick.” Truly a stealthy high-12s Q-Ship out roaming the streets.

@Warren: The ultimate “sleeper” is my 2013 CTS-V Wagon, 556 hp and 551 lb-ft of torque. I tried to find a baby blue metallic [example] but found out that only 4 were made. I had to settle for black. Some fellow in a BMW was aggravating me as I was driving to Houston from Temple, Texas. He kept passing me and slowing down on the two lane rode. Finally I had enough of him and passed him and kept my foot on the gas, never saw him again. Must have embarrassed the guy to be outrun by a “family station wagon”.

Sneaky V-8s from Ford

Much like our list for General Motors sleepers, let’s consolidate a lot of sleepy, sneaky Fords in this list:

@Bob: I had a stock appearing 1937 Ford Business coupe (this was in 1954) with a 281 CID flathead V-8, 4 carbs, track cam, etc. It ran best on a heavy load of nitro and never lost a street race. It turned 104 mph at Orange, MA back in the day. It was a real money maker. One exhaust was short and hidden from scrutiny.

@Gayle: Best sleeper ever from the early ’60s: My mother had a ’54 Lincoln Capri 4-door sedan (317 c.i. Y-block) into which my father added a solid lifter cam, dual 4bbl Holleys (the old teapot type), Mallory ignition and dual exhausts (quiet though). Surprise!

@Postman: My 1973 Ford Maverick 2 door. It had a 302 and white walls. Surprised a lot of folks back in the day.

@David: I don’t know if it’s the best, but one of my favorites is the Mercury Marauder of the early/mid 1960s. It’s not just your basic Monterey or Montclair…

@TG: I bought an 1989 Mustang LX that started life as a 4-banger but was 5.0 swapped. Shortly after I bought it, one of the tail pipes fell off of the hastily installed dual exhaust, so I picked it up and threw it in the back. I rode around in this very 4-cylinder looking mustang with one tailpipe out the back for a couple of months before I finally got around to putting it back on. I surprised quite a few folks at the green light. I was also going to mention the Ford LTD/LX that Sajeev wrote about—the very hum-drum looking 5.0 capable Ford

@jal11180: Mercury Marauder (Last Generation)—say what you will about the Mercury Marauder of the 1960s, as it certainly is an underrated road beast, but, even in the current configuration, the early 2000s itineration of this vehicle is a pretty good muscle sedan in its own right, and, with a bit more work, those numbers can go up considerably.

Oldsmobile Quad 442

This one has a lot of validity. To be honest, the Cutlass Calais Quad 442 is a little bit of that 1960s muscle car magic applied in the early 1990s. What a shame so few people see this car for what it is:

@Scoupe: The 1991 Oldsmobile Cutlass Calais Quad 442 W41. Put your pitchfork down, I don’t care if it’s FWD. I’d be more ashamed of the 17-second quarter miles the G-body cars laid out at the same time. 2550 lbs of nasty little coupe paired with a close-ratio 3.94FDR 5MT, sport suspension that actually was worth a damn, and glorious RPMs, all 7500 of them. I had a warmed-up W41 around 10 years ago and the races it won were hilarious.

V-6 Fords: Taurus SHO & Thunderbird SC

While the 5.0 Mustang of the era was winning races around the country, Ford was doing the same for other models. But they weren’t getting the same amount of credit for it:

@Chris: Loved my 93 SHO. That stick had a very unique feel. And when pushed, that car pulled! Bright red exterior was fun too…

@Mike: Having owned a few I have to vote for 89-95 Taurus SHO. Especially my 90 in black. Invisible.

@Mike: I loved my ’95 SHO, or at least the engine! It freaked people out to see a stick shift in a Taurus and it was always fun to surprise folks by dropping it into 3rd gear on an approach ramp and nailing it.

@Gary: Of course the first Taurus SHO is the ultimate sleeper (had one in 88)

@John: 1991 Taurus SHO!

@Charles: I had 2 Taurus SHO’s. The 89 blended in with every other “jellybean” car on the road with few visual clues. The 92 was not as stealthy. Both were quick for the day.

@jal11180: 1989 Ford Thunderbird Super Coupe – basically, this vehicle was a street version of the NASCAR version of the Ford Thunderbird of the time, and this Seventh Generation version of the vehicle is arguably the highest performance version of the entire history of this vehicle. Alternatively, getting similar upgrades to the same year Mercury Cougar could also be a cheaper, as well as more viable, and, obtainable, option.

@Cason: I must mention is the 1989 to 1990 Mercury Cougar XR-7. This offered 100% of Thunderbird Super Coupe performance and manual shifting in a more subtle package, including the more “formal” Mercury rear window. Say no more!

Underrated Infinitis

Considering the number of these Infiniti rear-wheel-drive sports sedans and coupes I see in my neighborhood being piloted by the Gen Z crowd, I wonder if they truly are sleepy sleepers. But still, this is power in the hands of the few, and it deserves to be highlighted here:

@Pickle: Another more modern sleeper are G35/G37 sedans. They are literally 350z/370z cars with 4 doors. They blend in with the all the Camcord style sedans, yet in the case of the G37, you get a 330-hp V-6 and rear wheel drive. Get the G37S and you get an LSD, 4 piston calipers with 14 inch rotors, a quicker steering ratio, and fantastic sport suspension. Unless you really know what you are looking at, it is hard to distinguish the S from the regular G37. I’ve dropped a number of back country road tailgaters who thought 5-10 over wasn’t fast enough, yet they couldn’t hang when the road got twisty. When I bought mine, the wife thought it was, and I quote, “a grandpa car.” Then she drove it…

@Tinge of Ginge: Y’all are missing the point. Anything with an SHO or SS badge is not a sleeper. Marauder gets close, but its Vader-esque nature almost shows its hand. If you want sleepers, have to go Japanese sedans from the late 90s/early 00s: 03-04 Infiniti M45

Triumph TR8

Did you know the Rover V-8 has a slew of performance parts available? And did you know you can drop them all into a vehicle much smaller than a Land Rover?

@Brian: In 1979 or 1980 I recall being a passenger in my best friend’s 1970 “worked” 350 Chevelle SS with a 4:10 rear end and both of us feeling pretty invincible should anyone decide to challenge us on the street that day. At a traffic light in Chicago, a Triumph TR7 pulled alongside of us and indicated that he was up for the challenge, at least we thought it was a TR7. Unfortunately, we were able to determine it was a TR8 by the callouts on the rear of the car as it drove past us in the short straightaway we had.

Pentastar V-6 Minivans

If you’ve ever rented one of these back in the day, you know they make fantastic sleepers. The Pentastar V-6 is no joke, this van will humiliate a lot of seemingly high-performance vehicles in a drag race, as @JimInTheSand says:

“Not the best sleeper by any means, but something you would not expect to be so snappy are most recent Dodge Grand Caravans. Stock with 283 hp, 6 speed automatic… not grandpa’s mini van.”

Austin Mini

Sleepers aren’t necessarily just the fastest accelerating things, are they? As @Arthur put it:

“My little Austin Mini was a sleeper in a different way. They did not sell them in the U.S. for many years while still available in Canada, and on a trip through New England I surprised a fellow in a Vette coming down a mountain. He was surprised when I passed him and disappeared down the mountain through the tight bends; he did not catch me until we got down onto the regular roads. That’s when he went roaring past with a look of disgust at this little car which he could not match on the twisty bits.”

“S” Code Mercury Cougar

@David said it well when he suggested this particular Cougar is actually a sleeper Shelby:

“Best Sleeper Car of all Time, hands down, is a 1967 Mercury XR-7 GT. The “S” Code got you an FE big block with a 4 speed in what looked, at a stop light, like a bone stock luxury car. 428 cubic inches or 390 cubic inches, your choice. It’s a Cobra, without the Shelby badges. And this true sleeper would also be painted Black, of course. Motor Trend thought so too: 1967 Car of the Year. They said it should be called King Cougar.”

BMW 2002

And just like the tiny Austin Mini, the Germans came out with something that was a force to be reckoned with:

@Mike: Go back to 1968, when a little boxy German sedan started showing up in the US, with a blue and white badge that said “BMW.” If you were driving any import sports car other than an XKE, a 911, or something exotic and Italian, you quickly learned not to engage in stop light grands prix with one of ’em. Nor could you keep up with ’em on a twisty back road. Especially when painted an innocuous white, beige or silver, at least for fellow import enthusiasts, the BMW 2002 was a real sleeper, and proved you could have sports car handling, room for four, and their luggage.

Sneaky V-8s from Chrysler, other Americans

It’s truly amazing how many sleepers were made by American automakers, even more so when considering how their owners souped them up to make them even faster:

@Kurt: The 1957 Rambler Rebel. Who would think a 4-door Rambler would be perhaps the fastest car you could buy in 1957?

@Roger: Yes Kurt!! l was looking for someone to mention the ’57 Rebel! The ultimate sleeper, perhaps! 0-60 in 7.5 seconds—factory stock! Naturally aspirated.

@JimB: In 1966 a fellow engineering college student built a heavily modified ’57 DeSoto Firesweep. He chose this model for its light weight in spite of its large size. He began by stripping more weight. He probably removed a few hundred extra pounds. Nothing was left untouched, except it looked stock from the outside, like he was driving his dad’s car. He installed a well-built 392 Hemi, 727 TorqueFlite with a moderate stall converter, quiet exhaust, and higher ratio differential. There were some minor suspension mods. He sometimes ran cheater slicks, the only giveaway. He ran it once at a local drag strip, just to get a time slip. I would really like to know what this mild mannered car did on the strip, but never did.

@Danders54: The best sleeper I can think of was my dad’s 1966 Coronet 4-doors with a factory 426 Street Hemi. His was the 4-speed. Lore says 4 of these sedans were originally ordered for the FBI but ended up with ‘civilians’ instead. Dad gave it a good tune and removed the Hemi emblems and would go ‘hunting’ for fast looking cars. He also installed a Road Runner ‘beep-beep’ horn to add insult to injury as drove away from who he raced. He also has several trophies from the local MN dragways drag strip. When he was not terrorizing the street or strip it was my mom’s grocery getter that she drove us kids around in.

@Al: Much like the ‘66 Hemi Dodges four-door cars, one of our NHRA club members had a black ‘67 two-door Coronet sedan. It was a competition option package that didn’t even have carpets or a heater as I remember. Total sleeper.

@Cy: I once had a 1966 Plymouth Belvedere 1 station wagon with a hemi automatic. White with dog dish hubcaps. I had fun with it.

@wolfgang: I would like to add the Modern (2012) Chrysler 300 SRT8 with the 6.4 Hemi under the hood. I have surprised quite a few Mustangs and Camaros that didn’t know what it was. Also the 6.1 liter Dodge Magnum wagons from 2006–2008.

@Steve: One of the best factory sleepers ever would likely be one of the few ’66 Belvedere 4-door sedans that got Hemis, especially if it only got the inscrutable “HP2″ fender emblem. My own best effort at the genre was a fairly ratty Duster that hid a 512 [cubic-inch] Indy-head big block and ran low 11s. What it needed was a set of basic steel wheels, and quieter mufflers to complete the deception.

@Doug: The sleeper-est car I’ve ever had (and I’m a classic car dealer) was the one I sold in order to start my business. It was a 1969 Plymouth Barracuda 340 Formula S notchback, finished in Spanish Gold and green interior. It was also a 4-speed AND a stripe delete car. Other than 3 round emblems on the car, you couldn’t tell what it was…..until you put your foot into it. That car would LITERALLY rip the knobs off the dashboard while trying to find grip. It destroyed stock 383 and 440/4 Mopars with regularity—yes, at the strip. An absolute torque monster, and with manual steering, manual drum brakes, No AC, and flat-as-pancake bucket seats, the single-most uncomfortable long-trip cruiser I’ve ever been in.

@jal11180: AMC Hornet – basically, this vehicle is the more high-performance version of the AMC Concord and, with a little bit of work, it could be a true street beast.

@Roger: consider a ’64 Studebaker Commander or Challenger (yes, Studebaker used the name in ’64) 2 door with a supercharged R3 engine and 4 speed with the right rear end ratio. About 400 hp at the rear wheels and 0-60 in well under 7 seconds. Factory stock and nothing except a couple of inobtrusive badge to give it away.

The post According to you: What’s the best “sleeper” car of all time? appeared first on Hagerty Media.

Jonny writes:

I’m working on putting on a new brake master cylinder on my 1940 Plymouth P10 coupe. It has a 1972 Ford Torino, 5.8-liter, 351-cubic-inch V-8 brake booster and master cylinder. I am having trouble bench-bleeding the new master cylinder.

I have tried both ways described in the literature that came with it. Blocking off both ports and “pumping” the valve. The pressure gets high enough to stop the pumping action. But the rear cavity (the larger of the two) is still spongy. Only the front cavity is bled.

So, the second way is to hook up two return tubes: one from the front port, returning the fluid to the front cavity and keeping the end of the tube below the top of the fluid; same with the other tube. I can see the brake fluid going in and out of the front tube at the cavity end of the tube, but I never see any large amount of fluid move in the rear tube. I do see a small amount of fluid go over the top and drain back to the rear large cavity. But this is only drops of fluid, not a gusher.

I also did a different hookup. Since the front port is bled solid when I push in the plunger, I hooked up a tube to the front port and a plug to the rear port. This got me past not being able to push the plunger because the front port was solid. Still couldn’t get any volume of fluid (just drops) to cross over the tube and into the rear cavity, and it is far from being solid.

When I examined the two holes in the bottom of the rear cavity, I can see fluid coming up from the front hole when the valve is pushed in. I even got an old-style battery filler with the bulb and a stem and tried to force brake fluid into the holes—first with the valve pushed in and also with the valve out. (This battery filler had never been used for anything before this.)

First, the front hole of the rear cavity—I couldn’t tell if there was any fluid being forced into the valve area and out the rear hole. But when I forced fluid into the rear (smaller) hole, I could see fluid come up out of the front (larger) hole. But the rear cavity is still not solid—far from it.

I have also let the new master cylinder sit for three days in the vice, trying to get gravity to feed fluid into the valve area. Didn’t help. Also I put a piece of tape around the plunger to make sure I didn’t press the plunger in more than three-quarter to 1 inch.

Am I doing something wrong? What else can I try to get this brake master cylinder to bleed solid?

Sajeev answers:

Thank you for your fantastically comprehensive question! This makes my suggested answer far simpler: You did everything correctly, which suggests the master cylinder itself is defective …

… or it needs a rebuild, if it’s been sitting around with five-plus years of rotten brake fluid making a mess of the piston, spring(s), and O-rings. Again, there must be something wrong internally that keeps the rear cavity from bleeding correctly. I would either return that new part, buy a new one (if yours is used), or rebuild the master cylinder yourself (if you are bold).

Jonny replies:

Thank you for your reply. The master cylinder being bad was the only other logical explanation that I could reach after talking it over with a couple of my mechanic friends. Thank you so much for your reply.

Sajeev concludes:

Because I never heard back (and since this weekly series receives questions quicker than I can answer them), I suspect Jonny fixed this issue with a new master cylinder many months ago. And now he’s running around in a Ford-infused Plymouth with the stopping power of a thousand Starsky and Hutch Torinos.

Wouldn’t that be a fun sight to behold?

Have a question you’d like answered on Piston Slap? Send your queries to pistonslap@hagerty.com—give us as much detail as possible so we can help! Keep in mind this is a weekly column, so if you need an expedited answer, please tell me in your email.

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The post Piston Slap: Brake-checkin’ a Torino-infused Plymouth? appeared first on Hagerty Media.

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

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

1966 Ford Ranchero

Asking price: $15,500

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

1969 Chevrolet El Camino

Asking price: $30,000

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

1961 Ford Falcon Ranchero

Asking price: $22,000

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

1977 Chevrolet El Camino

Asking price: $11,500

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

1968 Chevrolet El Camino

Asking price: $13,000

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

1965 Chevrolet El Camino

Asking price: $22,500

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

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

Contrary to thoughts on many corners of the Internet, the Malaise Era very much ended in the early 1980s. Performance cars were getting faster and more fun to drive, while family vehicles simply did their jobs better and more efficiently with the advent of computerized design and a smaller footprint with the same—or more—interior space as yesteryear’s land yachts. But not all brands recovered from this bout of blah at the same pace.

You’d be forgiven for thinking that Chrysler took a longer time to shrug off that era. Be it lean burn engine computers, hurried-to-production Volares, or a controversial government bailout, the 1970s were not a good time for the Pentastar brand. It would eventually bounce back, paying the government back in 1983, but did its product line recover quick enough to ditch the malaise era moniker?

By definition? Yes, it did. But, depending on your perspective on Chrysler, the answer may be more complicated than that. Haters will point to the 1990 model year as more proof of the same missteps. Lovers will see the incremental improvements of a brand that was in the midst of transforming itself into a powerhouse, albeit one that was sadly taken for a ride just a few years later.

Perhaps both perspectives have merit, as seen in Motorweek’s assessment of the 1990 Chrysler lineup. A new decade deserves some new cars, right?

The 1990 Imperial is the poster child for a new vehicle with more than a modest influence of old school thinking. The top-tier luxury Chrysler was reborn as a competitor for the downsized, front-wheel drive market dominated by Cadillac and (to a lesser extent) the Lincoln Continental. While Motorweek didn’t put them head-to-head, the Imperial’s 3.3-liter V-6 would likely have had a tough time against Lincoln’s 3.8-liter Essex V-6, much less the 4.5-liter V-8 of the 1990 Cadillacs. And its Y-body chassis is objectively inferior to GM’s C-body and Ford’s lengthened Taurus platforms, as it lacked a fully independent suspension. (If I got this wrong during my research, I’d love to be proven wrong in the comments below.)

Luckily, the 1990 Imperial had an optional air suspension for Continental-like plushness, semi-independent rear setup aside. Sadly it lacked the Continental’s cutting edge, dual-mode dampers and variable rate steering. New Order was not on the playlist, as the Imperial sported styling that made it clear this New Yorker-derived flagship aimed to please a specific market: one that could care less about a wannabe-Mercedes Continental. In some ways, the Imperial was the best of old and new Chrysler.

On the other side of the spectrum was the new Plymouth Laser, borrowed from Mitsubishi. New for the 1990 model year, the Diamond Star partnership gave Chrysler a Mitsubishi Eclipse, rebadged for both Plymouth and the Eagle brand. The anthesis of the traditional Imperial, the Laser clearly set its sights on a demographic that was very unlikely to consider a Chrysler product influenced by the Malaise Era. It was the right sport coupe for the time, and perhaps the most famous example of the Mitsubishi-Chrysler partnership.

But Motorweek also mentioned other Diamond Star derivatives of the era. For 1990 there was the Ram 50 (Mitsubishi Mighty Max) compact pickup, a Dodge Colt/Eagle Summit, and a host of Chrysler family vehicles now powered by Mitsubishi’s 3-liter V-6. A handful of those Mitsu-powered cars could now be ordered with a 5-speed manual in cars like the Dodge Daytona. Ordering the big motor with a stick in a Daytona ES with the “V6 Performance Discount Package” netted the performance upgrades necessary for a compelling yet winter friendly front-wheel drive alternative to a Fox Body Mustang. Sometimes borrowing stuff from others is a great idea, no?

Sometimes not. As previously discussed, Renault’s interests in the AMC brand haunted the office hallways in Auburn Hills. Long story short, former AMC dealers needed cars to sell alongside Jeeps, possibly (likely?) without red tape of selling ChryCo cars against franchised Chrysler dealers already established in the area. Legal obligations aside, the automobiles of American Motors were long past due for an extinction. While the new Eagle Premiere was ItalDesign’s take on the Renault 25, just looking at the floor console’s design and texturing in the Motorweek video suggests it was not going to be class competitive. Nor would the 1990 Dodge Monaco, the Premiere’s clone for Chrysler dealerships.

For some reason Motorweek didn’t mention the Dodge Monaco, but perhaps nothing is as “past due” as the Dodge Omni. The L-bodied world car from Chrysler ended its 12-year model run in 1990, with Malaise era battering ram bumpers intact. Judging from Motorweek’s silence, nothing of significance changed. At least they learned that both the Dodge Dakota and Ram pickups sported Club Cab body configurations this year, while Jeep models received modest safety (rear shoulder belts, Cherokee) and convenience upgrades (rear wiper arm, Wrangler hardtop).

It’s more than a little ironic to see how little time was dedicated to the Dodge Truck and Jeep brands in Motorweek’s round up, as the same video shot today would be a complete role reversal for Chrysler Stellantis’ product offerings.

How times have changed. Possibly for the better, but again, that opinion depends on your opinion of the brand. No matter, the 1980s and early 1990s were a truly unique and mind blowing time to sell Chrysler products. May history never repeat itself in that regard!

The post In 1990, Chrysler’s lineup was a mix of old, new, borrowed, and past due appeared first on Hagerty Media.

If first impressions mean everything, and second and third impressions accurately confirm as much, then by now you know VanDerBrink Auctions’ place in the automotive community. No trailer queens here, just dozens upon dozens of vehicles, mostly project cars or parts cars that have been left to the mercy of the elements. And the Minnesota-based auction company is at it again—times two.

VanDerBrink will auction more than 250 cars and trucks on Saturday, October 15 when it disperses the Randy Milan Collection in Fort Collins, Colorado. Less than one week later, VanDerBrink will conclude an online-only auction of 80 cars from the Gary Kuchar “Car Crazy” Collection in Custer, South Dakota. Bidding ends on October 21.

Both collections have similar roots: Their owners once had big dreams, but they no longer have the time to make their treasures roadworthy, so they’re selling them to other mechanically inclined hopefuls.

Colorado’s Milan, like his father before him, has collected vehicles for more than five decades, never letting go of anything. Until now. Milan, who owned a towing company, has a special fondness for iconic Chevrolets, especially 1959 and ’60 Impalas, and there are nearly 100 ’59 and ’60 Chevrolets of all models. His collection also includes vehicles from Cadillac, Ford, Mercury, Pontiac, Oldsmobile, and Buick, as well as a vintage midget sprint car and a 1955 Chevrolet stock car.

Similarly, but on a smaller scale, South Dakota’s Kuchar tells Fox News that he’s been collecting and working on cars for most of his 84 years. A native of Nebraska, Kuchar headed to California after graduating high school and became a body man building custom cars. He continued looking for cars after he returned to Nebraska to take over the family farm when his father retired. “I especially like orphan cars from out-of-business companies,” he says. “Studebaker, Kaiser, things that are different.”

Kuchar moved to the Black Hills of South Dakota in 1992 and brought along some of his cars, parking them in a nearby gorge. (That’s gorge, not garage, although Kuchar protected his more valuable automobiles in carports). He also continued to buy more and more cars. “Quite a few of them have been fixed,” Kuchar says, “but I’ve fallen behind on the others.” So it’s time to sell some.

With the help of Hagerty Senior Auction Editor Andrew Newton, we’ve selected a dozen interesting prospects that Newton says are “interesting and solid enough to restore—and you can’t say that about everything (in VanDerBrink’s lineup).”

The Milan Collection

1963 Studebaker GT Hawk

Hagerty #3 (Good) condition value: $10,800

This red Studebaker GT Hawk not only runs and drives, it’s arguably the best-looking car in the Fort Collins group. Powered by a 289-cubic-inch V-8 with automatic transmission, it has power steering and brakes. The interior features white bucket seats with red carpet, AM radio, clock, and dealer-added A/C, and the odometer reads 79,366 miles.

1958 Chevrolet (Bel Air) Impala Sport Coupe

Hagerty #4 (Fair) value: $28,300

With visible rust, particularly in the rear, and missing most of its exterior chrome and back seat, this 1958 Chevrolet Impala Sport Coupe might not get a second look from the uninitiated. Those in the know, however, will consider it viable since 1958 was the first year of the Impala, which was longer, lower, and wider than its predecessors. With its bold styling, including quad headlights and iconic rear end, the one-year-only 1958 body style paid GM dividends for years.

1958 Chevrolet (Bel Air) Impala Convertible

Hagerty #4 value: $56,300

In worst shape than the Impala above, this 1958 Impala convertible is worth a roll of the dice for the same reasons previously mentioned—and then some. The Impala convertible was the most expensive car in the ’58 Chevrolet model line and is highly sought after today. Bringing this one back will take a lot of time, effort, and money, but the satisfaction of saving it would be priceless.

Dodge Power Wagon 300 Tow Truck

Hagerty value: N/A

VanDerBrink doesn’t tell us the model year of this Dodge Power Wagon 300, and we can’t figure it out from the VIN because we can’t make out all the numbers and letters, but hey, doesn’t that just add to the fun? By comparing photos of this one to other Dodge trucks, we’re going to say it’s likely a 1971 model powered by a 318-cu-in V-8. And check out that heavy duty bumper up front. If you’re looking for a tow truck, this may be the answer, but you’ll have to do a bit of maintenance work inside and out to get it in working order. Nobody wants to call a tow truck to tow their tow truck.

1955 Chevrolet Vintage Race Car

Hagerty value: N/A

First, the bad news: this ’55 Chevy race car doesn’t run, and even if it did it doesn’t have a steering wheel. The good news is, it looks very solid (right down to the roll bars), so if you can get the 383 Stroker V-8 purring (and score a suitable steering wheel), it sure would be blast to return it to the track.

The Kuchar Collection

1934 DeSoto Air Flow 4-door Sedan

Hagerty value: N/A

Although the bare-bones auction description refers to this car as a “DeSoto Air Flow,” it’s actually a Chrysler Airflow, and it was a game changer. Ahead of its time in both engineering and design, it was also a sales flop, despite accolades from the media and Walter P. Chrysler himself, who said, “We had the horse and buggy. We had the automobile. Now we have the first real motor car in history.” This first-year 1934 model, an older restoration that is powered by a six-cylinder flathead engine, ran when it was parked five years ago. The odometer shows 29,525 miles, but VanDerBrink suggests the real number may be 129,525. Regardless, it’s an iconic automobile that should garner interest.

1971 AMC Javelin AMX

Hagerty #3 value: $24,200

Another older restoration that resided under a carport, this metallic green two-door fastback is the rarest of ’71 Javelins—an AMX with a 330-horsepower, 401-cu-in engine (with Edelbrock four-barrel carb), of which only 745 were made. It features a fiberglass hood, disc brakes, locker rear end, bucket seats, tachometer, clock, AM radio, and manual windows and locks. The muscle car also wears racing slicks in the rear, since it was used as a drag car in Salt Lake City before it was purchased and restored in South Dakota. The odometer shows 15,716 miles. We’re guessing at least two bidders will battle for this one.

Crazy 1930s Ford Rat Rod Truck

Hagerty value: N/A

Here’s something you don’t see every day. In fact, you’ve likely never seen one—Gary Kuchar designed and built it himself. Constructed mostly of Ford components, the rat rod truck has an elongated frame with three 225-cu-in six-cylinder engines and automatic transmission. The Frankenstein truck has the cab of a 1925 Ford pickup, the front end of a Dodge D-50 truck, a 9-inch Ford rear end, a gas tank from a tractor, and Ford spoked rims that were welded together to create 17-inch rims.

Here’s the thing, though: Kuchar never ran it or took it on the road, so who knows what you might be getting yourself into. One thing is for sure, if you’re the highest bidder and you succeed in getting it running, be prepared to answer a lot of questions at your next cars and coffee get-together.

1981 DeLorean DMC-12 Coupe

Hagerty #3 value: $46,600

You’ll also get plenty of attention in this car, not because no one has ever seen one before but because most people have (thanks, Back to the Future). The iconic stainless-steel creation of John Z. DeLorean, the DMC-12 has gullwing doors, turbine rims, and black/gray leather bucket seats, it is powered by a fuel-injected 161-cu-in V-6, and it shows only 21,564 miles. The car doesn’t run, but it did when it was parked—plus it has been sheltered. It might be worth taking a flyer on, even if it doesn’t fly like Doc Brown’s DeLorean did.

1961 Plymouth Fury Convertible

Hagerty #3 value: $31,100

The Fury’s design was radically overhauled for 1961, with all vertical styling cues dropped in favor of a flat look, with revised headlight eyebrows. This yellow convertible (with white top) is powered by a 318-cu-in V-8 that generated 230 hp when new and is mated to a push-button transmission. Among the car’s features are black carpet with a white vinyl split bench seat, power steering and brakes, and dual mirrors. The Fury, which was purchased in California and driven to South Dakota, ran when parked. VanDerBrink warns that it was overheating when Kuchar stopped driving it, so it may need a head or an overhaul, but once the Fury is up and running again, the new owner likely won’t miss an opportunity to add to its 45,345 miles.

1968 Jaguar XKE 2+2

Hagerty #4 value: $32,100 (minus 10 percent for automatic transmission)

Restoring this ’68 Jaguar Series 1.5 E-Type 2+2 is such a tall order that VanDerBrink suggests that it could also be deemed a parts car. Showing 92,801 miles, its 4.2-liter OHC six-cylinder engine (with dual Zenith carbs) no longer runs, and there’s plenty of additional work to do, both mechanical and cosmetic. Is it worth the challenge? Consider that Jaguar built approximately 5621 Series 1.5 E-Types from August 1967–July 1968, and only 1577 of them were 2+2 coupes. A fraction of those were built with a Borg-Warner three-speed automatic transmission, like this one. So that makes it rare … but does it make it desirable? That’s for you to decide, but Jag owners generally want to row the gears.

1957 Chrysler New Yorker

Hagerty #4 value: $19,700

This New Yorker is something of a train wreck, but there’s one good reason to consider buying it: The 392-cu-in HEMI V-8 under the hood. Not surprisingly, considering all the pine needles in the engine compartment, it doesn’t run. It also has some rust on the bottom, and the windshield is broken out. Get ready to roll up your sleeves, and just keep imagining what it might look like someday.

The post 12 hidden gems unearthed amid car hordes in Colorado and South Dakota appeared first on Hagerty Media.

Viktor writes:

I own a 1954 Plymouth Belvedere with a screen/filter inside the gas tank. I need to get in there and get the filter cleaned or replaced. Is dropping the tank a job I could perform myself?

Sajeev answers:

If you’re like me, dropping a fuel tank is a miserable experience. But that’s mostly because I’ve had the misfortune of doing the deed with 10+ gallons of gas in it, lacked a lift, and lacked adequate help (at least initially). But I learned a fair bit from the experience, so I recommend any able-bodied person to try it, provided they drain the tank before dropping it.

From what I see here, the Belvedere is a pretty straightforward chassis in the gas tank department. There are two straps, bolted at one end and slipped into the body at the other. There are hoses that connect the tank to the filler neck and the engine, consider replacing them all if they are 20+ years old. Protect the tank during this procedure by putting something between it and the jack, like a plank of wood. Don’t have a jack? Get a friend to help.

With a floor jack underneath to take the load off, unbolting the straps will be easy (use penetrating oil if corrosion is problem), and the tank will take a controlled fall down to Mother Earth. Once on the ground, it’s only a matter of a few bolts (or possibly a locking ring, removed with a flat tool tapped free with the help of a hammer) to pull out the filter/screen assembly you mentioned.

To be honest, installing a new sending unit might be a good idea at this point too. Do what you see fit to the tank, raise it back up to the chassis (with a friend or a jack), and reinstall the straps. Because of the location of this part and its potential exposure to corrosion, the bolts might be hard to re-install after all these years of use, so use penetrating fluid on the threads (or chase them) to ensure nothing strips out.

That’s it! Honestly, I made it sound more difficult than it truly is; odds are you won’t need to chase threads and spray penetrating oil, but I threw it out there just in case. So drain the gas tank, get the tools handy (i.e. cut a piece of wood for a floor jack beforehand), and recruit a friend to help. Time everything right and it can likely be done in a couple hours or less!

Have a question you’d like answered on Piston Slap? Send your queries to pistonslap@hagerty.com, give us as much detail as possible so we can help! Keep in mind this is a weekly column, so if you need an expedited answer, please tell me in your email.

The post Piston Slap: Fuelish thoughts on dropping a gas tank? appeared first on Hagerty Media.

Starting in the mid-1960s, the “Low Priced Three”—namely, Ford, Chevrolet and Plymouth—decided to go upscale. Said results included two models familiar to old car nuts: the Caprice and LTD. And a third, which only the most “with-it” Mopar devotees or Brougham aficianados will know of: The Plymouth VIP.

The VIP displaced the Sport Fury as the top big Plymouth in ’66, one year after the LTD and Caprice first appeared. And just like its competition, the VIP had the soon-to-be-typical chrome additions, plusher interior, vinyl roof, and wood-grained dash and door panels.

Although clearly a member of the Fury line, the VIP received its own special brochure apart from the Sport Fury and Furys III, II, and I. Initially available only as a four-door hardtop (a hardtop coupe came later), it was marketed as a Plymouth for folks who wanted the finer things in life.

Despite gilding the lily of the already well-equipped Sport Fury, the VIP looked as good as any of the other 1966 Mopar full-sizers, thanks to design chief Elwood Engel’s attractive square-rigged styling.

But only about 12,000 were built for 1966, compared to over 100,000 LTDs and 181,000 Caprices. And while it was, in your author’s opinion, as attractive and well-appointed as its cross-town rivals, it never broke 20,000 units during the four years it was the top of the line Plymouth. It last appeared in 1969.

But new plans were afoot for the ’67 model year. While the ’66 Plymouths were most attractive, their squared-off styling was a little out of style with the advent of GM’s swoopy 1965 Chevrolets. The 1967 Plymouths presented smoother, swoopier styling. Especially attractive was the new “Fast Top” roofline, as shown above. This body style was limited to only the Sport Fury and VIP hardtop coupes.

The VIP was back, all new, and with plenty of new Broughamtastic features, particularly inside. Several square feet of woodgrained trim graced the doors and lower instrument panel, along with a filigreed gold medallion that would not look out of place as a belt buckle at Studio 54 just a few years in the future.

The VIP remained available only as a hardtop coupe or four-door hardtop. No pillared sedans and no station wagons were available in the top-dog Plymouth. The VIP four door is shown here, and looks particularly fetching in black over red, with the snazzy turbine-style wheel covers. The VIP sedan sold a bit better than the coupe, to the tune of 10,830 units, and started at $3182 (about $28,216 today). Most of them likely went out the door for a fair bit more than that, considering the extensive option list.

It seems strange that Plymouth didn’t offer the VIP as a convertible; that remained the domain of the Sport Fury. Drop-top aficionados had to shell out $3279 ($29,076) for a Sport Fury, or a slightly cheaper $3118 ($27,649) Fury III variant.

The Fury III hardtop coupe, although nicely styled, had an angular roofline had been around on Plymouths and Dodges since 1963 and looked a little out of date. You could also get this body style as a Sport Fury. Formal, yes, but you could always go for the swoopy Fast Top coupe instead. The cheapest big Plymouth was the Fury I two-door sedan, with virtually no chrome trim outside of bumpers and emblems. Priced at $2473 ($21,929), it was also seldom seen; a mere 6647 were produced.

The tried-and-true Slant Six was standard equipment in almost all Fury I, II, and III models, though the Fury II/III wagons and Fury III four-door hardtop and convertible did come with the 318-cubic-inch V-8. The Plymouth Six was, of course, the bulletproof 225-cu-in Slant Six that had debuted in the 1960 Valiant compact. With a single-barrel carb and 145 horsepower. The smaller 170-cu-in Slant Six was not available in full-size Plymouths, being confined to the Valiant line. Probably a good move.

All 1967 fullsize Plymouths, regardless of model, got standard carpeting, armrests, heater/defroster, back-up lights, dual brake system, an energy-absorbing steering column, and seatbelts. While none of those sounded really exciting to someone ordering a fully-loaded VIP, I imagine it warmed skinflints’ hearts when they were selecting a Fury I. The VIP remained the top of the line, and as such featured prominently in Plymouth advertising, along with the Sport Fury and new-for-’67 Barracuda.

The two-model VIP line featured all Fury III equipment in addition to faux walnut interior trim, Deluxe gold-fleck cloth upholstery with vinyl bolsters, Deluxe wheel covers (those cool turbine wheel covers were optional), 15-inch wheels, light group, and Flow-Through ventilation.

VIPs came standard with a 230-hp 318 V-8, breathing through a two-barrel Carter carburetor. If that wasn’t enough motivation for you, also availaber were a two-barrel, 270-hp 383 ($70); four-barrel, 325-hp 383 ($120); or the top-of-the-heap four-barrel, 375-hp 440 V-8 ($268).

While the VIP was pretty well equipped, with its sparkly upholstery and extra chrome, you could easily tack on an additional $500–$750 in options if you wanted to. The available niceties included air conditioning ($338), automatic speed control ($83), power brakes ($42), power steering ($95), front disc brakes ($70), and a six-way power bench seat ($94). Also available was leather upholstery, available only on the VIP, for $104.

The 3630-pound VIP hardtop coupe started at $3117, which was $65 cheaper than the VIP four-door hardtop. It was also the less-popular model of the two-car VIP series, with 7912 produced.

As the 1967 VIP production suggests, the model never really took off, certainly not like the LTD and Caprice. Why not is anyone’s guess, but for some, “Sport Fury” may have sounded a lot better than “VIP.” A likely explanation is the Chrysler-Plymouth dealer network itself. After pricing out a loaded VIP, I imagine it was an easy step to just get a Chrysler Newport instead. The Chrysler name certainly had more cachet than Plymouth in the late ’60s.

The 1968 VIPs had the expected “new model year” trim changes and new wheel covers, but at a glance, they were very similar to the ’67s.

The VIP last appeared for the 1969 model year. In 1970, the Sport Fury once again ruled the Plymouth roost, with a new four-door hardtop model standing in for the ’69 VIP version. The true successor to the VIP in ’70 was, believe it or not, the Sport Fury Brougham. Talk about mixed messages! Eventually, the Gran Fury moniker became the top of the line, but even it never reached the sales success of its cross-town-Detroit and Dearborn competitors … though it did do better than the VIP.

I found our featured VIP in December 2012. I was driving along 14th Avenue in Rock Island (Illinois) near Augustana College when I spotted some distinctive ’60s-style stacked headlamps off to my right.

At the time, this was the first full-size ’67 Plymouth I’d seen in a long time. That it was the scarce VIP instead of a much more common Fury was the icing on the cake. Too bad it wasn’t in a flashier color combo, like those shown in the ’67 brochure. But it seems that white with a black top and interior was VERY popular on cars in the ’60s. I’d have preferred a nice blue, green, or burgundy, with a matching interior.

You could tell that the car had some rust repair in the past, judging from the lighter patches of white paint on the rear quarter panels, but it was in very decent condition. A rare birdie indeed: 1967 produced 7912 VIP two-door hardtops and 10,830 VIP four-door hardtops.

It was a real thrill to spot this one—and it’s still around. Late in the summer of 2021 I spotted it in Moline, parked next to a repair shop, and it was in about the same condition as the last time that I saw it. Unfortunately the next time I drove by, intending to get some updated photos, it was gone.

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

The post 1967 Plymouth VIP: Very Important Plymouth? appeared first on Hagerty Media.

Bill Chapman may have lost his eyesight, but he hasn’t lost his way. The 72-year-old Michigan man, who suffered optic nerve damage and went blind more than a decade ago, relies on his other senses to enjoy cooking, woodworking, kayaking, and playing cards, and he treasures his 1947 Plymouth Special Deluxe four-door sedan, even though he can’t drive it.

Upbeat and enthusiastic, Chapman says he doesn’t need to see his 1947 Plymouth Special Deluxe four-door sedan to appreciate it.

“I know what my car looks like, and I know what it’s supposed to feel like,” he says in the velvety, deep tones of a radio DJ, running his fingers over the black Plymouth’s front fender. “My car has a certain feel, a certain smell, a certain sound. I know that engine. I’ll start it up and back it down the driveway—with someone helping me, of course. That’s the highlight of my day.”

Anyone who spends time with Chapman feel the same about him. He has a delightful sense of humor and an infectious laugh, and he exercises both often. Chapman says he’s always been that way.

“I’m a people person,” he says. “I worked for the Kalamazoo [County] Circuit Court for 32 years as a probation officer and juvenile home director. I worked with kids and helped ex-offenders land jobs. I loved what I did. I retired in 2005, but I still did a lot of things. I played golf, I played softball, I kayaked … I was very active.”

He still is, even though his life is different than he imagined it.

Chapman grew up in South Bend, Indiana, where he was a strong student and athlete. He began working in the Michigan court system in 1973 after graduating from Kalamazoo College with a degree in sociology. After a fulfilling career that spanned three decades, he was eager to begin the next chapter of his life when he retired at age 55. That included spending more time with his wife, Pam, and their three sons and daughter. (One of the Chapmans’ sons passed away several years ago.)

Retirement also promised fun with friends and the opportunity for Bill to enjoy his beloved ’47 Plymouth, which was a gift from his wife.

“Growing up, I had a picture of my father and his father in front of a whaleback [style] car,” Chapman says. “It looked so great that I said, ‘I’m going to get one of those someday.’ Then 25 years ago my wife surprised me with this.

“It needed some work, and my buddies helped me out with it. Every year there was something else to work on.”

To learn more about the car, Chapman joined the Michigan region of the Plymouth Owners Club. “These guys had so much knowledge,” he says. “I’d ask about something and they’d say, ‘Just go here’ or ‘Just go there.’ I got into some car shows, and just the camaraderie is something, you know? You can feel the enthusiasm. It’s fun.”

Chapman describes some of the attributes of his Special Deluxe, quickly followed by his worst memory of it.

“It has a flathead six [218 cubic inches, 95 horsepower], suicide doors, and it’s pretty much all original except for the paint job,” he says. “Ohhh, the paint job. Let me tell ya about the paint job … It had a C-minus paint job when I got it, and I met a guy who promised he could give it an A+ paint job for $1000. Well, you get what you pay for, and I got an F paint job. I was sick, man. I couldn’t leave it like that. It had to be taken down to the metal and repainted right. Dan saved it.”

Dan is Dan Penn, who has known Chapman since 1974 and once taught a group of at-risk youth how to do bodywork—through a grant that Chapman arranged. (“Two of them are still doing that work,” Penn says, “so that makes me proud.”) Penn lives about an hour from Chapman, and he spent a year working on the Plymouth. Chapman says it was well worth the wait. “I was amazed. Oh, man. I could still see a little then, and it was beautiful.”

Chapman says he took the Plymouth to some car shows and quickly won four or five awards. “People seem to like it,” he says of his pride and joy. “I think it looks like something a gangster would drive. I put a violin case in the back seat, like in the Al Capone days [when a violin case might contain a machine gun]. People think that’s cool.”

At about the same time that Plymouth received its new paint job, Chapman began having trouble with his eyesight. He couldn’t see as clearly, which happens to most of us as we age, but it was more than that—the world seemed to be growing darker.

“I went to the best of the best doctors (at University of Michigan Hospital) in Ann Arbor, and I was diagnosed with optic nerve neuropathy,” Bill recalls. “Stop lights were hard to see. I saw shadows. I went into denial, but it kept getting worse. During one visit, my doctor said, ‘You’re blind, Bill—legally blind.’ I didn’t want to believe it. I said, ‘What are you talking about?’ I was in denial for six to eight months. I was faking it. I was bumping into people and saying, ‘Oh, excuse me’ … I was just trying to get by.”

Chapman’s wife decided it was time for a heart-to-heart talk. “Pam helped me. Fifty years of wedded bliss, I tell ya,” Bill says with a smile. “She said, ‘Bill, you can’t see. You need to get involved with the blind center and learn how to function.’ I let my ego get in the way, but finally, when I had tunnel vision, I knew.

“It tripped me out at first, but I decided to live. People in my situation have a high rate of suicide, and I can relate—I can see how that would happen. But for me, life don’t stop because you lose your sight. I was going to do everything I could to keep living.”

For 13 weeks—Monday through Friday, 8 a.m. to 4 p.m.—Chapman attended classes, determined to thrive.  “I learned cane mobility, Braille, cooking, and woodworking—yes, woodworking. I found out I really enjoy it,” he says. He also became good at it, and he now uses his talent to support Blind Truths, a Kalamazoo organization that helps people who are blind or have low vision. Chapman, who vowed to stay in touch with everyone he had attended classes with, is the organization’s president.

“I make clocks and plaques, and I use the money I get to help out other people in our group who are struggling, so when they get on their feet they can help out other people,” he says. “You never know what a person is going through. We have to encourage each other and show each other what’s possible.”

Turns out, there’s plenty. While Bill’s cane serves as his “eyes,” modern technology provides services that previous generations could only dream of. For that reason, his cellphone is his constant companion. In the end, Chapman says, simple determination is the key. He believes that for every hurdle there’s a solution, and quitting is not an option.

His friend, Dan Penn, can vouch for that. “As long as I’ve known Bill, he’s never let anything slow him down.”

We visited Penn in Sturgis, near the Indiana border, to see Chapman’s Plymouth. Dan is preparing to fix a dent that Bill discovered in the rear of the car, near the license plate. Chapman didn’t see the ding, of course, but he felt it after attending the Gilmore Car Museum’s “Mopars at the Red Barn” show in Hickory Corners, Michigan, in July. “Somebody must have backed into me,” he says. “So I knew who to call to help me.”

Penn is happy to do it, and he isn’t the only friend of Bill’s who is eager to lend a hand when asked. Chapman says he has “a couple of guys” who drive him to car shows, and once he’s there, his Plymouth always draws raves.

“I appreciate it when people give the car compliments, because I get to see it through their eyes,” Chapman says. “It’s fulfilling. It makes me smile.”

With that said, he decides to let us in on a little secret.

“I can’t drive my car on the road anymore, of course, but sometimes we go into an empty high school parking lot so I can drive it 10 feet or so,” he says with a laugh. “I have them videotape me, and I wave goodbye so it looks like I’m driving away. I enjoy showing that to people—they can’t believe it. They say, ‘You can’t drive anymore,’ and I say, ‘Wanna see?’”

Chapman has such a can-do attitude that, for a split second, you believe he could do the impossible.

“Being blind isn’t the end of the world,” Chapman says. “The only limitations that blind people have are the limitations they put on themselves. And God isn’t finished with me yet.”

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The 1960 Plymouth Fury featured some of the most ostentatious fins that mid-century Detroit would turn out, and it backed up its bold looks with serious V-8 power. But what is the fin aficionado to do when the water beckons? Well, if you are the winner of this no-reserve auction at RM Sotheby’s October 5-6 sale at Hershey, Pennsylvania, your fun won’t stop when you hit the launch ramp, as it includes a 1957 Herters boat with flamboyant fins of its own.

There’s no information on which outboard is powering the matching red and white Herters boat, but its main draw appears to be its fabulous lines that are a perfect pairing for the two-tone Fury and its gold emblems that look like they were pried from a Googie diner. The sole photo appears to show a period-correct Johnson Sea Horse outboard, which features trim on its housing that is mirrored by the paint on the boat’s hull. It’s tough to tell the horsepower rating, as they all share the same basic shape, but it does look like it could be the larger, more powerful 35-hp version.

The Fury, meanwhile, is powered by a Sonoramic Commando 361 V-8 topped by a crossram intake manifold that gives it a look unlike any engine before or since. The long runner design was influenced by Mopar engineers who drag-raced using the grandmother of all tunnel ram intakes. Think of this as a tunnel ram laid down to fit under the Fury’s low hood. The long runners provide a slight supercharging effect at low engine speeds due to the reflection of pressure waves running up and down the ports. It’s not the best design for top-end power, but it is great for getting a heavy, chrome-clad sculpture off the line in a hurry and helps the engine make more than 300 horsepower.

This well-equipped coupe features a pushbutton three-speed automatic, power brakes, and swiveling front seats. As for the boat, that’s a single speed, and brakes are not included.

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If toys are for kids, there must be a lot of wealthy preadolescents out there. Last weekend’s auction of the mammoth pedal car collection from Elmer’s Auto and Toy Museum in Fountain City, Wisconsin, brought some eye-popping results, even for those who’ve been immersed in the hobby for years.

Twenty-one of the 600 or so pedal cars listed sold for five figures, and nine for at least $21,240 (including auction fees). You could score some sweet classic automobiles—with running engines and room for passengers—for that kind of coin.

Hank Davis, who has collected pedal cars for more than 40 years and writes about them for AutoMobilia magazine, says the Elmer’s auction “brought insane money compared to real values.” He theorizes that a combination of factors gave bidders a jolt of adrenaline once the auction started.

“I think folks wanting to own a piece of the [Elmer] Duellman history, combined with the stock market being in the crapper and the overall increase in automotive collectibles, created the perfect storm,” he says. “Mecum Auctions also helped with super marketing.”

Davis says a pair of 1930s G-Man Cruisers exemplify sales that easily exceeded current market prices. One of the pedal cars (in original condition) sold for $23,600, while the other (in restored condition) went for $11,200.

“The G-Man Cruiser pedal cars normally would bring $10,000 and $6000 in the condition they were in,” he says, “but they brought more than twice as much.”

The furious bidding was clearly infectious, as over 80 percent of the cars that crossed the block sold for $1000 or more.

The top sales were astonishingly high. A Duellman-commissioned, custom 1970 Plymouth Road Runner Superbird pedal car—wearing Limelight Green paint, an image of the Looney Tunes Road Runner character, and “Elmer’s Auto Salvage, Fountain City, Wis.” on the front fenders—claimed the top spot, selling for a whopping $59,000. (In case you’re wondering, that’s just a fraction of what an actual 1970 Plymouth Road Runner Super would cost. One in #3, or Good (daily-driver) condition carries an average value of $338K.)

Three other pedal cars that expert sheetmetal fabricator Jerry Anderson built for Duellman also brought big money. A 1970 Richard Petty Plymouth Superbird sold for $47,200, followed by a 1969 Dodge Charger Daytona for $37,760 and a 1969–70 Dodge Charger Daytona for $29,500.

Davis says the Super Birds and Daytonas are special, “but just because they’re a little more unique doesn’t make them worth the kind of money that buyers shelled out for them. As I’m sure you know, at an auction it only takes two.”

Other pedal cars that sold in excess of $20K included a 1927 American National Lincoln, $25,960; a 1934 Packard 5 in 1 (dump truck, tow truck, fire truck, delivery truck, and field ambulance), $23,600; a 1920s Steelcraft Spirit of St. Louis (Charles Lindbergh) airplane, $22,420; and a 1930s Gendron Fire Tower Truck, $21,240.

Duellman’s collection also included plenty of real cars, and they also brought high results—likely for many of the same reasons that fueled the pedal car bidding. For instance, the top seller was a 1970 Chevrolet Chevelle SS with a big-block 396 V-8, which rocketed to an astonishing $242,000. That was nearly five times its high estimate of $50K, more than twice the value of a Chevelle SS 396 in #1 (Concours) condition (which this wasn’t), and more than three times the value of one in #3 (Good) condition.

In addition:

A 1969 Dodge Charger 500, one of 392 built, sold for $104,500, nearly twice the amount of its high estimate and nearly $35K more than its #3 condition value.

A black 1958 Chevrolet Delray with 454 V-8, purchased by Duellman in ’58, went for $99,000, almost three times its high estimate of $35K.

A two-tone blue and white 1979 Volkswagen Bus sold for $46,200, more than double its high estimate of $20K. Its #3 condition value is $22,100.

A 1973 Chrysler Imperial LeBaron, which Duellman purchased new, sold for $44,000, three times its high estimate of $15K.

According to Mecum, the Duellman auction brought in $8.5 million in total sales for just over 2000 items. The top-selling motorcycle was a 1940 Indian Four for $99,000, while a 1947 Harley-Davidson FL Knucklehead sold for $55,000. Also notable, a 1929 Ford Snap-On wooden tool box found a new home for $35,400.

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The Ford Mustang, besides being an incredible sales success, is also a cultural icon. The 1965 Mustang burst into the scene in April of 1964 just days after the Plymouth Barracuda. Even though the cars were competitors, and each aimed at the same market, the Mustang stole the show. There’s a reason that compact, sporty, highly customizable vehicles are called pony cars and not fish cars: Ford’s Mustang shaped the market.

However, though it’s the archetypal pony car, the Mustang is definitely not the only one worthy of praise. Here are five pony cars from Hagerty Marketplace that would make for a great project car or weekend driver—and, as it happens, none are Mustangs.

1969 Mercury Cougar

Asking price: $8500

Mercury stepped into the pony-car market a couple of years after Ford paved the way with the Mustang. The more upscale Cougar eventually became a personal luxury car, with gradual moves toward that shift with each new generation, making the 1967–1970 models the closest in spirit to the Mustang and the rest of the pony-car class. As such, the first generation Cougar was nimble, sleek, and offered powerful V-8 options.

This car needs upholstery and bodywork to repair some front-end damage from a fender-bender, but besides the front seats, a lot of the interior still looks to be in good condition, and the body should be a solid candidate for restoration. Considering it shares a chassis with the first-gen Mustang, there’s no shortage of options when it comes to choosing parts for either a correct restoration or a restomod with a bit more handling prowess.

1985 Chevrolet Camaro Z28

Asking price: $11,900

Third-generation Camaros seem to be resurging in popularity as kids that loved them when they were in high school are now old enough to add one to their collection. It’s a familiar pattern that led to the incredible boom of muscle cars in decades past.

This 1985 Z28 has just 76,000 miles on the odometer and a complete, seemingly immaculate interior that’s a rare find in a vehicle of this vintage. It’s powered by the second most powerful engine offered in 1985, a TBI 5.0-liter V-8. 1985 marked the first time that port injection was available, and both inductions were available. The TPI was known for generating incredible low-speed torque; off-the-line acceleration was fantastic, thanks to the system’s long runners while the TBI engines could easily pass for a carbureted model .

1979 Pontiac Firebird Trans Am

Asking price: $13,000

One of the few pony cars that could challenge Mustang for popularity and pop-culture presence is the Pontiac Trans Am. The huge hood graphic, cast aluminum wheels, and shaker hood scoop are all iconic. Of course, a black and gold “Bandit” is likely the first example of a second-gen Trans Am that comes to your mind, but this candy red example also looks amazing with its gold wheels and red interior.

The short-deck 301 Pontiac V-8 was the least-powerful Trans Am engine option in 1979 when both Olds and Pontiac 6.6-liter V-8s were available. Unfortunately, the 301 used a unique head design with lackluster intake ports (only two per head) and it won’t accept the high-flowing factory or aftermarket intake-manifolds due to the port mismatch and lower deck height. The only consolation here is that, in terms of pony cars, the Trans Am’s least powerful offering in 1979 was more powerful than the Mustang’s top engine for 1979, although the Ford did have the advantage of its new, Fox-body platform. Even with its modest powerplant, this is a stunning car that brings so much ’70s style to the table.

1969 AMC Javelin

Asking price: $18,000

American Motors cars from the late ’60s and early ’70s are some of the most underrated designs of the era, in our opinion. Take this 290-powered Javelin SST. Early Javelins are more subtle than their aggressively flared successors, yet the elegance of their design doesn’t make them any less sporty. If you’d like an all-original AMC, this car looks quite complete.

If, however, you’d like to build a day two car with a hot-rodded engine and some Keystone Klassic wheels, well then, this is also a great choice. (In hot-rod lingo, a “day two” car is mildly modded with aftermarket wheels and bolt-on speed parts—the accessories that an enthusiastic owner would naturally install the day after buying the car new.) Just look at that yellow paint! A couple of weekends spent detailing and touching up the engine bay would make it a real head-turner at car shows, where it could make a big splash among the typical classics from the Big Three.

1970 Plymouth Barracuda

Asking price: $35,600

There’s good news and bad news about this beautiful ’70 Barracuda. The bad news: It’s not a Hemi four-speed convertible. The good news is that it’s not priced like a Hemi four-speed convertible.

Despite the publicity that all of the high-dollar ‘Cuda sales get, it’s cars like this 318-powered model that make us remember that some gorgeous Mopar pony cars that don’t break the bank. The burnt-orange paint shines brightly, and the black and white interior looks as it did when it rolled off the assembly line. E-body Barracudas are among the most revered Mopars of the muscle car era, and their sharp design leaves little to critique. This one is priced just above its #3 (Good, or daily-driver) value, which may be just right considering what looks like a solid restoration.

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The blue and white 1965* Plymouth Barracuda on the grid at this year’s Goodwood Revival blatted out Talladega riffs from its side-pipes and looked as menacing as any car possibly can while sitting in the second-to-last starting spot. At the wheel was The Blackadder himself, Rowan Atkinson, perhaps best known to Americans as the ridiculous Mr. Bean, while hidden inside the rear brake drum was a kluge that I helped install to try to get the car through the race without its rear brakes failing. Did Atkinson know that he was about to trust his life to a borrowed throttle return spring, some aircraft safety wire, and the ring off a delivery van keychain? Mmm … don’t think so.

Sometimes you get pulled into things. Or, in my case, you stand around long enough trying not to look like a complete idiot that you fall into things. I stood around Duncan Pittaway’s Barracuda as Subaru’s guest at this year’s Goodwood Revival, the famous British race meet and vintage dress-up gala, so long that eventually I sort of became part of the crew.

I had known Pittaway exactly four days, having earlier stopped in at his shop in Bristol, England where he keeps the Barracuda as well as numerous other old cars, the most famous of which is the Beast of Turin. It’s a flame-spitting 1910 Fiat land-speed-record car with a 28-liter four-cylinder that has connecting rods the size of sledgehammers. The 120-mph car is YouTube-famous, and I was there to (hopefully) get a ride and a story. But Pittaway was too busy trying to prep the Barracuda for Goodwood and his star co-driver, Atkinson, that he had no time for flame-spitting, so that story will have to wait.

I liked Pittaway instantly. He came out of his shop with grease on his arms and a tie around his neck. He said his grandfather told him never to leave the house without one on and he’s always followed that rule. Anybody who wears a necktie in his shop has my admiration. Pittaway is also hysterically droll, like when he says to a fellow he’s known for ten minutes, “You know, you’re a lot nicer than everybody says.”

He wasn’t hard to track down at the Revival. Amid all the 1940s frocks and fedoras and mustachioed men wearing RAF group captain uniforms, both the Barracuda and Pittaway, dressed in a white suit covered ankle-to-shoulders in STP logos (a nod to the late, great Andy Granatelli) were like an In-N-Out burger planted in the center of London’s Barkly Square. I told Pittaway that, as an American, the Granatelli getup straight-up put a lump in my throat. He said I was the only person so far who had gotten the reference. Then he invited me to have a cup of tea, and that’s it. I just stood around the Barracuda for the next couple of days trying to be useful.

Mainly I helped push the car around, and I carried tools to the pit wall. I also cleaned out a lot of dirty teacups. After Atkinson drove the Cuda on the event’s first day, he reported transmission noise and soft brakes. It was decided the transmission was probably fine, so attention turned to the brakes. Pittaway’s longtime friend, Jon Payne, who joined McLaren in the 1990s as a composites specialist while it was still building the famous F1 road car, was the Barracuda’s sole mechanic, and I became his semi-able assistant.

With the drums disassembled, one thing became obvious. The shoe linings were worn down to paper in places. Pittaway Racing, which (I don’t think he’ll mind me saying) will never be confused with Team Red Bull, had accidentally left the spare brake shoes in Bristol. So the issue became how to get the rear brakes through the weekend.

Another related problem was that of the three factory brake-return springs fitted to the Mopar’s drums, the lower spring on one side had been replaced at some point. It was a spindly little spring, possibly off a Morris Minor, and it looked totally inadequate for the big Cuda’s shoes. Thus, they likely weren’t retracting from the drums fully when the brake pedal was released, which may help explain why the pads were down to almost nothing.

A couple of guys in our class were racing big Ford Galaxie 500s, but they had no spare springs from which we could fashion a substitute. Though any NAPA in America probably has them or something like them, Mopar drum-brake springs from the 1960s are a rather hard thing to come by in southern England. Payne and I began to walk the paddock, and we didn’t get far before he spotted someone he knew, a crewman for a team running a 1965 Lola-Chevorlet T70. That gentleman produced two stout throttle-return springs from his box, and we went with those.

The springs had double-rolled loops at the end, meaning you attach them the same way you attach a key to a keyring: by lifting one end of the wire with your fingernail and sliding the thing you want to attach around in circles until its joined. That wouldn’t work for fitting it to the Mopar’s brake shoe. So Payne came up with the idea of using a steel key ring off the rather bulky and many-ringed keychain for his Mercedes van as the attachment point for the shoe. At the other end, he would safety-wire the spring to the opposite shoe, thus making it possible to draw tension on the spring once the shoes were fitted up by pulling on the wire and twisting it.

I have to say, it looked pretty good as we wiped the brake soot off our hands.

Atkinson was next up to drive. Okay, so, maybe his life wasn’t exactly in danger, but a worst-case scenario could be imagined where a chunk of the lining failed and then swirled around inside the drum to shear off what remained of the other brake lining just at a critical moment, causing the Barracuda to pinwheel off the track. I’ve seen drum brakes fail that way, though in that case the car didn’t crash, it just started making a hideous metal-on-metal noise from the back. We tried not to think about that possibility as the Atkinson roared off the line.

As it happened, the Cuda ran fine though it was slow. The mildly worked 318 V-8 just didn’t have enough ponies to overcome the Plymouth’s weight and its wind-scooping profile against the quicker and lighter Alfas and Ford Cortinas in the class. Atkinson, a Goodwood veteran, finished pretty much where he started, in the back. But over tea and with a huge crowd gathered around the Cuda pining for photos and autographs (Mr. Bean is obviously a much bigger deal in Britain than America), he pronounced the car fine and fun. He had a good time. 

Atkinson then turned to Pittaway and whispered, “Who’s that foreign chap?”

*Goodwood’s documentation, and feedback from the owner and pit crew suggested this Barracuda is a 1965 model, but an eagle-eyed reader noticed the 1966-specific front end and rear taillights that suggest otherwise. 

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Elmer Duellman never lost his childlike fascination with anything on wheels, and his passion for cars, motorcycles, and toys made Elmer’s Auto and Toy Museum in Fountain City, Wisconsin, a destination for enthusiasts from across the United States. Armed with a wealth of knowledge and insatiable in his pursuit of rare treasures—especially antique pedal cars—Elmer became something of a legend in the Midwest. His celebrity status grew when he became one of Mike Wolfe’s go-to guys on American Pickers, and his friendship with Wolfe gave us a glimpse of one of the largest, if not the largest, pedal car collections in the world.

Now, three years after Elmer’s death, his jaw-dropping collection, which includes more than 120 automobiles, 175 motorcycles, 250 bicycles, and 700+ pedal cars, is about to cross the auction block. The museum officially closed last weekend, and soon its contents will be scattered to the wind, just as Elmer had requested when he became ill and knew his time was growing short.

Online bidding for the Mecum auction is already underway for many items, with the auction officially taking place September 14–17.

“It’s a celebration of his collection,” Les Duellman, the eldest of Elmer and Bernadette Duellman’s six children, tells Fox News. “He wanted the cars to get back out in the hands of collectors and create great new memories with them.”

If you can’t find something in the auction that interests you, you might want to consider a new hobby. The sale includes pedal cars, pedal tractors, pedal planes, pedal trains, pedal boats, pedal bulldozers, military pedal cars, wooden ride-on toys, trikes, wagons, bicycles, scooters, coin-operated cars, clocks, thermometers, advertising signs, oil cans, counter displays, hood ornaments, railroad signs, outboard motors, snowmobiles, sleds, car engine parts, and, of course, actual cars and motorcycles.

Elmer said in a 2018 television interview that it all started simply enough.

“As a young child I never had a toy,” he told Wisconsin’s KARE-11. “There were eight of us. My mom passed away when I was seven years old, so we had no money. I went to an auction one time, and I saw these toys. I bought them for a quarter and 50 cents. Some people, they’d laugh at you, but pretty soon they weren’t laughing. They were bringing me toys that they had at home to sell.”

Although the family is selling the majority of the museum’s contents, one thing the Duellman siblings are hanging onto is their father’s 1932 Ford pickup. It not only served as the museum’s truck, it was also Elmer’s hearse (at his request) after his death on July 29, 2019.

If real cars are your thing, three of the 120+ available caught our eye: a 1963 Chevrolet Corvette convertible, a 1963 Studebaker Avanti, and a 1964 Amphicar 770. There’s also a cool 1965–68 Polaris Star Car, “for the snowmobiler who wants to Go All Summer,” which has already been bid to $7500, and a 1957 Quarter Midget Racecraft car, which is up to $1300.

Without a doubt, however, Elmer Duellman was best known for his pedal car collection, which began with his first pedal car purchase—a 1905 wooden car—at a swap meet in 1971. Already in his 30s by then, Elmer got to know other collections and studied old toy catalogs to learn more about pedal cars, which flourished in the years between World War I and WWII and later experienced a resurgence in the 1950s and ’60s.

Lest you think Elmer was in it alone, Bernadette was a willing partner—or at least, an understanding one. The two owned a series of automotive businesses over the years, and as Elmer’s collection grew, the two started Elmer’s Auto and Toy Museum in 1994 so they could share his passion with the public. The museum, located 245 miles west of Milwaukee on a picturesque bluff just across the Mississippi River from Minnesota, fills five buildings.

It’s difficult to choose a handful of favorites from Elmer’s eye-popping fleet of pedal cars, but we gave it our best shot. The auction includes two recognizable gems, a red Austin J40 and a blue Austin J40—British pedal cars that are well-known for their prominent role in the U.K.’s annual Goodwood Revival—but we just couldn’t take our eyes off these 10.

1936 American National Skippy Shark Nose Graham

Built by the Gendron Iron Wheel Company and sold under the “Skippy” brand name, this well-worn but eternally stylish pedal car wears its original paint, which has held up reasonably well for being 86 years old. Judging from early bidding, which has reached $2000 as of this writing, it is a highly sought-after model.

Custom Chevrolet Camaro SS

You get the feeling that Elmer loved collecting pedal cars so much that he just had to scratch that itch by creating some that didn’t exist, like this Camaro SS. It was custom-built (beautifully) by expert sheetmetal fabricator Jerry Anderson.

1950 AMF D-4 Caterpillar Bulldozer

Here’s a pedal car model that you don’t see often. It’s kind of surprising that the market wasn’t flooded with these bulldozers back in the day, considering how much kids seem to enjoy watching heavy machinery do its thing. Bidding has already reached $2.5K.

Electric Drive Kiddie Car

This chain-drive kiddie car has battery-operated lights and comes with a trailer, neither of which are common among the many toy cars in Elmer’s collection. It also has a side-mounted toolbox.

Custom 1970 Richard Petty Plymouth Superbird

One of several custom-built pedal cars that Elmer commissioned, this #43 Plymouth Superbird pays homage to the life-size car driven by NASCAR’s Richard “The King” Petty. It was a creative collaboration between Duellman and Jerry Anderson, using measurements from one of the actual cars that Elmer owned at the time to create a 55-inch-long replica. Bidding has already reached $4750.

Custom 1969 Dodge Charger Daytona

Another collaboration between Duellman and Anderson, this red and white #71 Charger Daytona honors driver Bobby Isaac and wears K & K Insurance livery, as well as branding from Goodyear, Union 76, Champion Spark Plugs, and Ingersoll Rand.

Custom 1969–70 Dodge Charger Daytona

The third of these Dodge-Plymouth builds, this pedal car is modeled after the production Charger Dayton and wears iconic Go Green paint.

1951 Roy Rogers Nellybelle

To a certain age group, Roy Rogers was “The Man,” a singing cowboy who got the girl (Dale Evans) and rode a cool horse (Trigger). His kids’ TV show also included a memorable 1946 Willys CJ-2A named Nellybelle, the favorite mode of transportation for his sidekick, Pat Brady. Clearly pandering to Rogers’ many young fans, Hamilton produced a miniature version of Nellybelle. The pedal car is listed as a 1951, but it’s wearing a 1954 license plate.

1960s Murray Skipper Boat

One of three Murray pedal boats produced in the 1960s, the Skipper model was the mid-level model between the top-of-the-line Jolly Roger and the economy Skipper Run-A-Bout. The 46-inch-long boat is about 45 inches long and has a plastic outboard motor in the rear. This Murray is missing a few pieces, including the propeller, but it isn’t missing a wheel—Murray designed it with three.

1936 G-Man Cruiser

In the 1930s, notorious gangsters like Al Capone, John Dillinger, Baby Face Nelson, and Pretty Boy Floyd got plenty of headlines, and brave lawmen like Eliot Ness, Frank Hamer, Melvin Purvis, and Walter Walsh were celebrated for their brave pursuit of justice. Oddly enough, this very adult world of crime trickled down to kids pedal cars. Exhibit A: This 1936 G-Man Cruiser made by the Marx Toy Company, complete with hood-mounted machine gun. Regardless of how well the concept wears in 2022, this kiddie car is steeped in history, and the kid who owned it in 1936 was the envy of his friends.

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Between the 60 or so BMWs, six Vanagons, six Suburbans, and various and sundry family cars, about 100 vehicles have come into my possession (and usually left) since I got my driver’s license in the mid-1970s. I’ve written stories about the best and worst of the bunch, but I thought I’d simply enumerate the first six, as after that, it becomes something of a blur.

The first six weren’t great—in fact, several were bloody awful—but they were all memorable.

1969 Plymouth Satellite

This was my mother’s car. These B-bodied Chryslers with the slotted front grilles were best known in their two-door, 383-cubic-inch Roadrunner form, but ours was the sensible four-door with the stalwart 318 engine. Though the Satellite was classified as “mid-sized,” it was enormous by modern standards, sort of like a bigger pumped-up Dodge Dart with a V-8. With its four doors and front bench seat, it seemed to swallow an endless number of adolescents; I remember my mother driving me and 10 of my friends home after a junior high school dance (ah, those were the days when you could ignore seat belts and not feel like a criminal). Everyone in my family has a special place in their heart for this car. It was the first car my mother bought by herself after my father passed away, and she took particular pride in having negotiated a better deal than a family friend who independently sought to grease the skids on her behalf. It took the family on innumerable trips back and forth between our old haunts on Long Island and our new digs in western Massachusetts. And it was the car that my sister and I both learned to drive on. Sadly, images of the car only exist in our memories.

1974 Fiat 128 Sedan

When the Satellite’s 100,000 miles qualified it for membership in the repair-of-the-week club, it began rusting away, and the first Arab oil embargo caused fuel prices to spike, the trifecta of events caused my mother to sell it and buy a white 1974 Fiat 128 two-door sedan. I begged her to buy a BMW 2002 instead, as I’d seriously imprinted on one owned by a college student who lived with us for one summer a few years prior, but the cost difference was too big. Although Fiat was front-wheel drive instead of RWD like the 2002, it was a similar size and weight, and it had a four-speed stick. My mother, who drove the family’s ’63 three-on-the-tree Fairlane before the Satellite, picked up the stick immediately, and taught me. The Satellite may have been the car I learned to drive on, but the Fiat 128 was the family car when I got my license. I treated it as if it was a BMW 2002, which is to say that I pretended I was Nikki Lauda and beat the crap out of it. It was a fun, nimble little car, even if it did live up to its “Fix It Again Tony” reputation. These 128 two-door sedans, particularly in the U.S.-spec big-bumpered configuration, definitely aren’t one of Fiat’s set-your-heart-aflutter designs, but I enjoyed ours after I got my license. Like the Satellite, I can’t find a single family photo of the car.

1970 Triumph GT6+

As I wrote several years back, the first car I owned outright was a 1970 Triumph GT6+, the car that taught me that everything bad you’ve ever heard about British cars is true—the electrical problems, the rust, the metal fatigue, all of it. And, to make it worse, the GT6 had a dual affliction. First, the car was basically a Spitfire with a hatchback and a de-stroked six-cylinder TR6 motor, so everything behind the engine would break from the additional torque. Second, the weight distribution and the rear suspension design resulted in handling characteristics that would make the car swap ends on a moist road if you so much as coughed. But it was girl-magnet cute and could eat a BMW 2002’s lunch in second gear, so I loved it, even though it ran perhaps half the time during the 2.5 years I owned it. The repair costs ate me alive while I was a poor college student, and the car rusted while I watched, so I sold it while it still had some value. The secret is out that GT6s look like little E-Type Jaguars, so the days of being able to find solid cars for short money are pretty much gone, but I still reflexively type “GT6” into Craigslist and Facebook Marketplace. Who knows? There may come a day when my Lotus Europa doesn’t give me enough pain and I seek to relive those glorious times when shifting and nailing the gas posed the real risk of creating expensive metallic banging sounds and stranding you until the tow truck arrived.

1963 Rambler Classic

After I sold the GT6, I was without a car for my last two years of college. Then my best friend and housemate got married, I was the best man at his wedding, his parents bought him and his wife a new VW Rabbit, and as a groom-to-best-man gift, he sold me his and his fiancé’s current car—a 1963 Rambler Classic 660—for a dollar. I still have the bill of sale. Note that this wasn’t the weird frumpy-looking Rambler American. The Rambler Classic and its upmarket sibling the Ambassador were a fresh new design that won Motor Trend’s Car of the Year award for 1963, and ’63 Classics / Ambassadors are unique in their one-year-only electric razor-style front grille. The 660 trim level was pretty basic—straight six, power nothing—but after the drama of the Triumph GT6, I warmed to the Rambler. When my then-girlfriend’s job at Harvard moved to the University of Texas in Austin and we planned to move there, I struggled with whether or not to take the Rambler, but it relieved me of the decision by overheating on a final drive out to Amherst. I left it by the side of the road, something I’ve always felt badly about. I keep my eye out for a fully loaded Ambassador with two-tone paint, V-8, factory air, and power everything.

1971 Volkswagen Bus / 1969 Westfalia Camper

When I was still living in Amherst in 1981, attending graduate school at UMass, my then-girlfriend Maire Anne, who had since graduated and moved to Cambridge, surprised me by driving up in a ’71 Volkswagen bus. I thought, how cool is this? My hot girlfriend just bought the car synonymous with all the most sensational parts of the ’60s. Although it was definitely her car, not mine, the bout with owning the Triumph had left me mechanically inclined, and when we moved in together, it was my responsibility to keep the bus running. This responsibility was severely tested when we piled into the bus (which, of course, like any lifelong New England Volkswagen, had no heat due to the rotted-out heater boxes) and left on New Year’s Day 1982 for her new job in Austin. Unfortunately, the bus’s New England provenance caught up with it, and one day, while I was working on it, the floor jack went through the frame rail. I was able to find a ’69 Westfalia camper with a near-perfect body but a blown engine, so I did the Frankstein-like transplant in the driveway of our little rented duplex in Austin. The resurrected Westfalia camper came with us when we returned to Boston in ’84 and was Maire Anne’s daily driver until our first child was born in 1988, so the bus (well, the engine in two different buses) was with us for seven years. Whenever we see an old air-cooled bus, the pull we feel isn’t simply cannabis-soaked nostalgia; we logged some serious miles in those two that were joined at the crankshaft. The herd of Vanagons that followed were my attempt to forestall the inevitable future of white-bread conventional minivans, and they were OK, but they’re nothing we get weepy about. However, the fact that the little RV we own is a Winnebago Rialta, which is a Volkswagen Eurovan with a Winnebago camper body on the back—sort of like a pumped-up next-generation Westfalia camper—is far from accidental.

1971 BMW 2002

Moving to Austin and getting my first real software engineering job enabled me to scratch that itch that began when that college student who owned the BMW 2002 lived with us that summer. So in 1982, I bought the cheapest, rattiest 2002 that I could find, a ’71 that was equal parts orange paint, rust, and bondo. It was this car that established the pattern of buy ’em cheap, fix ’em, and sell ’em when you find something better. Forty years and 40 2002s later, the pattern is still repeating. But this was ground zero. I currently own three 2002s, including another one I bought before leaving Austin, but some of the memories I have of that first 2002, including rebuilding its transmission and taking it for its first drive with a crunch-free gearbox and brand-new Pirelli P3s (while the stereo cranked out The Ghost In You by the Psychedelic Furs over the just-installed ADS 200 speakers), are unrivaled.

I’m sure I’m not the only one who feels that those first few cars are special. It doesn’t necessarily mean we regret selling them, or that we’d buy them back if we had the chance. It’s the memories, not the cars, that are irreplaceable.

***

Rob Siegel’s latest book, The Best of the Hack Mechanic^TM: 35 years of hacks, kluges, and assorted automotive mayhem, is available on Amazon. His other seven books are available here, or you can order personally inscribed copies through his website, www.robsiegel.com.

The post The first 6 cars I enjoyed from behind the wheel appeared first on Hagerty Media.

Classic Ford and Chevy trucks are everywhere on the Internet, no? You can buy one, scour a parts catalog, and easily restore/customize that mainstream classic into the truck of your dreams. Why, I bet you can fix one up, post it on YouTube, and make all your money back in ad revenue! (If only we could all be so lucky.) Dodge trucks are reasonably rare in comparison to the other domestic juggernauts, but some insist on owning something truly unique. The usual suspects pale in comparison to these five unexpected classic pickups, all for sale on our new classifieds site, Hagerty Marketplace, right now. Classic trucks are seemingly everywhere, but these five are hard to come by anywhere.

1938 Willys Overland

While the Willys brand is better known for military vehicles and its civilian Jeep offshoots, this 1938 Willys Overland shows the orphaned automaker also made trucks worthy of its Ford and Chevrolet counterparts. This proclaimed rust-free example sports fresh paint and snazzy button-tufted interior trimmings. The seller says it drives well and even has a new head gasket, so it’s gonna both impress and baffle everyone at Home Depot.

1941 Plymouth PT125

Plymouth vehicles not of the usual sedan, coupe, or station wagon variety aren’t terribly rare, and a fair number of full-sized and a ton of mini-sized vans were produced in recent memory. (Think Voyager.) “Rare” is, however, a good word for Plymouth trucks. The PT125 was only made in 1941 and was heavily reliant on the engineering provided by the Dodge WC-series. This modified 1941 Plymouth PT125 is sports a small-block Mopar V-8, Torqueflite automatic gearbox, and a 741 rear differential. The front suspension is from a Mustang II, with newer steel wheels and a host of interior upgrades providing a more modern driving experience that will be greatly appreciated on today’s roads.

1946 International K-series

While International is getting a bit more attention these days thanks, to VW’s planned reintroduction of the Scout, this 1946 International K-2 never gained the popularity earned by similar trucks from Ford and Chevy. This example was reportedly used as a fire truck at Washington’s Pasco Airport in 1946, but it isn’t the heavier duty International truck you’d expect for this job. The International K series came in beefier specifications (K6–K14, for starters), but this K2 has all the requisite fire equipment in a size that’s far more manageable for parking at a Cars and Coffee event, with a period correct presentation that will surely attract eyeballs everywhere it goes.

1969 Toyota Hilux

Sure, adding a classic Toyota truck to the list is a bit disingenuous, but this isn’t some SR5-spec compact truck with international fame thanks to the Back to The Future movie. Instead we have a legit Hilux truck from the days when Toyota’s footprint in America wasn’t a credible threat to the Detroit automakers. Just to prove that point, this Hilux lives in rust-free California, and appears to be mostly original (stereo and interior fabrics aside). The seller states it is in driver-quality condition, but the speedometer quit working many years ago, so its low mileage is unverifiable.

1964 Land Rover Pickup

What applied to the Hilux also applies here: while famous for providing luxurious trucking for well-heeled buyers, this 1964 Land Rover Series IIA is another California resident with a rebuilt engine. It presents well from every angle, but unlike most (every?) other Series II Land Rovers on the market, this example sports an enclosed single cab, with the rest of the body open to the elements like a proper pickup. It comes from a Land Rover collector, and perhaps the listing says it best: “If you’re in the market for a Series 2A and you need a vintage pickup, then you know what you’re looking for.”

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Do you find yourself lost when trying to learn concours-caliber details about cars? Are you filled with self-doubt when checking out a car for purchase, especially from afar? You’re not alone, fellow enthusiast! But rather than focus on the nitty gritty that’s out of your league, why don’t we hone on the things that are easy to discern and go from there?

Below are several examples of common restoration mistakes that crop up with popular cars, particular in the muscle car world. Some may be considered negligible, but even the smallest thing that doesn’t add up with a car could be a sign that some deeper scrutiny is in order.

1967–68 Pontiac Firebird and its many stripes

The 1967 Firebird was introduced several months after the Camaro. Unique to the Firebird was five models marketed for different kinds of drivers:

• Firebird
• Firebird Sprint
• Firebird 326
• Firebird H.O.
• Firebird 400

Within these five there was the Magnificent Three, a trio of Firebirds to garner the most desire from enthusiasts: Firebird Sprint, Firebird H.O., and Firebird 400. The sleeper of the bunch was the Firebird H.O. (“High Output”), which consisted of the 4-barrel 326 H.O. for 285 horsepower; for 1968, the H.O.’s engine was bumped to 350 cubic inches and horsepower rose to 320 horses. For both years, the H.O. came standard with a longitudinal stripe with “H.O.” script on the front fender. A similar stripe was optional for other Firebird models but it was continuous without any script.

In recent years, you may have happened across a 1968 Firebird 400 with the H.O. stripe—even in books—but that would be incorrect for the period. The reason for this blunder may have something to do with a new engine upgrade introduced for the 1968 Firebird called the 400 H.O. As the first step-up option for the Firebird 400, this 335-horse engine was essentially equal to the 360-horse 400 H.O. available for the GTO.

However, the Firebird H.O. was its own distinctive model, so the application of the H.O. stripe on a Firebird 400 would be a no-no for purists.

Pontiac decals that never appeared on Pontiacs

Mecum’s recent auction in the Phoenix, Arizona, suburb of Glendale featured a first-generation Firebird with an air cleaner decal that’s commonly seen on Pontiacs at cruises and shows. You may have seen it on Pontiacs with engines ranging from 350, 400, 428, and 455 cu. in.

Perhaps it will surprise you to learn, then, that Pontiac never ever used a decal like this back in the day.

It gets even stranger. If the decal looks somewhat familiar yet you can’t put your finger on why, there’s a reason for that: it was adapted from a Buick design that first appeared in 1969 and lasted through the mid-1970s.

Despite this fact, many restoration catalogs feature this decal for a myriad of Pontiacs, though such example concedes that, “These air cleaner decals for Pontiacs are aftermarket-style only.” Other catalogues are not so forthcoming.

1968 Oldsmobile 4-4-2 stripe

Nineteen sixty-eight was a big year for the 4-4-2 for a number of reasons: a complete redesign brought all-new styling while becoming an actual model instead of a performance package. Additionally, a new long-stroke 400 replaced the short-stroke 400 that had been used since 1965, plus 1967’s Turnpike Cruiser option jumped from the Cutlass Supreme to the 4-4-2 series.

Visually, there was a nifty “W36” Rallye Stripe that was standard on cars equipped with the W30 package and optional for other 4-4-2s. This interesting stripe, which was available in white, black, red, and orange, ran vertically on the front fenders. In recent years, when people apply or paint the stripe, they often do it incorrectly. Witness this example:

Notice how it hits the wheel arch at the bottom? The factory never did it that way. In fact, for cars equipped with the stripe, Oldsmobile moved the 4-4-2 badges slightly towards the door so the stripe could extend uninterrupted to the bottom of the fender. A properly applied stripe will never hit the wheel well, though even that is no guarantee the stripe has been applied to factory specs. Just do an online search and notice the variations.

1969 Plymouth and Dodge 383 engine colors

It seems every other Mopar guy or gal will tell you that the 383 as installed in a 1969 Road Runner was painted orange. Ditto the Super Bee. However, that’s not quite true.

Let’s begin with some history. Both the Road Runner and Super Bee came standard with a 383 rated at 335 horsepower. It was painted orange. Non-performance models like the Belvedere, Satellite, Sport Satellite, and the Coronet Deluxe, 440, and 500 could be equipped with a 383 4-barrel rated at 330 horsepower, and this engine was painted turquoise. The main difference between the two engines was the camshaft.

However, if you ordered a Road Runner or Super Bee with air conditioning, Chrysler downgraded the engine to the milder version, meaning AC-equipped Road Runners and Super Bees featured a turquoise 383. This fact was hardly publicized (though the Dodge dealer album mentions it), but today we have supporting documentation from build sheets and the enthusiasts who understand the archeology. Even more interesting—Chrysler handled this dynamic differently in 1968 and 1970 … though perhaps a story for another time …

What other common, model-specific restoration gaffes can you think of that may serve as red flags? Post them in the comments below.

The post Know these 4 common muscle car restoration gaffes to save yourself a costly mistake appeared first on Hagerty Media.

Finding any sort of muscle car on a budget is a tall order these days. You need to either be willing to take on a project or be in the right place at the right time. The latest VanDerBrink Auction offers both … and then some. If you’re looking for power of a slightly different kind, there are also some interesting Power Wagons available.

VanDerBrink’s Moser-Droog Collection auction, already underway online, includes muscle cars, trucks, tractors, and trailers from the Moser and Droog family farms located near Mobridge, South Dakota. The auction concludes onsite June 3–4.

“VanDerBrink auctions fly under the radar for a lot of people because they focus more on large estates of vehicles—sometimes sitting outside, unprotected from the elements—which the Mecums and Barrett-Jacksons of the world are likely to pass on,” says Hagerty Price Guide editor Greg Ingold. “So sometimes you’ll find cars at VanDerBrink that are in a desirable configuration and at an affordable price.”

Perhaps one of Harley Moser’s 1970 Mopar muscle machines or the Droog family’s oddball Power Wagons (listed below) is your diamond in the rough?

1970 Plymouth GTX

An award winner at area shows, this gorgeous, numbers-matching 1970 Plymouth GTX (VIN RS23U0G160770) is an older restoration that runs and drives well. Wearing Metallic Green paint with black body stripes and a green vinyl top, the GTX has dog dish hubcaps and a rear spoiler in black. Under the car’s air grabber hood (the original hood is included) is a 375-horsepower, E86-code 440-cubic-inch V-8 engine, which is mated to a D32-code Heavy Duty automatic transmission. Moser replaced the engine’s four-barrel carb with a six-pack setup, but the original intake and four-barrel carb are included in the sale. The odometer shows 16,205 miles, but VanDerBrink warns potential buyers to “assume (that’s) not actual.”

The interior of the GTX includes dark green vinyl bucket seats and matching carpet, a Tic Toc Tach, and a green padded dash, which shows some cracking. There is also a small hole in the headliner. Regardless, VanDerBrink says, “This is a wonderful car and would be a good addition to your collection or as an investment car.” It’s likely that others out there will agree.

1970 Dodge Charger R/T

Mr. Moser purchased this 1970 Dodge Charger R/T (VIN: XS29U0G196599) about 15 years ago, and he immediately parked it in a garage with plans to work on it. That time never arrived, so you’re looking at a barn-fresh restoration project. Like the GTX, the numbers-matching R/T has its original E86-code, 375-hp, 440 V-8. Unlike the GTX, however, it retains its original four-barrel carb. The Charger last ran eight years ago, and Moser believes “with a little gas (the engine) will fire.” The 440 V-8 is mated to a D21-code four-speed manual transmission with Hurst shifter.

The R/T is red with full black vinyl top, and its clean original interior includes black vinyl/cloth bucket seats, red carpet, and a red headliner. Features include AM radio with 8-track tape player, competition Tick tock Tach, and 14-inch wheel rims. The car shows some surface rust in the trunk, which is missing its mat, but if that’s the worst thing you can say about it, perhaps it’s worth a look.

1970 Plymouth Roadrunner

Continuing with the 1970 Mopar muscle theme, this Plymouth Roadrunner (VIN RM23N0G251498) underwent a frame-off restoration some years ago and has won numerous awards since. Restoration photographs are included in the sale.

Under the hood is a non-matching-numbers 440 V-8 (mated to a heavy-duty automatic transmission), which was swapped in to replace the original 383. Painted white with black Traverse stripes and black spoiler, the car has Rallye wheels. Interior features include black vinyl bucket seats and carpet, black headliner, AM radio, and manual windows and locks. The odometer shows 17,888 miles—likely not actual miles.

VanDerBrink claims the Roadrunner “drives as well as it looks,” and when all is said and done, its new owner may find it to be a bargain.

1962 Dodge M56 Power Wagon 4×4 Truck

With a rugged reputation born from its predecessor that served during World War II, Dodge’s 3/4-ton, four-wheel-drive Power Wagon was a workhorse, both while serving in the military and civilian life. Decades after WWII, this 1962 Dodge M56 Power Wagon 3/4-ton 4×4 (VIN 2668008252) was fully restored and given an Army Green military paint job.

Among the few (mostly subtle) changes made to the Power Wagon over the years arrived in 1961, when the stalwart 230-cubic-inch flathead six gave way to the 251-cu-in flathead six that was formerly used in medium-duty trucks. That’s the engine that powers this ’62 model, which runs and drives. Showing 24,034 miles, this could be a bargain buy for the military and/or off-road enthusiast.

1952 Dodge M43 Power Wagon Ambulance

Pretty much the opposite of the Power Wagon above, this 1952 M43 (VIN 80043696) was once an actual military vehicle. Unfortunately, it doesn’t run. The 70-year-old Power Wagon served as an ambulance, but the Army Green paint that it originally wore was later covered in red. Plus, the truck is a project, which means it might come cheap if it doesn’t catch the eye of two or more equally motivated bidders.

The rare Power Wagon ambulance has rear barn doors, seating on both sides in back, and is powered by a 230-cu-in flathead six. The odometer shows 26,977 miles, but it might as well be 226,977. Although the Power Wagon appears mostly original, the 3/4-ton 4×4 will require a lot of work to return to the road in presentable condition. Is that a deal-breaker or a challenge? Depends on the bidder, and the price.

The post 5 affordable Mopar muscle cars and trucks up for grabs right now appeared first on Hagerty Media.

I have always loved station wagons. I grew up with them. I came home from the hospital in one—my mom’s dark blue 1977 Volvo 245 DL. I even owned one from 2007 to 2015—a 2006 Volvo V50 2.4i. With the advent of and spectacular popularity of tippy-toed, ill-handling crossovers, many ugly enough to scare a bulldog off of a meat wagon (OK, OK I like a few of them. A few), I love these vintage family haulers more than ever. In this day and age, it is hard to believe they used to be ubiquitous on American roads, highways, and neighborhoods thru approximately 1990-1995 or so.

And in the Me Decade, Di-Noc woodgrain-clad prairie schooners like this top of the line, chromed-up 1973 Plymouth were everywhere, though the Chevy Caprice Estates and Ford LTD Country Squires were perhaps a bit more plentiful. Sure, it’s massive. Sure, it’s a goner in any impact with a 2000-up model year motor vehicle with crush zones and dual airbags. But look at her. She’s gorgeous!

1973 was the final year you could get a Fuselage-styled full-size from “Low Priced Three” Plymouth all the way through Dodge, Chrysler, and ultra-ritzy Imperial.

Starting in 1974, totally redesigned full-size Mopars would come on the scene with more square-rigged styling. Fans of The Blues Brothers will know the type.

But for one last year, the clean, purposeful full-sizers made their last stand. And the most expensive, finest station wagon Plymouth offered for ’73 was the one you see before you right now: the nine-passenger Sport Suburban.

With a base price of $4,599 and weighing in at 4,495 lb, the Sport Suburban was the most expensive big Plymouth you could get that year. It was also the most popular big Plymouth wagon, with 15,680 built.

There was also a two-seat, six-passenger woody Sport Suburban for $4,497, but only 4832 were built. Clearly, the more, the merrier, at least when it came to passengers. Wagons like these were the premier kid haulers back then.

For comparison’s sake, the cheapest full-size Plymouth Fury was the Fury I four door sedan for $3,865. The cheapest full-size station wagon was the Fury II two-seat Suburban, for $4,410. 5,206 of them were built.

The standard engine on all 1973 Furys was a 150-horsepower, 318-cubic-inch V8. But our featured nine-passenger wagon, which I spotted on Facebook Marketplace in Salt Lake City last year, has the most excellent-and Elwood Blues approved-440-cubic-inch V8.

This particular wagon is painted in code JY9 Tahitian Gold Metallic was available at the time for the first person to come up with $8,500.

Despite the faded wood grain trim (my buddy Jim Smith, who worked for a big Chevy dealer in Chicagoland in the ’70s, says a rag and some red transmission fluid will have it looking like new, albeit temporarily.) and sun-baked dash, I find it very attractive, especially with those deluxe optional wheel covers.

Of course, the ad is long gone now, but I saved the pictures to ‘The Vault’ at the time, and voila! They really don’t make cars like this any more-for better or for worse. What’s the closest modern vehicle to this? A Chrysler Pacifica maybe, or a Grand Cherokee L? Those may be more modern, safer, and comfier, yet I still find this Plymouth product so much more compelling!

The post 1973 Plymouth Fury Sport Suburban: Woodtone Prairie Schooner appeared first on Hagerty Media.

Color is basically dead in modern motoring. We went from the Model T’s “any color… so long as it’s black” to a ’60s Pantone catalog of hues, and now the pendulum has swung back. Fifty Shades of Grey might as well be a sign outside your local Audi dealer.

Manufacturers have tightened up available paint choices because dealers like to stock units that can move quickly. It’s relatively easy to persuade an impatient shopper into a crossover painted “Magnetite,” even if that person showed up on the lot wanting a dark blue. Or at least it used to be easy, in the days before the chip shortage shriveled dealer stocks and upended the industry. Maybe, if we’re lucky, the silver lining of current supply restrictions will be a return to more vibrant parking lots.

Either way, we probably won’t see again the sort of market variety that which produced the Paint Chip ’Cuda. In 1970, a picture of this brilliant Mopar invited potential customers to taste the rainbow. The car appeared in a brochure for Plymouth options, its body covered in no fewer than 25 shades of factory paint. Along with accessories like pistol-grip shifters, tachometers, and a ram-air intake (“it shakes and quivers with every lope of the cam, Rumpa-rumpa-rumpa…”) the car’s profile shot was a clever way to show how Plymouth had the competition beat for variety. “Performance alone does not a supercar make,” the copy boasted.

It should be noted that modern-day Dodge still offers a reasonably broad color palette. However, the current Challenger makes do with fourteen shades, and that range can’t match the vibrancy of, say, a Lime Light (FJ5). It was 1970, you were on your way to see Three Dog Night rock the Milwaukee Auditorium, and your Barracuda’s paint job was as loud as its quad zoomie exhausts.

There’s only one issue with this Technicolor nostalgia bomb: It never existed. Plymouth’s brochure was clever advertising, but the copy was merely ink-deep. The amount of work required to actually paint a car in 25 different shades wasn’t worth the payoff, and so the image in that ad was fake, an illustration.

Such is the nature of the midcentury muscle-car golden age, a time shorter and perhaps less magical than everyone remembers. However, for the kids who grew up watching these cars go door-to-door at stop lights, the hero worship never went away. For collector Tim Wellborn, an obsession with all things Mopar would eventually lead not only to a wide collection of special cars, but also to a three-dimensional realization of 1970s advertising genius.

Wellborn shared an interest in Dodges with his father, stretching back to the 1971 Charger R/T 426 Hemi that the latter man bought new. That car is still in the family, part of Alabama’s Wellborn Musclecar Museum, a collection of 1969 through 1971 American performance machines. Housed in a refurbished 1940s Buick dealership in Alexander City, the Wellborn boasts the world’s largest collection of 1971 Dodge Chargers, along with several high-performance variants of Chevrolet Chevelles and Ford Mustangs, and rarities like a Pontiac GTO IV Judge convertible.

Amassing the collection took patience, but assembling the Paint Chip ’Cuda took creativity. The donor car, a 1970 Barracuda in Ivy Green, came from New Orleans. The car had been sitting for two decades, but it was in solid, original condition. There was a 383 under the hood, and a four-speed manual behind that. In fact, the car’s condition was good enough to present further challenge—Wellborn decided that its history was worth preserving. A blank vinyl wrap was carefully applied to the car’s right half, and the shell was modified to match the Plymouth ad without interfering with the original sheetmetal. Twenty-five lines of paint were individually laid down atop the vinyl skin. The work was done by a New Orleans restoration shop called The Bomb Factory, and the project was completed in 2016.

With its asymmetric appearance, right down to the single, right-side rear drag slick, the ’Cuda comes off as Dr. Jekyll and Mr. Hi-def. It also serves as a striking reminder that choice and personalization were once a core part of the car industry.

You can’t go back to the past, but you can take a good hard look over your shoulder and decide what parts of it are worth keeping. When the chip shortage eventually eases, the industry will return to business as usual and monochrome dealer lots. But it doesn’t have to. Futurists can argue that enthusiast favorites like the manual transmission are evolutionary dead-ends, victims of changing tastes and advancing tech. But colors have always moved us. It took 46 years for the Paint Chip ’Cuda to exist in the flesh; when you order your next car, maybe it’s worth waiting a few weeks for the color you really want.

The post How one man made a Mopar ad real appeared first on Hagerty Media.

Wayne Bishop has an affinity for projects. As owner of Wayne’s Hot Rods & Customs, in Waverley, Nova Scotia, he’s been turning dilapidated cars into custom show pieces for years. Little did he know just how beneficial that training would be for his family.

Wayne and Kim Bishop’s only son, Chris, worked alongside his dad. He enjoyed getting his hands dirty. He was also outgoing and fun, “the life of the shop,” as his dad says. Chris talked about building a car of his own one day, maybe a 1955 Chevy. Then, on August 15, 2020, at just 20 years old, he took his own life. No one saw it coming.

“I don’t know if I could have done something to prevent it, but I had no idea [he was suicidal]. He and I were close,” Wayne says. “That’s what’s so painful—he suffered alone. He didn’t talk to us about it. Even his friends didn’t know. They were totally shocked. One night Chris was hanging out with a buddy, and the next morning he was gone. His friend kept saying, ‘That’s not possible. He was fine.’ But it happened.”

About a week after Chris’s death, Wayne and his daughter Kaitlynn, now 24, were sitting together on the porch. Both were trying to make sense of it all when Kaitlynn offered a way forward.

“Dad, we’re building that car,” she said.

“I’m in,” Wayne said.

Although Chris had originally talked about rebuilding a classic Chevy, a customer heard about their plan and dropped off a 1970 Plymouth Barracuda. “Chris really liked my ’Cuda,” the man said, “so I think he’d like it if you built this one.”

The Plymouth needed a lot of work, but Wayne thought the car was appropriate. And so it began.

Kaitlynn suggested painting the car pink or purple. Wayne quickly nixed pink. When they contacted artist Julio Cesar Caetano and asked him to create a rendering of the Plymouth, he used purple. The shade they eventually picked looks almost black in the dark. Since Kaitlynn was responsible for the color, they nicknamed the car Twisted Sis ’Cuda.

Wayne posted photos of the project on his shop’s website. The page is mostly images, capped by a short note that explains the motivation behind the father-daughter project—not just to honor Chris, but also to raise awareness for mental health and self-harm counseling.

“It’s important that we talk about this stuff,” Wayne says. “Talk to your kids. Ask them what’s happening and how their life is going. They may not want to share, but you have to try and get them talking.”

The ’Cuda project will cost an estimated $200,000. When word of the project spread, sponsors appeared to help. “LKQ sold us a 2020 6.4-liter Scat Pack [V-8] out of a Charger with only 1600 kilometers on it—along with a transmission—for a pretty great price.” The engine has already been installed. Wayne says he and Kaitlynn have also received help from BASF, 3M, Carquest, Tirecraft, and Chris Alston’s Chassisworks. On top of that, family is selling t-shirts and calendars on Facebook.

The project was slow going for a while, and not only because the Bishops had to wait on parts. “We kept asking, ‘Oh, Chris, why? Why?’ We were miserable. And then my wife and I just decided, this has to stop. Let’s get up and live.”

Wayne says the ’Cuda has helped and will continue to. “We don’t work on it every day, but we work on it every week,” he says. He acknowledges that the project may take years to complete. “We’re just going to try and make it the best we can. It’ll have AAR pinstriping and ‘Chris’ on the quarter panel, so hopefully, people will ask about it.”

The Bishop family plans to eventually show the car at events throughout North America; the ultimate goal is to display it at the annual SEMA show in Las Vegas.

“I think showing it is better than auctioning it off” and donating the money to charity, Wayne says. “If it starts a conversation and we can maybe keep someone else’s family from going through what we’ve been through, then that’ll make it all worthwhile.”

Kaitlynn told Ottawa’s CTV that, even in its infancy, the ’Cuda project is saving lives. “I have a very close friend who has been suicidal in the past. And she tells me all the time that after hearing Mom and Dad that day, she couldn’t possibly put her family through it … That’s one person we know for a fact that we have touched.”

Kaitlynn has been not only drawn into the project but also the business. That’s been therapeutic for both her and her dad.

“One day I said, ‘Look, why don’t you come and work with me? In the event that anything ever happens to me, this shop is yours. You have to learn how to run it,’” Wayne says. “She said, ‘No, I’m not interested.’ But after a while, she was having a rough time and took a couple of days off from her job to spend time with me. At the end of the week, she said, ‘This job is mine.’ Now she’s pretty much got her hands into everything.”

The restoration continues. “Life goes on. You have to keep going,” Wayne says. “Every time I look at the car, I smile and think, ‘Chris, you’re going to like it.’”

If you are contemplating suicide or are concerned about someone who may be, call the National Suicide Prevention Lifeline at 800-273-8255. The Lifeline provides free and confidential 24-hour support for people in distress, plus prevention and crisis resources for you or your loved ones and best practices for professionals in the United States. In Canada, call 833-456-4566.

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Kevin Hart can’t get enough of custom Detroit muscle, and we can’t get enough of Kevin Hart not getting enough of custom Detroit muscle. So, of course, we’re excited about his newest addition.

The actor, comedian, and car collector just got his first look at a 1969 Plymouth Roadrunner built to his specs by Wisconsin-based craftsman Dave Salvaggio and lead designer Sean Smith. Hart and Salvaggio have collaborated before, and this time Hart asked him to create a Mopar tribute with a Hemi engine, custom carbon-fiber pieces, a sinister black-and-orange color combo, and an aggressive stance with modern components. Hart wanted a vehicle that would appear simple and industrial; hence, for example, his choice of traditional hubcaps to conceal the modern wheels.

Did Salvaggio nail it? Judging from Hart’s reaction, he did. “Y’all did this up. This is stupid, man,” Hart says of the car he calls “Michael Myers,” a tribute to the lead character in the Halloween movies. “Dave, this is stupid.” (For the uninitiated, that means awesome.)

Starting with a sound donor car, the team at Salvaggio Design used 3D scanning to create a computer model before designing a custom frame with CAD software. With input from Detroit Speed & Engineering on its X-Gen 595 front suspension package, the frame was fabricated by Salvaggio’s Craig Provencher, Telly Violetto, and Randy Russell. Their efforts proved so successful that the frame will soon be available separately for all Mopar B-body platforms.

The crew also built the roll cage; fabricated removable floors, a custom firewall, radiator support, wheel tubs, and trunk; and shaved the drip rails to create cleaner lines without diluting the original Plymouth design. The only original parts that remain are the roof, doors, fenders, and rear quarter panels.

Among the new panels was a carbon-fiber hood designed by Smith, who integrated styling cues from the Roadrunner’s A12 race package. He also devised the flush-fitting carbon-fiber bumpers, which were manufactured by Brothers Composites.

Salvaggio’s Mark Klos did the bodywork, metal finishing, and paint. The car has a high gloss exterior, matte clearcoat for the interior, and matte orange pearl underneath.

The three-piece grille borrows from the original design and was machined and finished in brushed nickel by Ogden Chrome. The driver’s door mirror repeats the brushed nickel and adds a Halloween orange flourish.

The Roadrunner’s 940-horsepower, supercharged Hemi V-8 is mated to a Tremec 6060 six-speed manual transmission, and the gear shift resembles a slasher movie knife. Built by Mario Abascal at Gearhead Fabrication, Salvaggio describes the 426-cubic-inch Hemi as a hybrid Demon/Hellephant motor designed to run on California 91-octane fuel. Among the engine’s upgrades: a Winberg crank, CP pistons, Boostline rods, ARP hardware, Dodge Demon camshaft, ported Demon heads, and Holley Dominator EFI fuel injection. The engine is crowned by a Whipple 3.8-liter supercharger with a bespoke CNC housing painted Orange Candy satin, and a Magnaflow exhaust ensures that the whole package exhales with a proper song.

The wheels wear high-performance Michelin rubber, including 345/30 R20 in the rear to provide ample grip.

We’re guessing Hart can’t wait to jump behind the wheel and let ’er rip on the mountain roads near Los Angeles … and doesn’t get stupid. (The literal meaning, this time.)

The post Kevin Hart is floored by his new ’69 Roadrunner custom muscle machine appeared first on Hagerty Media.

While plenty of the action at Arizona Auction Week includes European exotics with sewing-machine-like inline-sixes and intricate V-12s, there are hundreds of rowdy muscle cars up for grabs with snorting V-8 engines. Whether your taste favors Ford, GM, or Mopar muscle, there’s likely a big-block on the menu that should suit you. Of course, we’ll be there watching as many of them cross the stage, but here are five that piqued our interest as we skimmed the listings.

Whether you’re attending Arizona Auction Week or just want to stay close to the action from afar, we’ve got you covered—from auction results to analysis and everything in between. Sign up for our Insider recap from Arizona Auction Week here.

1970 Chevrolet Yenko Deuce

Bonhams

Hagerty Price Guide #2 (Excellent) condition value: $119,600

While Chevrolet had seen fit to give the 1970 Nova SS a 300hp 350 small-block and a pair of 396 big-blocks, the solid-lifter LT-1 350 was noticeably absent. The potent, 360-hp LT-1 was a successor to the high-revving 302 and was available in Camaro and Corvette, where it produced an additional 10 horsepower, but Chevrolet snubbed the compact Nova. To remedy this, Yenko Chevrolet used the same method of Central Office Production Order that famously got 427 big-blocks installed in Camaros to match the meanest small-block of 1970 with Chevrolet’s lightweight Nova to create a fantastic muscle car combination. Yenko only built 175 Novas for 1970, making the Yenko Deuce one of the rarest Chevy muscle cars of the era.

This example offered up by Bonhams is the recent recipient of a full restoration and comes equipped with a four-speed and Hurst shifter.

1970 Plymouth Superbird

Barrett-Jackson, Lot 1400

HPG #2 value: $415,800

The Mopar wing cars took NASCAR by storm and brought radical, wind tunnel–sculpted bodywork into showrooms. While they may have looked odd, the pointed noses and tall wings helped both the Dodge Charger Daytona and Plymouth Superbird slice through the air and remain stable at speeds exceeding 200 mph on NASCAR’s biggest tracks.

This well-preserved Superbird wears a refreshed coat of Tor Red (Plymouth’s take on Dodge’s Hemi Orange) but the interior and engine bay are all original, owing their fantastic condition to the car’s low-mileage condition—it has just over 6000 miles on the odometer. Its 426 Hemi V-8 is just as it was when this beast rolled off the assembly line.

1965 Buick Riviera Gran Sport

Bonhams

HPG #2 value: $81,400

If you prefer your muscle car to be a bit on the understated and luxurious side, may we suggest a Buick Riviera Gran Sport? The first-generation Riviera hit the showroom looking like a concept car with its hidden headlights and sleek, tailored lines. When fitted with the Super Wildcat 425 V-8 and its dual four-barrel carbs, the elegant Riviera was very much a muscle car, churning out 360 hp along with the Nailhead V-8’s notorious torque.

Under the hood, a massive air cleaner shrouds the carburetors and keeps up the charade that this is just a luxury cruiser. This well-preserved Gran Sport received a repaint, although it was never fully restored. The car’s second owner, who maintained the car for nearly 50 years, seems to have babied it, although we have to imagine the Gran Sport surprised a lot of unsuspecting drivers in its day.

1987 Buick Grand National

Barrett-Jackson, Lot 1347

HPG #2 value: $52,500

You could argue that Buick’s turbocharged V-6 bruiser didn’t follow the traditional recipe of a muscle car, but the result was the same. After a decade of underperforming V-8s, enthusiasts were excited to see that fuel injection and boost could offer the performance that automakers could no longer deliver using carburetors and large-displacement V-8s. After a bumpy start, the turbocharged, intercooled Grand National that emerged was a serious performance machine for its era and gave hot rodders a fantastic starting point to create dragstrip machines capable of holding their own against storied muscle-car nameplates that packed twice the displacement.

This Grand National is special as it was the last off the assembly line, spelling the end for not only the Grand National, but for GM’s beloved G-body architecture. Assembly line workers signed the car as they built it, and the turbocharger shroud, intake, and alternator all bear signatures and dates in marker. With just 33 miles on the odometer, it’s likely one of the best-preserved Grand Nationals in existence, which is saying something as a shocking number of these seem to have been scooped up by collectors with preservation in mind.

1969 Ford Mustang Drag Car

Barrett-Jackson, Lot 1299

HPG #2 value: N/A

If you’re a fan of today’s NHRA Pro Stock racing, in which high-revving big-blocks vie for quarter-mile glory, then you’ve no doubt heard of one of the pioneers in the field, Sam Auxier, Jr. He had a long career in NHRA Pro Stock in a series of Ford entries, often with a 427 SOHC V-8. Prior to that, however, Auxier campaigned this 1969 Mustang Sports Roof powered by a 427 tunnel-port in the AHRA’s Ultra Stock class. Contrary to its name, this class wasn’t closer to factory stock than the later Pro Stock class were; rather, it allowed for even more modifications. Auxier would launch this Mustang with the wheels up and grab gears en route to 10-second time slips. His successful events in this car include a win over the also-legendary Grumpy Jenkins at the 1968 CARS Magazine meet.

The car was restored to reflect how it looked when it raced in 1969, down to the Mercury script valve covers that were left over from Auxier’s days behind the wheel of a Comet. The red-white-and-blue livery follows the Mustang’s lines perfectly and the well-executed restoration is the next best thing to a true time capsule of one of Ford’s most famous drag racers.

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Considering this is the second (and final) installment covering the 2021 Muscle Cars and Corvette Nationals, it would seem appropriate to continue with the Day 2 display. That means plenty of cars featuring period modifications from back in the day. As you’ll see, the collection of cars we selected appears to be Chevy-heavy, but even the most jaded Brand Xer has to admit it’s the presentation, and not the brand, that makes Day 2 cars so special.

Here’s the very first 1967 Yenko Camaro, looking great in Rally Sport trim. Though it may not look Day 2 in many ways—no mag wheels, fancy tires, rake, etc.—it’s an example how some companies and dealers were clued in on a packaged supercar. Of course, being a 1967 Yenko, it has a transplanted 427.

So perhaps this 1967 Camaro Z28 is more in the vein you were expecting. The Z28 (it didn’t officially receive the “/” till mid-year 1968) was somewhat obscure in the Camaro’s debut year, with 602 built, but it was the Camaro for the enthusiast who fancied himself a road racer. Note the cowl plenum, which was an available option from the factory, as were the headers.

I’m not totally sure about the modifications on the 440 Six-Barrel under the hood here, but you can see this 1971 Plymouth GTX features a spectacular “World of Wheels”-like paint job nicely preserved from back in the day. The GTX had been redesigned for 1971, the last hurrah before compression was lowered across the board.

This 1970 Buick GS, known as 3 is the Charm, reflects a different period, as in 1977 it was painted and customized and, several years later, was a World of Wheels show winner. Yes, it features rolled and pleated Naugahyde, Lakewood ladder bars, and such names as Crower, Hooker, Poston, and TA Performance under the hood.

You may have heard of Baldwin-Motion before, but some people don’t realize it was a venture between a dealer, Baldwin Chevrolet, and Motion Performance. Just like the Yenko above was subtle, B-M cars were in your face, and when it came to its Phase III series, chances they were out of your sight because they were guaranteed to run 11s. Most of them were big-blocks, but this 1972 Camaro is a Z/28 so that means it started with an LT-1 350 and Motion took over from there.

MCACN gives individuals and restoration shops an opportunity to debut freshly restored cars with the Official Unveiling displays scattered throughout the convention center. That, combined with some new finds that also making their debut at the show, are what we will see next.

A perfect example of the latter is this 1970 Oldsmobile F85 with the W31 performance package. Only 207 were built, but what makes this one truly exceptional is that the original owner special-ordered it in a Cadillac color called Nottingham Green Firemist. Firemist pigments were originally developed by Engelhard Industries and exhibit “an intense sparkling and depth in a wide range of interference effects” to convey a “brilliant, star-like glitter.” Stripes were originally black but were enhanced at the dealership. Does it get better? Sure—it has an aluminum W27 rear.

The Coronet R/T was introduced in 1967 to be Dodge’s “image car” to compete with the GTO. However, with the 1968 redesign, this model was overshadowed by the spectacular Charger R/T. As such, cars like this Hemi car tend to get lost in the shuffle.

Speaking of Coronet R/Ts, here’s the 1969 version of that vehicle, but this one is a Hemi ragtop. You may notice the all-new Ramcharger air induction scoops that were available that year (and standard with the Hemi). Out of the 10 built to U.S. spec, only four had the four-speed.

A 1969 Camaro Z/28 is far from a rare car, yet some examples stand out more than others. It seems there’s this “thing” with a special-order color generically called “Carolina Blue” (think of the school colors for UNC) that has dotted the Chevrolet landscape in the twilight of the era. This Z/28 is one of those special cars.

You may remember that comedian and auto enthusiast Dick Smothers joined forced with Oldsmobile to run the Smothers Brothers racing team. One of the actual race cars, originally campaigned by Florida-based King Olds and driven by Jim Waibel, has been restored to as-raced condition. If that alone is not cool enough, get this: the 1969 Cutlass S convertible is one of 26 built with the W31 package.

Everyone knows about the 1970 Buick GSX, which were available in Saturn Yellow or Apollo White. The package continued into 1971, now available in six colors, though only 124 people were interested in one. Styling was slightly tweaked, especially the grille (including matching scoop) and taillights, so here you can compare this Stratomist Blue one with the iconic ’70 version.

Dodge offered some bright colors for the Challenger in 1970, but there also were colors on the palette that would be more at home on a four-door Dart. “BL1” Beige is one of those colors, and approximately 41 Americans ordered a Challenger R/T in this totally drab color. How many were Hemis? No one knows, but this stripe-delete example is nicely complemented with a tan interior.

Hemi ’Cudas came standard with the Shaker hood scoop, but it was an option for Dodge Challenger R/Ts. It seems Six Packs are the most common, with Hemis running a distant second. But finding one on a 440 Magnum seems to be a needle-in-a-haystack proposition, with only two documented examples known to exist. Late availability in the model year seems to be the culprit.

The Mustang has always played the role of once and future King of the pony car world (and, arguably, the 1960s as a whole). However, by 1970, production had fallen drastically as the sporty and performance market was changing due to shifting demographics (with a bit of insurance surcharges thrown in). Nonetheless, cars like this Cobra Jet-equipped 1970 Mach 1 carried the Ford performance banner with aplomb.

“FM3” Moulin Rouge (Dodge called it Panther Pink) was a mid-year hue that was not very popular, but today it is quite popular with the Mopar cognoscenti. For this 1970 Road Runner hardtop, approximately 47 U.S.-spec cars were built in this color. Note the white vinyl top and lack of stripes (only the trunk stripe was standard on hardtops), which nicely set this one off.

Ram Air was optional only for the new-for-1970 455 on the GTO. But what is most noticeable about this Goat is the dual-stripe white walls and poverty caps. When was the last time you saw one like that? Add the Burgundy paint (only 1246 built) and contrasting vinyl top and you have a stand-out.

Performance may have been dying a slow death starting in 1971, but this 1973 Road Runner tried to keep the flame alive. When you ordered the 440 engine, all Road Runners received GTX badges as a nod to its stablemate that last appeared in 1971. Approximately 749 cars were built with the 440, and this one has a sunroof to boot.

By 1977 performance was a thing from the past, but Pontiac’s perseverance and a certain Hollywood movie helped keep the flame alive. These “Bandit” Trans Ams started to get pricey a few years ago, so now it’s possible you will be seeing more and more of them restored to the level of this example.

Moving on, how about this 1965 Shelby GT350? The first year of the Shelby Mustang, and the most pure iteration of the series. Though number 003, it’s considered the first Shelby Mustang because car 001 was a “street prototype” used for promotional purposes, and then the Venice factory mistakenly skipped number 002. This car features several transitional items that were considered for production but didn’t last, like “GT350” decals on the front fenders. Plus, it was converted by the factory to R-model racing configuration and raced as such for several decades. Among 1965s, perhaps none have the provenance of this one.

A car that had lots of folks chattering was this 1965 Chevelle 300. You may be familiar with the Z16 Malibu SS 396, of which 201 were built with a unique L37-spec big-block putting out 375 horses, but this lowly black Chevelle was a Central Office Production Order (COPO) vehicle ordered with the 425-horse L78 that was available on the Corvette and big cars. Likely it’s the only one built.

Walking on, you’ll find an assemblage of Buick GSs, mainly 1970–71. There are a few standouts here worthy of highlighting.

To the casual observer, this 1970 Stage 1 is maroon, but it’s really a special-order color normally reserved for the Riviera called Titian Red. It has a hint of rose that gives it a feminine quality that belies the power of its 455.

The Gran Sport series was reshuffled a bit for 1971, now encompassing three engines (versus the 350-based GS and GS 455 for 1970). As such, this was the first time for a 350-based GS convertible. However, the Stage 1 was still available, of which 81 were built like this one.

Another 1971, this Stage 1 is painted in Burnished Cinnamon, a color that was initially introduced for both the 1970 Camaro and Firebird as Classic Copper and Castilian Bronze, respectively. It was instituted across the board for 1971.

Next up is the Ram Air Invitational, a Pontiac Firebird display that contains prime examples of top Pontiac pony cars. Only 65 1967 Firebird 400s were built with the 325-horsepower Ram Air engine, and it is believed only eight were convertibles. Can you believe the luck in such a rare car was ordered in this color combination?

That engine was continued into 1968, generally called “Ram Air I” by Pontiac folks. Only 321 hardtop and convertible four-speeds were built, though this one marches to a different beat thanks to having its original engine, transmission, and differential, and its unusual mix of options including headrests, fold-down rear seat, rear defogger, exhaust splitters, and no radio.

In April 1968, Pontiac introduced a replacement for the Ram Air engine and called it Ram Air II. Rated at 340 horsepower, the RAII featured Pontiac’s first use of the vaunted round-port heads. Only 110 were built, but this one is even sweeter due to its special-order Chevy Rallye Green paint.

So the Ram Air II had a brief existence from April till the end of the model year, but Pontiac was already working on improvements for 1969. That replacement was called the Ram Air IV—not because it was fourth in line but because it initially was planned to have four intakes. This Midnight Green example is one of 17 built.

Like the Judge was to the GTO, the Trans Am was to the Firebird 400, both introduced in the new 1969 calendar year. While the Judge was a cultural put-on, the Trans Am seemingly had legs and would prove to last into the millennium. The car pictured above is the very first Trans Am of the 697 built.

A year later, Pontiac introduced a redesigned Firebird. The Trans Am was beefed up, going from a quasi-poseur to an honest-to-goodness road car. Thanks to some engine programs that didn’t materialize (like the Ram Air IV Super Duty and the Ram Air V), Pontiac was late to introduce a hot engine for the Trans Am and belatedly released the “regular” Ram Air IV engine. Only 88 of those were built like this one.

So if you’re not a Pontiac guy or gal, you’ve learned that the round-port Ram Air II was followed by the Ram Air IV. The 455 HO from 1971-72 continued the round-port goodness, which culminated in the Super Duty 455 of 1973–74. Only 232 Trans Ams were built with this engine, with 72 being four-speeds. Only three colors were available: Buccaneer Red, Cameo White, and Brewster Green. The latter—a good green, for once!—is the most desirable among Pontiac aficionados.

Nearby you’ll find one of the largest displays at MCACN: the 1966-67 W30 Invitational organized by the “W30 Syndicate.” You’ve seen some of the evergreen 1970s in Part I of Hagerty’s MCACN coverage, but the genesis of Oldsmobile’s force-air hi-po package was in 1966. Oldsmobile already had made a name for itself with the 4-4-2 thanks to competitive horsepower and a rear-sway bar that made it the best handler of the crop of muscle cars. The L69 option added tri-carbs with 360 horsepower on tap.

But the W30 package added a hotter camshaft, better valvetrain, mandatory four-speed and 4.33 gears, and a nifty air-induction system that consisted of tubes running from a unique air cleaner to the lower-bumper cavities. Only 54 were built by the factory, though a handful of kits were available at dealership parts counters to allow owners to upgrade theirs. NHRA C/Stock was the aim, and Oldsmobile won that championship.

What’s interesting about the 4-4-2 package in 1966 was that it was available on the F85 Club Coupe (with B-pillar), F85 Deluxe Holiday (hardtop) coupe, Cutlass Sports Coupe (with B-pillar), Cutlass Holiday Coupe, and Cutlass Convertible. The W30 package was available on all but the latter, with this interesting two-tone example being the former.

Compare that to this Cutlass 4-4-2 Holiday. While it too could come with poverty caps and few options, it would be distinguished by a fancier interior than the basic F85-based 4-4-2 plus some trim, the most noticeable running along the sides. This one with vinyl top and Super Stock I wheels is about as fancy as they come.

In 1967, Oldsmobile moved the 4-4-2 package upmarket, now based on the Cutlass Supreme series. General Motors killed tri-carbs except for the Corvette, so the W30 package made do with the new Rochester QuadraJet. New details included scoops surrounding the parking lights and what would become a W30 trademark: red plastic front fender wells. Just over 500 were built, but documentation is key in proving a real one. Note the white painted top and American Racing 200S mags.

Chesrown Oldsmobile in Columbus was arguably the most famous campaigner of the Lansing rockets. Ron Garey was the racer who made a name for the dealership, and Tweed Vorhees was his teammate. Today. Tweed shares his experience, knowledge, and history with Olds enthusiasts, including his Chesrown replica. However, Brainbeau Oldsmobile out of Massachusetts was the dealership that won the NHRA championship in 1966.

Let’s move on to the Judge’s Chambers. While small, there were examples of the GTO Judge that stood out from what you normally may see, such as this Mayfair Maize 1969. Compare the stripes to the Starlight Black Judge—Pontiac had several stripe colors to match a particular paint.

The stripe thing was true for 1970 too. In fact, if you ordered a Polar White Judge, you received blue/yellow/red stripes. But if you ordered the WT7 option on top of the Judge package, which included a flat black spoiler, the stripes were superseded by yellow/black/red stripes. Only 51 Judges were built with the WT7 option.

When the 1970 model year began, Pontiac determined that a WT7-equipped Judge would be a signature configuration, and that’s what you’d find in early ads. But white doesn’t necessarily scream “look at me!” so, sometime after production, Pontiac introduced Orbit Orange, which came equipped with orange/blue/pink stripes. This Ram Air IV example also features an unusual Sandalwood vinyl top.

Now how about some AMCs? The local American Motors club has had some spectacular displays in the past, chock full of old dealer items, literature, and models. Possible winner of “Car with Neatest Paint Job” may go to the Trans-Am Javelin, a red-white-blue pony car that was only available with a 390 4-speed and unique spoiler. Only 100 were built.

Interestingly, the T-A Javelin was not the homologation special for the Trans-Am circuit—that honor went to the 1970 Mark Donohue Javelin. Prevailing wisdom says they all were SSTs with the Go Pack which included either 360 or 390 with ram air, but there are some AMC experts who feel even the base Javelin could receive the Donohue treatment. Other equipment included front spoiler and C-stripes but the defining item for this car was its rear spoiler that was designed by Mark Donohue himself. Note how it differs compared to the Trans-Am Javelin.

American Motors started getting serious with high-performance in 1967 with the introduction of the 343. The Javelin and AMX followed in 1968, but for some reason AMC didn’t produce a “proper” muscle car until the 1970 Rebel Machine. All of them came with a 340-horsepower 390 with ram air, and the bulk were produced in this nifty (what else?) red-white-blue paint scheme. However, they were available in other colors like Bittersweet Orange.

The Javelin was redesigned in 1971, and the AMX was demoted from two-seater specialty car to a performance model upgrade for the Javelin. That style was carried through 1974 and—get this—sales were stronger in those final two years. There still were neat options like cowl-air carburetor induction system, as evidenced by this 1973 Javelin AMX in Copper Tan metallic with cinnamon vinyl top and tan Domino cloth interior.

If Pro Stock or the 426 Hemi is your thing, you will dig the Motown Missile and California Flash race cars that reflect glory days gone by. The Motown Missiles present are the 1971 Dodge Challenger and its 1974 Plymouth Duster stablemate. But if your tastes run more towards factory racer, then Butch Leal’s California Flash 1965 Plymouth “A990” Belvedere should check the right boxes. Of course, Pro Stock evolved, as did Butch, as evidenced by his 1975 Plymouth Duster.

Now it’s time for Vintage Certification, the place to bring your car if it’s a survivor (and we don’t mean like in the way people on eBay abuse the word). The MCACN website describes it as  a “…program [that] provides status, recognition, provenance and appreciation to unrestored vehicles. The certification team provides each owner with a detailed listing of our findings in a comprehensive report. Our goal is to uncover new information, share it with you and act as a repository for factory standards and processes.” If original paint and chalk marks make your body tingle, this section is for you.

Here’s a 1968 Camaro Z28 that is trying to earn its stripes. Every Z should come with twin band-aid stripes front and rear, but this one is a stripe-delete car, which is quite uncommon. It’s also painted British Green, which was originally a Corvette color introduced in January. Also note the 302 badges before the Z/28 badges were phased in. It also has dealer-installed 2×4 intake and rear disc brakes, both dealer-installed options. Now go find a more spectacular Camaro!

This 1969 Ford Cobra has barely over a thousand miles. The Cobra model trips people up—even Ford folks—because it was called the Torino Cobra in 1970–71, but the 1969 Cobra was based on the cheaper Fairlane. To add to the confusion, Ford produced several ads touting its racing success by calling it a Torino Cobra. Why? One theory would suggest the Torino was Ford’s new top mid-size model and the Fairlane was slowly being phased out, but it’s anyone’s guess. Eventually, the Cobra-based Torino Talladega took over NASCAR duties from the Cobra.

While a six-cylinder is more SCCA racer than muscle car, this is a Yenko Stinger, the first of Don Yenko’s concoctions. Yenko ordered 102 1966 Corvair Corsas via COPO order (his experience with this led the way for the 1969 Camaro with 427s). They came with special suspension, Posi 3.55 or 3.89 gears, four-speed manual, special steering equipment, independent brake unit, and Cadillac dual master cylinder. Several stages of tune were available, from 160 to 250 horsepower. Most were white and blue, American racing colors, but this was the only red one built.

Both these look like basic Chevelle SS 396s. The 1970 on the left is the standard configuration, without stripes or Cowl Induction. And note the wheel covers of the Mountain Green 1967, which is something you don’t see too often. If you took a peek inside, you’d notice it also features the standard three-speed transmission on the floor.

Another fancy pants judged class was Pinnacle Certification, “reserved for the absolute best of the best in the Shelby and Ford Mustang world.” All submissions must have previously won their gold status in several competitions before being able to qualify. The usual suspects, like Boss Mustangs, were there, but a nice 1971 Mach 1 with the 429 Cobra Jet and ram air.

Mopars have always had a strong presence at MCACN. There also were a number of Mopars not part of any display in particular, and some of them were quite outstanding unto themselves, like this 1965 Chrysler 300-L. As the swan song of the 300-Letter series, the L only came in one configuration: 360-horsepower 413. This hardtop is one of 76 U.S.-spec hardtops built with a four-speed.

Also from the same year, this Satellite is notable for several reasons: the first year the B-body played the role of mid-size series, and the second and final year for the 426-S engine. Sometimes known as the Street Wedge, the 365-horsepower 426 was the forerunner of the 440 Super Commando that appeared several years later in the 1967 GTX. It was a worthy competitor to the GTO, 4-4-2, and Gran Sport, but it lacked the image that ended up being necessary for mass appeal.

This 1966 Charger played the dual role of fancy fastback with personal-luxury pretensions and muscle car with the new-for-1966 426 Street Hemi. Contemporary fastback styling, high-zoot interior (with a dose of utility), hidden headlights, and King Kong under the hood? A landmark car in a post-Mustang and GTO world.

So maybe Plymouth took too long to come up with an answer to the GTO, but it reconciled its misgivings thanks to marketing. Austere performance was nothing new, but the Road Runner was different: its image was strong, and hit the sweet spot for kids bagging groceries. Adults dug it too.

A year later, tons of refinement without losing its soul. The Road Runner featured several striping options, some able to be used in conjunction with each other, as you can see here. But what’s truly neat about this 1969 Road Runner is the “Q5” Seafoam Turquoise with red “V6R” tapered sport stripes.

This 1970 ’Cuda (originally a 440-6 car) was parked in 1973 with 149 miles. It acquired a Hemi from a 1967 Hemi GTX convertible (!) not long into its drag history. Both cars were rescued several years ago, but the ‘Cuda here is in as-raced condition.

Opie Stark bought this 440-6 1970 GTX 18 years ago. He found a registration form from 1976 in the ashtray, and his wife wrote a letter to the name on that document. Turns out he was the original owner, and both he and the car were reunited at MCACN. Opie and his family, including wife, daughter, and brothers, completed the restoration.

Right when Pontiac takes all the credit for being THE performance brand in the early 1960s, here was Studebaker setting speed record after speed record. And while the 11th-hour Hail Mary of the Avanti’s creation fell short of saving the South Bend manufacturer, it was not for naught.

Only nine Avantis were built with the R3 engine (304.5 cid/335 horsepower), but they were all 1964s. This 1963 is a prototype known as “Car #8” and is one of the Bonneville test cars used to set records at the 1963 Speed Week, though (identical) Car #9 is the one that set a production land speed record at 170.8 mph and #8 was the backup.

Here’s a stock 1963 Avanti painted Avanti Gray. It’s equipped with the R2 engine, which means it has a supercharged 289 putting out 289 horsepower. Out of the 4647 Avantis built for the 1963–64 model year, 1842 were supercharged.

Hot engines were not limited to the Avanti. This 1963 Lark Daytona convertible has the R2 engine, but it’s also one of five convertibles equipped with the Super Lark package, which included the R2, Borg-Warner T-10 four-speed, bucket seats, 160 mph speedo and 6000-rpm tach, front disc brakes, HD springs and shocks, rear stabilizer bar and radius rods, and HD Twin-Traction rear axle. A salesman at an Indy dealership raced this car in C/FX and C/Gas Supercharged through 1964.

Nineteen sixty-four was the last year for the GT Hawk, Studebaker’s personal-luxury car. Originally sold in California (and retaining its original sheetmetal), this GT Hawk is one of 70 with the R2 engine, and the only one of those to be painted in Horizon Green. Powershift three-speed automatic paired with a Dana 44 with 3.54 gears complete the package.

For several years, the Pure Stock Musclecar Drag Race folks have had a display at MCACN for marketing purposes, as there’s always someone out there with an itchy trigger finger who wants to see what his or her can do.

But it’s the quality of the cars that are the highlight. Every one of these cars would be at home at MCACN, race or no race. You will find something for lovers of any brand . . . and, yes, that’s an AMC in the back. (We heard you, commenters!) Yet the race is not about fast times as much as how fast an ET can you pull, as there’s skill and dexterity in learning how to tune your car for improved times.

There’s a great opportunity to learn from the diversity of cars in attendance. Even the most common of cars, like this SS 396 with wheelcovers, may have a story behind it, like how it has Buick Skylark seats due to a UAW strike.

Now you’ve arrived at the most popular display at MCACN: Barn Finds and Hidden Gems. Organized by roving photographer Ryan Brutt, this assemblage of blemished vehicles may be lacking in condition, but they have a certain magic that all the rest of the original and restored cars lack. For example, check out that 1968 Ranchero GT. Recognize the paint scheme? It’s a Bill Stroppe car. Apparently it was at Bonneville powered by a Boss 429, but nothing else is known at the moment. Maybe you can help the owner fill in the blanks? And that Daytona is a real Hemi car that has been in storage for 45 years.

This 1960 Ford Galaxie Starliner was one of the most stylish cars from that year, and it also ushered in Ford’s commitment to NASCAR thanks to its sleek shape and the introduction of the high-performance 352 with 360 horsepower. This solid-lifter engine was only available with a three-speed on the column. That scoop you see is from a late-1960s Ford.

The 1964 Studebaker Lark received a handsome facelift from Milwaukee industrial designer Brooks Stevens. This Lark Daytona, which was found on Craigslist 20 years ago, has the R1 engine, which was the first step in Studebaker high performance. It put out 240 naturally aspirated horses, and the package also included rear-sway bar and radius rods. A Dana 44 with 3.54 gears are out back. All told, 69 Daytona hardtops were built with the R1. Dig the Halibrand magnesiums!

Even though only 374 1971 ‘Cuda ragtops were built, there are some that are still waiting to be discovered. This ‘Cuda 383 is even more interesting because it’s triple white, an unusual combination for any car that Boss Hoss isn’t driving.

The 1969 Charger 500 was Dodge’s first NASCAR homologation special, the car that spurred the Torino Talladega and Cyclone Spoiler II for an all-out aero war. This car has the standard 440 like a basic R/T, though in early literature the 426 Hemi was going to be the only engine available.

The L72 was Chevrolet’s top street big-block, a 427 rated at 425 horses and the same one powering COPO Camaros. Only 546 were installed in full-size Chevys, but it’s unknown how many were installed in four-doors like this Impala sedan. Painted in Burnished Brown with Champagne painted top, it was ordered with F41 suspension, 3.73 gears with Positraction, and new-for-1969 TH400 (previously, all L72s required manual transmission), among other options. The original Virginia owner put on almost 65,000 miles in two years, but a collision with a horse put the Impala in a barn until recently.

You may have seen a number of AAR’Cudas in Part I of this tour, but none of them have the bad stance of this one.

If you want to find a 1965 Chevelle worth more than an equivalent 396 Corvette, look no further. This Z16 Chevelle was left in an Oklahoma junkyard in 1976, but the proprietor knew something was special about this car and removed the Z16-specific pieces for storage. Several years later, a restoration was undertaken, but the body sat on dirt for almost 40 years till it was saved two years ago.

This black 1970 Cutlass Supreme has the “Y79” SX package, which included a 455, automatic, dual exhaust (with those nifty trumpets like on the 4-4-2), and cruising gears—think of it as a personal-luxury highway cruiser. There was an available W32 engine available, which gave the SX the same 365-horse engine as the standard 4-4-2. Less than 800 convertibles were built, with an unknown number of W32s, but it may be equally as rare as this 4-4-2 W30 convertible, of which 264 were built with the W30 package. Of those, 96 had a four-speed, so this car is at the top of the totem pole for Oldsmobiles. But, like the ‘Cuda above, it’s an unusual triple white car, plus the red stripes are a nice change from the usual black or gold stripes.

You may have noticed in the news how Hertz is experiencing some pains, like many companies, but in the 1960s Hertz Rent-A-Car was #1 without trying. Of course, Hertz had a program where you could rent one of 1000 Shelby GT350s (rebadged as GT350-H) and experience the vehicle that had owned the Sports Car Club of America National Championship. But that wasn’t the only fancy car that Hertz offered to enthusiasts during the era—there also was a handful of 1968 Cougar XR7-Gs (188 out of the 622 built) earmarked for rental. Cougar folks like to think of the XR7-G as a Shelby-ized Cougar, as once they left the factory, they were shipped to A.O. Smith.

The Shelby contractor (1968–70, not to mention the fabricator of Corvettes through 1966), located approximately 130 miles west of Detroit, performed the “G” conversion which included: fiberglass hood scoop, emblems, fog lamps, side-view mirrors, and Rader aluminum wheels, although the latter were soon recalled. Finished cars were then sent back to ASC in Detroit for sunroof conversion before being distributed through Ford’s channels. The “G”, of course, was a reference to Dan Gurney, who was racing for Mercury.

We’ll close this tour of MCACN with some Corvettes. Lest we forget, MCACN used to be a Chevy and Corvette show, you’ll find several displays of some of the best Corvettes in the country. Sometimes it’s amazing to see how many original Corvettes there really are out there.

If you’re a fan of 1967s (like everybody else), you’re bound to find one that you really like. What’s noticeable is how the design has aged so well, coming into the world when the Beatles were just picking up steam in the States and exiting after Sgt. Pepper made an impact.

And it’s not just big-blocks that receive the love, as evidenced by this 1969 Stingray with a 350. Next to it is a 1970 with an LS5 454 with 390 horses. Interestingly, that was the top horsepower for the Corvette that year—yes, the Corvette never received the LS6 till 1971, and it went missing for the Chevelle that year. Funny stuff!

Even Malaise-era Corvettes get their due like this original, unrestored 1976. No, no red-headed stepchild among Corvette folks.

The post MCACN 2021 Part II: Back for more appeared first on Hagerty Media.

Welcome to the Muscle Car and Corvette Nationals, otherwise known as MCACN! As your tour guide, I will be giving you a tour of the impressive muscle that was on display late last month at the Donald E. Stevens Convention Center. This was an important show for 2021, particularly because last year the pandemic canceled the event. This year, Bob Ashton and his team of behind-the-scenes enthusiasts work to make up for lost time all while celebrating the 50th anniversary of the cars of 1971.

Let’s start the tour here at the entrance—here is a rather unusual 1970 Plymouth Road Runner. Why the goofy bird coming from the Air Grabber? Because this is the recently-found-and-restored car that was used in a popular advertisement in period. Notice the hood, which shows it to be equipped with the 440 six-barrel engine.

Next to the Road Runner is this 1970 Boss 429. Boss 429s are among the most desirable Mustangs, if not muscle cars, but this one is different even among Bosses: in 1970, this car was campaigned as the Lawman, performing for servicemen overseas as part of a cavalcade of promotional Ford vehicles that toured Southeast Asia. Besides putting on a show, Ford treated our troops to driving safety courses and other things to whet enthusiasts’ hope for what awaited them when they returned.

Continuing on to the GM “Top Dogs” display, we see that 1970 was a very significant year for General Motors performance cars. Previously, the big guys in the office upstairs forced each GM brand to limit cubic-inches to 400 cubic inches for anything other than full-size cars and the Corvette. In 1970 that edict was eliminated, giving GM’s performance cars an opportunity to compete cubic-inch-to-inch with Ford and Chrysler. As a result, 1970 can be seen as the high-water mark for General Motors performance offerings . . . well, except maybe Pontiac.

The Pontiac 455 was not developed for maximum performance the same way Buick and Oldsmobile’s 455 and Chevrolet’s 454 was. Why was this? Perhaps it was new management that wasn’t keen on performance the way John DeLorean was, or maybe it was because Pontiac had planned to introduce the Ram Air V (which never happened). Despite this, a 455 GTO like this convertible was no lightweight. This example is one of the few ordered with Ram Air as an option.

GTOs with the 400 carried Pontiac’s top performance banner in 1970. Any car equipped with the Ram Air III (standard on the Judge, like this one) and Ram Air IV had enough suds to bring a smile to most enthusiasts—think of them as the little engines that could. For 1970, 168 Judge convertibles like this one were built, with a handful in the signature Orbit Orange paint.

But don’t let that bright paint fool you, because the most famous “Goat” in this display is this striped silver hardtop because it is documented as being the actual car in the “Humbler” TV commercial introducing the 1970 GTO and demonstrating the vacuum-operated exhaust that Pontiac briefly offered. Baffles allowed the driver to modulate back pressure and, hence, exhaust tone, but it ran afoul of some state-government authorities and was discontinued mid-year.

The 455 was new for the 4-4-2 series in 1970, though Oldsmobile fans had a preview in 1968–69 with the Hurst/Olds. Like all of GM’s A-bodies, the F85/Cutlass series received a heavy, handsome facelift, with the Cutlass Supreme two-door hardtop and convertible receiving a unique roofline. Ram air induction ditched those scoops under the bumper and migrated to a new fiberglass hood, which then became optional on regular 4-4-2s. Several new colors like Rally Red were available for extroverts wanting to be noticed.

If you liked your 4-4-2 without a top, the body style was shared with the Cutlass Supreme convertible, giving the 4-4-2 series the possibility of both semi-fastback and notchback styling, which was unique among GM’s A-bodies. Add the W-30 package to the 4-4-2 and you’d have among the most desirable Oldsmobiles in its 100+ year history. Out of the 96 four-speeds made, precious few came with a split-bench seat like this one.

Buick had quietly been building torquey muscle for several years (though the reputation for high-speed cruisers developed in the 1930s), but the stars aligned for Buick in 1970. The GS series was reshuffled with the GS (formerly GS 350) and GS 455 (formerly GS 400), but it was the optional Stage 1 engine for the GS 455 that caught the attention of buff books and enthusiasts. Unlike other manufacturers, Buick engineered the engine for top performance out of the showroom, as the typical Buick customer didn’t get greasy like others. It wasn’t until the 1980s that the rest of the muscle car world learned what Buick fans already knew: The Stage 1 was capable of upstaging the heaviest of muscle machinery.

As we move on to this Stage 1 convertible (one of 232 built), this Gran Sport stands out more than others because it was ordered with a non-regular production color called Tealmist Gray, which was a color exclusive to the Riviera. For around $100 extra, the original buyer specified this color to make a very unique vehicle. Wouldn’t you rather have a Buick?

Over at Chevrolet, things operated similarly to how they did at Pontiac: keep the 396 (though adjusted to 402 cid) and introduce the 454. The L35 396/325 was ditched, making the 350-horse L34 standard and 375-horse L78 optional. After the model year began, the 360-horse LS5 454 was introduced, which was then followed by the 450-horse LS6 that replaced the L78. No car from the era was rated higher than the LS6. A convertible SS 454 with the LS6, like this Cranberry Red example, commands tons of prestige within the Chevrolet community and among general enthusiasts.

Need something hauled fast? The SS 454 package was not confined to hardtop and convertibles—it also was available for the El Camino, both in LS5 and LS6 forms. And see how this one doesn’t have stripes? Stripes were optional on both SS packages, but standard when Cowl Induction was ordered.

When it comes to hot Corvettes, 1970 strangely was not the year. In fact, for all the hubbub about the LS6, it never appeared in a 1970 Corvette. However, in 1971 appeared with 9.0:1 compression and 425 horsepower. Only 188 were built, with 12 having the road-racing ZR2 package like this one.

Back to Pontiac, we have an unusual attendee with the Grand Prix, which was more personal-luxury than muscle. Nonetheless, a 455 HO was available with 370 horsepower. With a four-speed, it’s a sleeper of a muscle car, and quite rare with 199 built. In some ways it foreshadowed what the mature performance enthusiasts would gravitate to a few years later.

Now let’s move on to the Class of 1970. It’s not just General Motors that enthusiasts think had its best year in 1970, so how about we take a gander at the market as a whole?

Chrysler introduced the all-new E-body: Challenger for Dodge, Barracuda for Plymouth. Now enthusiasts could have a proper Mopar pony car with the best engines in the line-up, all the way up to 440s and the Hemi. This Hemi Orange Challenger R/T was racer Bobby Isaac’s personal car, while the Top Banana car is an R/T SE, which was a luxurious edition of the R/T that included a vinyl top with smaller backlight, leather seating surfaces, and special trim. Notice there’s no stripes on this one—Dodge gave the buyer many ways to equip a Challenger R/T. To the right of that is a Vitamin C Hemi Cuda and a 500-mile Shelby GT500.

The Challenger was big news, in part because Dodge never had a pony car. These two are perhaps the most infamous because of their unique histories. The “Black Ghost” was a legendary Detroit street racer with the 426 Hemi, though it’s uniquely optioned with the “Gator Grain” top. The Hemi Orange car is known as “El Hemi” because it was bought new by a Venezuelan Chrysler engineer while working in Detroit, then went back to Venezuela in 1972 for 24 years. The son of the original owner is a long-time U.S. resident who brought the Challenger back to the States a number of years ago. The ET Team III wheels were added in the car’s youth, as was the “N94” hood.

Compare those cars with this sedate version, a regular Challenger that is not an R/T but is equipped like one thanks to the 383 four-barrel. The Gator Grain top adds to the allure, but if you look inside you’ll notice a three-speed shifter—unusual!

Chrysler’s B-bodies received a restyling so they appeared fresh for 1970, though a redesign would come the following year. The GTX continued as Plymouth’s upscale muscle car with standard 440 power. New was an Air Grabber vacuum-operated scoop that was flush with the hood when not operating. This GTX has the optional 440+6 and is painted in a color called Moulin Rouge.

Dodge’s version was called the Coronet R/T. The restyle was more polarizing, playing on the delta motif that Dodge had used since 1965. Was there a more aggressive look in the market? It lent itself well to a performance car, we’d say!

The Charger remained relatively unscathed in comparison, though designers added a loop bumper and fake scoops on the doors of R/Ts. The changes were enough to make all three years of this generation distinct, plus the 1970s featured more wild colors and new bucket seats with integrated head restraints, among other improvements that make the 1970 a favorite.

Over at Dearborn, Ford had a redesigned Torino, now with an even slicker “SportsRoof” fastback roofline. The Cobra became a Torino Cobra with a standard 429 4V while the Torino GT remained the upscale sporty model that was available with muscular options mimicking the Cobra’s. This one here is a Torino Cobra equipped with the 429 Cobra Jet and ram air, one of the optional engines for this model. But notice that Twister Special decal on the rear fender, as well as the long black stripe! This car is one of 90 used in a Kansas City promotion.

Mercury generally followed Ford’s lead but sometimes did things differently. This Competition Blue car is a 1970 Cyclone Spoiler, of which there was no Ford equivalent loaded for bear. Standard was the 429 Cobra Jet with ram air, which reflected an impressive list of standard equipment. Other Cyclone models was the base Cyclone and the Cyclone GT, but they were targeted at different enthusiasts at the time.

The Cougar Eliminator was similar to the Cyclone Spoiler in that stripes and spoilers defined it, and it was available in the same limited set of colors. Standard engine was a 351 Cleveland, with the 428 Cobra Jet being an option. Not only does this example have the latter, but it’s also equipped with the Drag Pack, making it a Super Cobra Jet. If that’s not enough, it was special-ordered in black.

It wasn’t just E-bodies that were new in the pony car world—Camaros and Firebirds were all-new for 1970. Now only available as a two-door hardtop, their introduction was delayed until February due to a UAW strike. The revamped Trans Am continued to feature a Ram Air III 400 standard and, unlike the GTO, the 455 never was available. Next to it is a Camaro Z/28, which now featured a 360-horsepower LT1 350.

The Super Sport continued, but 1970 was the first year where it started to fall out of favor with buyers. Standard continued to be a 300-horse 350, with a 350- and 375-horse 396 (402) being the only other choices. Only 600 of the latter were built, which was a big change from several thousand the year before.

If you think this looks like an Olds 4-4-2 W-30, you could be forgiven as this is a Cutlass S with the W-31 package, which included a 325-horse 350. These cars would give big-blocks a run for their money. Some people thought highly tuned small-blocks were the wave of the future but  enthusiasts continued to gravitate to big-blocks. One of the unique features of W-Machines was this nifty W-27 aluminum rear axle that was available as an option. (Apparently this one scored 998/1000 in MCACN judging.)

Nineteen seventy-one was a year of transition depending on the manufacturer. General Motors lowered compression across the board and trimmed many high-performance variants. Oldsmobile’s 4-4-2 still had a W-30 package, though horsepower fell by 20 to 350 thanks to 8.5:1 compression. The W-31 package for the F-85 and Cutlass S was discontinued.

The Pontiac GTO received a facelift that was somewhat polarizing, but notice how the air induction system was influenced by the Firebird Formula’s forward-thrusting scoops. What was interesting about the optional 455 was that while it was carried over into 1971 (down 35 horses to 325), a new 455 HO added the (then-discontinued) Ram Air IV’s round-port heads for 335 horses; however, despite the low compression, it was faster than 1970’s 455. Ram Air was an option for this engine, though this Goat doesn’t have it as evidenced by the lack of decals on the scoops.

The Mustang was all-new for 1971, clearly influenced by the 1969–70 Shelby. The 428 Cobra Jet was discontinued, replaced by the 429 Cobra Jet. While a powerhouse (especially with the Drag Pack), some diehards feel this 330-horse Boss 351 was the fastest of the bunch. While the regular 351 4V had compression cut a hair (and a loss of 15 horsepower to 285), a low-compression 280-horse 351 Cobra Jet was introduced mid-year that would carry the Ford high-performance torch through 1974.

The Torino GT continued to handle mid-size duties for enthusiasts. 351 4V and 429 Cobra Jet options remained, as did the optional Shaker hood and “Laser” stripes. Unlike other brands, 1971 would be the last year for a hot mega-inch Ford. This one has the 351 backed by a four-speed, making it less than 100 built—yes, even engines lower in the totem pole declined severely in popularity.

Chrysler knew the end was near, which is why the 383 was detuned to 8.5:1 and 300 horsepower, but all other performance engines continued relatively unfettered (though the 440 featured a slight compression cut to 10.3:1 and a loss of five horses). All-new was the redesigned B-body, with the Dodge Charger being expanded to handle two-door duties for the Coronet. Pictured is the Charger R/T and, in the background, the Plymouth Road Runner. Which one do you prefer? Not only do both have the Hemi, but they also have the rare Elastomeric bumpers.

The Super Bee now was part of the Charger series for 1971. The 383 was standard, but mid-year the 340 was introduced. Note the Super Bee’s unique, standard hood, though the Ramcharger air induction system was available (and standard with the Hemi). This one has the standard bumper compared to the blue one but is unique because black was the only stripe color available, giving a “ghost stripe” effect.

The Barracuda received a facelift that included quad headlights and a “cheese grater” grille that could be color-matched with certain hues. The performance ‘Cuda model also received non-functional fender extractors. Perhaps most controversial was the “Billboard” stripes, available in white or black. Total ‘Cuda convertible production was 374, with the In Violet ‘Cuda 383 featuring the standard bumper and Shaker air induction system while the Curious Yellow example features the standard twin-scooped hood and Elastomeric bumpers.

Next up is a 1970 Mustang Boss 302. A number of colors were available for this special homologation model, but black wasn’t one of them. Marti Auto Works has determined that 64 were special-ordered in a paint not on the palette, but this is the only Raven Black one known.

Nearby we see the legendary Hurst Under Glass 1968 Barracuda that is being hosted by its driver and fabricator, Bob Riggle. Though not the original one from the 1960s, this one is the Under Glass with the longest tenure of the bunch built since the 1960s.

Last year was the 50 anniversary of the Plymouth AAR Cuda and Dodge Challenger T/A twins. These were the homologation specials for the Trans-Am racing series. Though the race cars featured engines no larger than 5.0 liters, the street-going Mopars featured a 340 small-block with 3×2 carbs for 290 horsepower. Unique fiberglass hoods, striping, spoilers, and staggered tire sizes distinguished these cars from their respective Cuda and R/T brothers.

This red AAR Cuda demonstrates much of the “candy” that was available at the time. Notice the Elastomeric red bumpers, color-keyed side mirrors, and rear window louvers—this car has it all! The AAR’s strobe stripe is trick, as they used to say. Can you dig that?

This blue AAR was originally bought by the company Olsonite, a Swedish supplier of steering wheels and plastic auto parts that also was a sponsor of Dan Gurney’s racing team. The black car is a latter-day ’71 Pikes Peak International Hill Climb racer inspired by the AAR.

The Challenger T/A’s major distinguishing feature was the trumpet exhausts exiting from the sides. Notice how “340 Six Pak” is spelled compared to the 440 Six Pack that was available for the Challenger R/T. Though Panther Pink (the same as Plymouth’s Moulin Rouge) tends to be among the rarest colors for a Mopar, the Challenger T/A is possibly one of the most common in this hue.

Let’s move on to the Cobra Jet display. The CJ was available as a 428, 429, and low-compression 351. This display included a little bit of everything in this lineage, including the 1970 Cougar Eliminator above.

Cobra Jet history begins with the “135” Mustang, so named because all of the 50 built in 1968 had 135 in their VIN sequence. All were white fastbacks, none with the GT package, built several months before production truly began. Twenty of the batch were built without seam sealer and sound deadener. Car #41 is one of those cars, one of three sent to Tasca Ford in Rhode Island. In fact, this is the car that Mario Andretti used in a match race and, irony of ironies, it’s had a 427 for most of its life. Over time this Mustang has acquired the hood stripe and side C-stripe that was a part of the regular production GTs with the Cobra Jet.

When the Cobra Jet reached regular production (which included the Cougar, Fairlane/Torino, and Comet/Montego/Cyclone), it became available on any Mustang GT, including coupes and convertibles. The most popular CJ in 1968 was the Shelby GT500KR, while a paltry 221 Mustang GT coupes were built.

The 428 Cobra Jet helped Ford’s image on the street, and the Fairlane-based 1969 Cobra model played the role of Ford’s mid-size image model AND competitor of the Plymouth Road Runner. Standard was the 428 CJ, though this one has optional ram air and the Drag Pack.

Mercury’s version of the Cobra was the Cyclone CJ, but mid-year you could buy this racing-inspired Cyclone Spoiler, available in Cale Yarborough (white/red) and Dan Gurney (white/blue) editions. Only 57 were built with the 428 Cobra Jet with ram air. The flush-nosed homologation special that you may have seen are often called the Spoiler II, but those only had a 351.

If you liked the Cougar and wanted to go racing, you’d order a base model (not the XR-7) with the 428 Cobra Jet and 4.30 gears courtesy of the Drag Pack. With an automatic transmission, only 24 other people did that. Since the NHRA factored this engine as 340 horses, and 360 with ram air, the original owner felt the Cougar would be more competitive without ram air and ordered it that way.

The 1969 Mach I was the image-car companion to the Cobra, but what image do you think is imparted by this plain SportsRoof? Cars without ram air received a flat hood, though this one was ordered with the Shaker, somewhat disrupting the Q-ship aspect of this vehicle. Do you prefer your cars dressed up or ready for business?

Speaking of the unusual side of Mustangs, the Mustang Grandé was introduced in 1969 as a luxurious pony car coupe. This 1970 Grandé is one of 14 built with the 428 Cobra Jet, but only one of those had a four-speed. If there is a true 1-of-1 car, this is it.

The 1970 Shelbys were leftover 1969s but with added black stripes on the hood and front spoiler. The GT500 featured a standard 428 Cobra Jet (GT350s had the new 351 Windsor) but only 98 featured the Drag Pack with 3.91 gears. The look was distinct from Mustangs but Ford was likely wise to put the special series of Mustangs to rest considering where the market was headed.

Remember that El Camino we saw earlier? Here’s the Ford version of that. The Ranchero GT’s engines mimicked the Torino GT’s, so things started with a 302 and only got interesting with the 351 4V and beyond. This original paint example has the 429 Cobra Jet without ram air plus the Drag Pack, making it one of 10 built. Why Ford distinguished between cars with and without ram air is anyone’s guess.

The 429 Cobra Jet was finally introduced for the Mustang (and Cougar) for 1971. Most were installed in the Mach I, but this car is one of 20 coupes built with the 429 CJ without ram air. Look how sedate 370 horsepower can appear! The convertible next to it is one of 32 built with the CJ and ram air, with nine having a four-speed. Some may think Mustangs are “belly-button” cars but the truth is the rarest Mustangs are as uncommon as anything else.

The standard engine for the Torino Cobra was downgraded to a 351 4V for 1971. Nonetheless, the 429 Cobra Jet was still available, including this Grabber Blue example with ram air. The Laser stripe, once proprietary to the Torino GT, was now available for the Cobra. After 1971, the high-performance 429 would be gone.

The Cyclone continued into 1971 with three distinct models, with the GT now featuring “GT” nomenclature in the gunsight of the grille. A 351 2V continued to be standard and were most popular, so 429 Cobra Jet cars like this are truly special—this “C-code” without ram air is one of 77 built.

It may be hard to believe, but black was not a regular color on the roster for the 1973 Torino. The original owner of this Gran Torino Sport thought he’d correct the oversight with a special order, plus he added the 351 Cobra Jet for performance. This engine was rated at 246 net horsepower.

Eyes watering with the sheer majesty of MCACN 2021? Now’s a great time for a little break. We’ll resume more coverage of this fantastic show in another article to come soon.

The post MCACN: Back for 2021 and muscled as ever appeared first on Hagerty Media.

With Barn Find Hunter Tom Cotter on our team, we often get to ogle forgotten cars that have been frozen in time. That doesn’t mean that we don’t appreciate the dust-covered gems discovered by other automotive hunters.

This week we enjoyed watching a video from Ryan Brutt—also known as The Auto Archeologist—which featured a 1970 Plymouth AAR Cuda that had been in hibernation for decades. Although Brutt first saw the car in 2016 and it was returned to running condition in 2019, this just-released video was unveiled just in time this weekend’s Muscle Car and Corvette Nationals, November 20–21, at the Donald E. Stephens Convention Center in Rosemont, Illinois, where the rare muscle car will be on display.

“Yeah, it’s bad,” Brutt says during a walkaround of the Cuda while it sat untouched in its owner’s Iowa barn. And Brutt didn’t mean “bad” as in “good.” There was so much crud on the Plymouth that it was hard to make out its cool paint job until after it had been cleaned up and brought back to life.

Plymouth added the AAR Cuda to its ranks in March 1970, inspired by Dan Gurney’s All-American Racers (AAR) Plymouth Cudas, which competed in the SCCA Trans Am series. The AAR Cuda’s 340-cubic-inch V-8 is fed by three two-barrel carburetors and mated to a four-speed manual gearbox. With its aggressive strobe stripes and blacked-out cold-air intake hood, the car is easily recognizable. Only 2724 AAR Cudas were built, all in 1970.

Brutt featured the Iowa barn find car on the cover of his 2017 book, Muscle Car Barn Finds, so he was excited to see it back on the road when the two met again at the 2020 Mopars on the Mississippi show in Dubuque, Iowa—just a few miles from where the ’Cuda sat for decades.

“This thing is a time capsule,” Brutt says. “… It’s as original as original can be.”

Bill, the car’s owner, says the first time that he saw the Plymouth muscle machine, he “was pretty thrilled with it”—so much so that he eventually made it his own in 1972. Bill used the Cuda as his daily driver for “about 10–15 years,” and he occasionally street raced it … if someone was foolish enough to challenge him to a quarter-mile showdown. By the mid-1980s, however, family priorities pushed the car to the back burner. Fortunately, that meant putting in the barn, not the classifieds.

Bill tells Brutt that several of his high school friends got rid of their favorite muscle cars and later regretted it, so he wasn’t about to let that happen to him. He decided to keep the Cuda, even if it seemed impractical. Now a 1970 Plymouth AAR Cuda in #3 (Good) condition has an average value of $71,000.

Bill says he waited long enough to get the car back on the road again. He is in his late 60s, and he says, “I don’t know how much longer I’ll be around to enjoy it.”

We aren’t the only ones who are glad that he did.

The post This barn-find AAR Cuda is “as original as original can be” appeared first on Hagerty Media.

Hagerty readers and Hagerty Drivers Club members share their cherished collector and enthusiast vehicles with us via our contact email, tips@hagerty.com. We’re showcasing some of our favorite stories among these submissions. To have your car featured, send complete photography and your story of ownership to the above email address.

As Plymouth got well and truly into the swing of postwar things, it introduced a new naming system for its full-size cars. Belevedere, for instance, denoted a two-door hardtop coupe in the Cranbrook line—before it split off into its own model. There was but a single engine for Plymouth’s poshest offerings, a 217-cubic-inch flathead six. The 1953 model year, however, introduced Hy-Drive, a three-speed transmission that blurred the line between manual and automatic, since the clutch pedal alone would put the car into gear, and the column shifter didn’t require either clutch-in or throttle lift-off at speed.

This particular 1953 Hy-Drive-equipped Cranbrook remains in fine condition, thanks to the dedicated work of one David Blady.

The ’53 Cranbrook before us today, however, is not the only significant Plymouth in Mr. Blady’s life. He’s also owned a 1951 Hardtop with claim to an illustrious title, that of First-Ever Plymouth Road Runner.

Before you grab your breaker bars and come after Mr. Blady, know that this classic-car devotee states this with good humor. On the skirts of his Hardtop—whose 1951 model places it 17 years before the factory-backed Road Runner actually arrived—was hand-painted the Looney Toons character that is regularly chased by Wile E. Coyote. David’s mother was so charmed by the artwork, in fact, that she commissioned him to paint the Road Runner on the dashboard of her car, 1956 DeSoto. Not exactly a pedigreed drag-strip legend, but then again, neither was the Hardtop … or the Cranbrook.

Jokes aside, Blady is passionate about this particular car, precisely because it is not a high-dollar, high-performance legend.

“My passion for classic cars is shared by many walks of life,” he writes, “but I feel as though the ‘Average Joe’ is under-represented.”

He wants to take a moment to recognize those with personal passion projects, cars into which they’ve poured “a lot of grease, sweat, time, love, and plenty of money.”

We would like to do the exact same thing. All hail the 1953 Cranbrook—and the “first-ever” Road Runner!

The post Rides from the Readers: 1953 Plymouth Cranbrook appeared first on Hagerty Media.

“There is more than one way to skin a cat.” You’ve probably heard this folksy proverb before, and it holds weight in the automotive world. During the high-performance sweepstakes of the 1960s, manufacturers developed their own approaches to go from Point A to Point B—often 1320 feet at a time.

With 375 horsepower, the 1969 Chevrolet Nova SS and the Plymouth ’Cuda 440/Dodge Dart GTS equipped with the 440 Magnum may not have garnered as much attention as their more popular brethren, but they offered performance above and beyond the usual fare. These two performance cars may seem similar on paper, but make no mistake: In execution, Chevy and Mopar’s compacts couldn’t be more different.

In 1968, Chevrolet introduced a redesigned Chevy II on a 111-inch wheelbase—an inch shorter than the Chevelle coupe’s—that featured a separate front subframe assembly shared with the Camaro, which allowed a big-block to fit nicely. Unlike in previous years, the Nova SS now only featured performance engines, with the Camaro’s 350/295 standard. Optional were two big-blocks: the L34 396/350 and the L78 396/375. The latter was only available with a manual transmission, though a run of 50 with a special version of the TH400 automatic was commissioned by Fred Gibb Chevrolet via Central Office Production Order (aka COPO). For 1969, the standard 350 mill was upped to 300 horses and the TH400 became an official L78 option.

The L78 was Chevrolet’s flag-bearer on the street for much of the 1960s. When introduced for the Corvette and full-size cars mid-year 1965, the 11.0:1-compression Turbo-Jet was rated at 425 horses at 6400 rpm and 415 lb-ft at 4000. With a solid-lifter cam, it was a high-winding big-block in a sea of low-end torquesters. When the L78 was introduced for the Chevelle SS 396 in 1966, it was rated at 375 horses at 5600 rpm. As General Motors famously had a cubic-inch limit for certain models, the L78 did the trick for Chevrolet (if not GM) until the edict was rescinded in 1970.

The L78 served its purpose even better in the Nova SS. Available through 1970, the L78 Nova SS was not a car that you messed with—even in a world of Cobra Jets and 440 Mopars, Chevrolet’s disadvantage didn’t seem all that conspicuous. And the Nova SS was the model in which the L78 was the most at home.

Compared to the beefy Nova, the Barracuda and Dart’s origins lie entirely in the compact class. As such, while a 383 big-block was available in 1967 for the redesigned A-bodies, it was a very, very snug fit, which resulted in compromised breathing (thanks to restrictive exhaust manifolds) and 280 horses (compared to 325 for a comparable midsize B-body 383). New heads added 20 horsepower in 1968, and another 30 arrived in 1969 thanks to a new camshaft.

But only a fool would think Chrysler was resting on its laurels, as the 440 eventually became a legitimate option in March 1969. The genesis for the 440 A-body can be found at Grand-Spaulding Dodge in Chicago, as “Mr. Norm” Kraus was instrumental in getting Dodge, in conjunction with Hurst, to produce around 50 Dart GTSs (renamed GSS for Grand Spaulding Sport) with the 440 Magnum in 1968.

For 1969, Chrysler installed the engine at the factory without Hurst’s involvement, and it is interesting to note how Plymouth and Dodge approached the project: The new, Road Runner-inspired ’Cuda package (versus the fancier Formula S package) was mandatory, and was available as a fastback or coupe; the high-spec Dart GTS hardtop (versus the cheaper Dart Swinger) was the only configuration from Dodge. All were built with console-shifted automatic transmissions, 8¾-inch axles with 3.55:1 or 3.91:1 Sure-Grip, 10-inch manual drum brakes, and limited 12-month/12,000-mile warranties. Power steering was not available. Add headers and you’d have to modify the fender wells.

The 440 was mostly the same unit that was standard for the Plymouth GTX and Dodge Coronet and Charger R/Ts. Available since 1967, the 440 four-barrel was rated at 375 horsepower at 4600 rpm and a prodigious 480 lb-ft at 3200. For the midsize stormers, the 440 was as good as any for no-fuss performance. In the A-body, however, the lack of power steering and disc brakes meant these interesting half-year specials were targeted at enthusiasts who had asbestos fingertips and only cared about going in a straight line.

So there you have it: 375 horses of highly tuned solid-lifter BBC goodness, or too much car with too much torque. All things being equal, the ’Cuda 440 and Dart GTS with the 440 Magnum lacked the basics off the showroom floor to be true monsters, though roasting their thin tires still resulted in a 14.01-second quarter-mile run at 103.81 mph, according to Car Life. Slap on some Hookers and 15-inch Goodyears and Car Craft claimed you’d have a “Street/Strip stormer with performance second to none” capable of a 12.70 at 112 mph.

The post Why Chrysler and GM’s hi-po ’69 compacts are similar on paper only appeared first on Hagerty Media.

Most people think that the first V-8-powered American sports car with a fiberglass body was the Chevrolet Corvette. The 1955 Corvette was indeed the first production sports car with a composite body from a major American automaker to offer a V-8 engine. A year earlier, though—while Zora Duntov, Maury Rose, and Smokey Yunick were teaming up to make an experimental Corvette with Ed Cole’s brand new small block V-8—Chrysler was publicly showing a two-seat, fiberglass-bodied sports car with a 241-cubic-inch “Poly-Head” Dodge V-8.

The Plymouth Belmont was the first vehicle with a Plymouth nameplate to be V-8 powered. It was based on a production 114-inch-wheelbase Dodge chassis, and the design brief intended to use as many production components as possible in addition to the chassis, such as bumpers and headlamp bezels. It was long—191 inches, about two feet longer than the Corvette—and low—just 49 inches high, compared to the Vette’s 51.5 inches.

Debuted at the 1954 Chicago Auto Show, the Belmont seemed to have been well received on the show circuit, and its provenance includes an appearance in two Hollywood films, 1954’s Bundle of Joy, with Eddie Fisher and Debbie Reynolds, and 1957’s Mister Cory, starring Tony Curtis and directed by Blake Edwards.

The origins of the Belmont have been somewhat obscured, as Virgil Exner Sr. , then head of Chrysler styling, was inaccurately credited with the design. The Belmont project apparently was inspired by Chrysler head K.T. Keller. At the time, the bodies for Chrysler cars were supplied by the Briggs company, which Chrysler would soon acquire.  Briggs’ contract with Chrysler obligated the bodymaker to produce experimental and concept cars at no extra cost. Al Prance was in charge of design at Briggs, and Keller asked him to secretly start working on a possible competitor to the Corvette. Briggs also made bodies for Packard, and Prance was responsible for the styling of a number of significant Packard models.

Veteran Briggs stylist William Robinson, who had a reputation for conservative designs, pitched Prance on letting him design the sports car so he could show what he could do with something exciting. Thinking that the car would strictly be a concept vehicle, Robinson experimented with new forms and shapes and came up with something he described as “far-out” with “wild” fins and headlights moved inboard from the fenders. Inboard headlights seemed to have been a styling trend in the early-to-mid-1950s, as can be seen on the Nash Healey and some of General Motors’ Motorama show cars.

Robinson might have wanted to stretch his wings design-wise, but it soon became clear to him that there was some intent to put the sports car into production, so the design was toned down when it was modeled in clay. While the front end is a little bit busy and fussy, with the production Plymouth bumper giving the car a bit of an underbite, overall the Belmont has very clean lines and nice proportions. The interior is a bit reminiscent of the first-generation Corvette, with a “waterfall” between the two bucket seats and a center console with a vertically mounted radio.

It’s not clear just which company made the Belmont’s fiberglass body. Briggs made steel bodies, welded together from individually stamped panels, so the bodymaker likely contracted the Belmont’s body to an outside firm. Unlike the Corvette, whose body was molded in a small number of large subassemblies by A.O. Smith in Ionia, Michigan, the Belmont’s construction appears to have tried to duplicate Briggs’ method of making steel bodies, with many individual body panels bonded together to create the body.

Robinson wasn’t particularly thrilled with some of the changes that were made to the finished Belmont, particularly the outboard headlights and how the hood and cowl were raised to give sufficient clearance to the tall oil-bath air filter used in the 1950s.

Around the time that the Belmont was completed, Chrysler bought Briggs, and Robinson was transferred to Chrysler’s design team, working under Exner. According to Robinson, there was apparently some ill will at Chrysler directed towards Al Prance over how the Belmont project was created in secret at Briggs, and when Chrysler purchased the body company, Prance wasn’t hired at the automaker.

Perhaps for publicity reasons, Exner asked Robinson if he could take credit for the Belmont. While Robinson was disappointed with how the Belmont turned out, he was gratified that Exner, one of the automotive world’s most celebrated designers, thought highly of his work. After a long career at Chrysler, Robinson went on to teach automotive design at Detroit’s College for Creative Studies.

Robinson’s original design sketches of the Belmont still exist, having been donated to the Walter P. Chrysler Museum before its closure.

The car’s lore says that Exner liked the Belmont so much that when it was retired from show duty, instead of the concept car being crushed, the head of Chrysler design arranged to be given title to it. As it was based on a production chassis, it was a fully functional automobile with that V-8 and a semi-automatic transmission. While it doesn’t appear to have ever been shown in public with a top, the Belmont had a folding fabric roof that could be stowed in the trunk with the spare tire. As fiberglass itself was considered to be an ultra-modern material, the Belmont didn’t have any gee-whiz vaporwear tech features like many 1950s concept cars, but it was the first Chrysler vehicle with a powered radio antenna.

Whether or not the Belmont was actually in the possession of the Exner family, it disappeared from sight until 1968, when it was bought by a Marie DeAngelo, who in turn sold it to Don Heckler a couple of years later. It remained in Heckler’s collection until noted collector Loren Tyron found it in 1989, when Don Williams’ Blackhawk Collection purchased it and had the Belmont completely restored by Mike Fennel Restorations.

Though period magazines show that the Belmont was originally a light metallic blue, during the restoration the color was changed to a bright red. Williams sold it in 2001, and since then it has come up for auction in 2014 (selling for $1.32 million), 2018 (failed to meet a reserve of $1.2M), 2019 (another no-sale), and then again last year at  Mecum, where the car changed hands for an undisclosed sum.

Just how serious K.T. Keller was about the Belmont going head to head with the Corvette is unknown, but the fact remains that it was built on a production chassis with a production drivetrain, and the team at Briggs was instructed to use as many production parts as it could. Brochures distributed at auto shows called it “Plymouth’s brilliantly new Belmont sports car,” while at the 1953 Motorama, the Corvette was introduced as “an experimental model … the American sports car of the future.” Before going to production, the curved plexiglass windshield would have had to be engineered in glass, and the show car was lacking exterior door handles, but then so was the original production Corvette.

In general, at least from the literature and photo, the Belmont seems to me to have been about as fully engineered as the early Corvette was. The Belmont doesn’t have any side windows, but the first Corvettes had removeable side curtains, and the Vette didn’t get roll up windows until the 1956 model year.

Others have wondered what would have happened had Chrysler decided to compete with the Corvette and the original two-seat Ford Thunderbird, which was introduced in 1955 and was even more successful than the Corvette in its early days. Designer Murray Pfaff and his 1959 Imperial Speedster custom, a cut-down version of Chrysler’s flagship, shows what could have happened if Chrysler had sold a luxury sports car.

The Thunderbird, though, was a Ford, not a Lincoln, and the Corvette was a Chevy, not a Cadillac. If Chrysler was going to compete with those cars, it might have made more sense to go with the Plymouth brand, the third member of “the low-priced three,” along with Chevrolet and Ford, as those sensibly-priced mass-market brands were advertised. In the 1960s, Plymouth carried much of Chrysler’s performance banner in the muscle car era with fast cars that regular folks could afford.

The Plymouth Belmont is a tantalizing look at what might have happened if Chrysler had taken the same approach to sports cars a decade earlier.

The post Plymouth could have taken on the Corvette with the Belmont appeared first on Hagerty Media.

Plymouth had big plans for 1964. In addition to revising styling across the model line for the Savoy, Belvedere, Fury, and Sport Fury, designers prepped to stormed three major U.S. auto shows with three unique concepts. The car bound for Chicago was the Satellite II—a dazzling removable-top two-door based on the ’64 Fury. Some of the concept’s most prominent design and styling cues would influence later Plymouths, including the triple-taillight motif that appeared on the ’65 Sport Fury and the full-length center console seen on the ’66 Charger. (The B-platform production Satellite soon arrived for the 1965 model year.) With its gold metallic paint and over-the-top interior, the Satellite II melded California-born Kustom imagination with Detroit flash.

Plymouth is now gone. And even in the heyday of Detroit manufacturing in the 1960s, the concept cars lucky enough to escape the crusher didn’t always stick around for posterity to someday enjoy. The 1964 Satellite II did just that, however, surviving nearly sixty years on a winding path that’s now landed it in the care of a lifelong Mopar obsessive.

Dan Myers’ Wayland, Michigan farm house is located down a long gravel road, roughly half an hour north of Kalamazoo. He’s 76, a retired electrical maintenance and machine repair worker, wearing a blue mechanic’s jumpsuit and a broad smile. Parked next to the house is the Satellite II, set against a knee-high field of corn that’s whispering in the gentle breeze. “Should be up to my shoulders in two weeks,” Myers says as we make our way toward the old show car. His gait is patient, unhurried.

Today, this relic of Plymouth history looks like it braved some rough years after its time in the spotlight ended. All that remains of the original shimmering paint is a gilded stripe behind the passenger door handle; the rest is a faded black. Three of the original headlights are missing. The interior is well-burnished, with upholstery held together in a couple places with duct tape.

Despite all this, it’s obvious that the car must have been an absolute stunner when attendants tore off the show-car cover. The combination of wood and painted chrome is lovely, even in its present condition. Though the leather is now well past its prime, there’s no question it was once a sumptuous feast of mid-’60s optimism. Myers’ eyes light up as he points to all of the Plymouth’s fantastic details. He revels in each styling element and how it stacks up against those of his 1965 Sport Fury. “This grille is special,” he says, one hand resting on the network of old metal. “It’s unique and totally handmade.”

Of course, if you consider the usual toll a college design class and a high-school auto shop class take, it’s obvious that somebody who cared made sure the Satellite II endured. Though it’s not clear what happened to the show car immediately after its tenure in Chicago, by 1968 or so this golden sculpture of American design and engineering ended up in Kalamazoo at Western Michigan University’s engineering design department. “That’s where the motor likely went in,” says Myers of the 318-cu-in wide-block under the hood. “As the story goes, factory workers claimed there was no engine in the car. The firewall isn’t even painted.”

As Myers tells it, one of the students that came through the design program at WMU was from Wayland. When he went back home after graduation, in 1972 or ’73, the car followed him home—to Wayland Union High School’s auto shop. Students eventually painted the body, without finishing, and later practiced some body-filler work on it. Though the shop teacher made an effort to keep it somewhat hidden from outside prying eyes, the Plymouth did make an appearance in the school’s homecoming parade some time in the ’70s. Soon after, however, something more exciting began to steal its thunder. “The high school got some kind of Camaro, a ’69 I think. Everyone was hot for that, of course,” Myers says.

The concept car remained at Wayland Union High until 1992, when the auto tech shop shut down. The owner of the local Chrysler/Plymouth/Dodge dealership, Gene Modreske, at that point bought several pieces of equipment from the facility—including the Satellite II for safe keeping. Modreske was active with the school, and some of his mechanics on staff even remembered the old concept car from their shop class.

Myers walks up closer to me—just out of his wife’s earshot—and rests his hand on my shoulder. They were old friends, he and Modreske. A pair of Mopar die-hards growing up in the country and developing a love for cars and old tractors. “We played hard in the ’60s,” he reflects, lowering his voice a little. “Miracle a lot of us didn’t end up dead.”

Modreske didn’t do much with the car from the time he got it in 1992, and Myers often bugged him about it over the years. In 2018, as Modreske was coming to grips with the final stages of a long fight with cancer, his friend assumed responsibility for the car, not without a deep feeling of emotion. Modreske passed away later that year. “We did a lot of car showing together. He was my best buddy for 50 years. I’d call him my brother—I lived with his folks when I was a kid.” Myers gets choked up. He sticks his hands in his pockets, looking down at his feet while he collects himself.

“I decided to honor him by putting it out there and showing what Plymouth could do.”

That meant getting to work. The car had sat idle for nearly 30 years. On the night Myers brought it home, the Plymouth had no brakes, didn’t run, and the engine wouldn’t even turn over. On his way back to the farm, he passed by his friend Clayton Jackson’s house. Jackson was an auto shop teacher at Wayland Union High during the Satellite’s tenure, and he happened to be in the driveway when the car went by on its trailer. He promptly followed Myers home, eager to see the old thing on its first step to rejuvenation. “For the first few days, I’d just roll it over little by little,” Myers says. He soon got it running, adding a muffler to the exhaust to keep the noise down.

The body and interior were another challenge entirely, especially with all of the chrome parts (excluding the front bumper) locked in the trunk. “Nobody could even figure out how to get in there. I found a little pull throttle cable under the back seat and that did the trick,” Myers explains. “I saved every little piece of trim I could find.”

Faded plaid fabric lines the floor of the trunk, which also houses the fuel filler; a concept car has no need for an unsightly gas cap. Myers also found back there a box with three of the Satellite II’s four headlights, unfortunately broken and irreplaceable. The only intact original is installed on the car. No luck on the original gold-trimmed hubcaps, either.

Once it was in reasonably good shape, Myers trailered the car to the Muscle Cars and Corvette Nationals show in—where else?—Chicago. In 2019, he brought it to Carlisle’s Chrysler Nationals. Everywhere he’s showed it, people with ’64 Plymouths hound him for the unique wheelarch and body trim pieces. He tells them all the same thing: “No.”

Myers tells me that more than anything else, though, it’s the removable top that makes people’s jaws hit the floor. He motions for me to help, and I assist him in unfastening it from the top of the A-pillar. It’s not as heavy as it looks, and we carefully guide it over the back of the car and set it down on the grass. Looking at the now-roofless concept car, I see his point. The Satellite is so much more interesting, more dramatic-looking to the eye with the cabin exposed and the enormous C-pillar jutting up from the trunk. C.E. Briggs, the vice president of Chrysler Motors Corporation and Chrysler-Plymouth’s general manager said in 1963 that of all ’64 Plymouths, “The most distinctive is the two-door hardtop, which has a completely new roof line combining a fleet appearance with a convertible motif.” If anything like the Satellite were available in showrooms, Briggs would have amended that comment.

Given how special the one-off Plymouth is, Myers isn’t overly sentimental or protective of it. As I go to close one of the doors to stage the car for photography, I ask him if I need to close it gently. “Just shut it. It’s a door,” he says, totally matter-of-fact. In that same vein, Myers has no problem driving it up and down the gravel road leading to his house, even handing the keys to one of his three teenage grandkids for some casual 15–20-mph cruising. They love getting behind the wheel, he tells me. What Myers would love most would be to track down the other two 1964 concepts from Chrysler—the Dodge 880 and the Cuda—in a kind of glorious reunion.

The engine fires up on the first try, responding instantly to the simple toggle switch and push-button setup underneath the dashboard. “It’s a fantastic starter,” gushes Myers. That smile forms again.

He pulls out onto the gravel road so I can see what the car looks like in motion—a somewhat thrilling experience given the Satellite II was never meant to do much else aside from rotate on a show stand. Really, the car wasn’t really built to last at all. Yet it’s still here, a dimmed vision of a once-near future. Myers wanted to do right by Modreske, the Chrysler dealer, by showing off what their favorite company could do at perhaps the height of its powers. More powerful still are the lengths Myers has gone to honor a dear friend. His restoration of the Satellite II continues.

The post Plymouth’s 1964 Satellite II concept survived a Michigan high school shop class appeared first on Hagerty Media.

Barnfinds.com has once again found an interesting car for sale on eBay, this time a 1937 Plymouth coupe built with a more modern powertrain. Located in Dixon, Illinois, the hoodless, fenderless ride uses a four-link in the rear, rack-and-pinion steering up front, disc brakes all around, and has a Mopar 360 small-block linked to a Dodge Dakota five-speed manual providing ample power.

Hiding under the small, round air cleaner atop the 360 is a Holley Sniper fuel injection system that does a decent job of looking like a four-barrel carburetor. Overall, the rusty coupe has a decent stance and sort of reminds us of our 1937 Ford project that was once a dirt track race car.

This stripped-down Plymouth has received some knocks from the Barnfinds.com commenters due to its “rat rod” looks, but at least this coupe wears what looks like genuine sheet metal, and it hasn’t been thrown together purely for the sake of looking ratty. There’s nothing tacked on unnecessarily, and it seems to fit the spirit of a true hot rod that favors performance over appearance. The interior, (un)finished in bare metal, features bead-rolled door panels, a simple Hurst shifter, and a six-point roll cage that appears to tie into the front of the frame.

Of course, there are a few things that might need to be addressed if authenticity is a concern. The high-back aluminum racing seats are not a great fit for the overall look of the car, and the throttle-body-injected LA small-block, while stealthy, is also an anachronism. An early Hemi would be perfect, but pricey. Perhaps a 318 Poly instead? The shrunken head hanging from the mirror? That can stay.

With three days remaining, the price for this car has crept up past $5000, but the reserve still has not been met. What do you think the final price will be when the hammer drops?

The post Fenderless Plymouth hot rod is far from perfect, still looks like a blast appeared first on Hagerty Media.

A rare, numbers-matching 1971 Plymouth ’Cuda is currently up for grabs at Hemmings. The pavement-shaking 426 Hemi powerplant was on its way out in 1971, so while the debut year for the E-body ’Cuda saw 666 of the wicked big-blocks mounted under the hood, the following year’s production only totaled 107. That makes this highly desirable example of Mopar muscle a rarity, but the fact that the car was so complete before its 2009 restoration makes it even more remarkable.

This ’Cuda was discovered in California, parked after some engine trouble sidelined the brutish Hemi. The odometer currently has just 61,348 miles. Due to its intact, rust-free condition, the car was restored with originality in mind by Rocket Restorations in Olympia, Washington. The car has its original sheetmetal and interior, but the Rallye Red paint is new and the original engine was freshened up by renowned southern California Mopar engine builder Dick Landy Industries. Dick Landy was a factory-backed Dodge drag racer who hosted many a Dodge Performance Clinic to school owners on proper tuning and drag-racing procedures, so it’s only appropriate his shop handled the Hemi build.

1971 ’Cudas can be quickly identified by the four “gills” in the fender, a one-year-only styling addition that adds some character. This well-optioned ’Cuda also has some additional ornamentation that makes it look particularly tough, including the decklid-mounted rear spoiler and twin chin spoilers. Other desirable options include the Rallye dash, Rallye wheels, power steering, and leather upholstery. Again, that’s the original upholstery—a fact which we reiterate because it hardly looks used, with just a few creases in the driver seat.

The extreme care taken to rebuild the engine and restore all of the factory-correct parts with authentic pieces has paid off. The car won top O.E. Gold honors at Mopars at the Strip and at the Mopar Nationals, the only ’71 Hemi Cuda to achieve the honor twice. The auction has just started, and won’t finish until July 14. So far bidding has reached $105,000 with the reserve not met. A Hemi ’Cuda of this caliber could be worth well over $300,000.

Mopar muscle cars are among the most desirable of ’70s American cars, and a Hemi ‘Cuda is near the pinnacle. The only complaint that any potential buyer might have is that this example isn’t a four-speed. However, when considering actual performance on the strip, this A-727-equipped stunner would have still been among the top performers of its era and continues to be one of the most beautiful coupes of all time. We’ll be watching this auction closely.

The post Mopar devotees, take heed: A numbers-matching ’71 Hemi ’Cuda is up for grabs appeared first on Hagerty Media.

COVID-19 has left the world all topsy-turvy, and that includes the classic-car event schedule. Though the Mecum Indianapolis Auction is returning to its normal May dates, the Amelia Concours d’Elegance will be held two months later than its usual March time slot. Then there’s Gooding, which has taken its May auction entirely online (the week-long sale wraps up today).

Let’s just say we’re not in Kansas anymore, Dorothy. One thing we can count on, however, is that plenty of great cars are looking for new homes. Here are the eight cars with the highest presale estimates at Mecum Indy, which runs May 14–22, and at RM Sotheby’s and Bonhams’ events at Amelia Island on May 22, one day prior to the concours.

1971 Ferrari 365 GTS/4 Daytona Spider by Scaglietti

RM Sotheby’s Amelia Island, Lot #176

Estimate: $2.25M–$2.75M

Hagerty #2 (Excellent) value: $2M

This stunning Ferrari Daytona Spider has a lot going for it. The 36th of only 121 built, it was displayed at the 1972 New York International Automobile Show and was Ferrari Classiche Certified and a Platinum Winner at the Cavallino Classic. Formally owned by Alfred Ducato, an early Ferrari enthusiast and personal friend of Enzo Ferrari, it retains its matching-numbers chassis, engine, and gearbox, and it has fewer than 13,500 miles on the clock. Plus, it’s painted Giallo Fly over Pelle Nera.

The new owner had better build in extra time whenever they go out, because they’ll be answering questions at every stop.

1968 Ferrari 275 GTB/4 by Scaglietti

RM Sotheby’s Amelia Island, Lot #136

Estimate: $2.5M–$2.8M

Hagerty #2 value: $2.25M

Another yellow Ferrari, albeit a lighter shade, this 275 GTB/4 has received more than 50 years of fastidious care under single ownership. One of 330 produced from 1966–68, the sports car retains its matching-numbers engine and gearbox.

Ferrari showed this successor to the 250 series at the Paris Salon in 1964, and although its Colombo two-cam, 3.3-liter V-12 was familiar, its layout was new. The Ferrari 275 GTB was the first road-going Ferrari to have an independent rear suspension, as well as a rear-mounted transaxle. Some changes appeared in 1966, including a longer nose with a slightly redesigned grille for the GTB. Shortly thereafter, the 275 GTB became the 275 GTB/4, as the engine under its hood gained two more cams.

This one, which recently underwent a meticulous restoration performed by Bob Smith Coachworks, won’t come cheap.

1930 Duesenberg Model SJ Rollston Convertible Victoria

Mecum Indianapolis, Lot #S135

Estimate: $2.75M–$3.25M

Hagerty #2 value: N/A

It’s hardly a surprise that an Indiana classic car auction includes a Duesenberg (two, actually), since the marque was once headquartered in Indianapolis before it moved to Auburn. When E.L. Cord purchased a controlling interest in the automaker in 1926, he named Fred Duesenberg chief of engineering and tasked him with designing “the best car America had ever seen.” In 1928, Fred rolled out the Model J.

Paul Whiteman, the legendary “King of Jazz” bandleader of the 1920s and ’30s, purchased this short-wheelbase SJ (chassis 2293/engine J-272) new. It originally received a LeBaron Barrelside Phaeton body, but after Whiteman parted with the car, new owner G. Tucker Smith had it refitted with a Rollston body in 1935. That’s an incredible upgrade, considering Rollston’s reputation for quality and attention to detail.

Under the hood of this SJ is a supercharged 420-cubic-inch inline-eight engine that produces 320 horsepower, making it the only early Rollston Convertible Victoria to be supercharged from the factory. This Duesy shouldn’t have any difficulty finding a new home.

1995 Ferrari F50

RM Sotheby’s Amelia Island, Lot 181

Estimate: $3.4M–$3.75M

Hagerty #2 value: $2.5M

As Ferrari had done for its 40th anniversary with the F40, it ushered in its 50th with the F50. The supercar was inspired by Ferrari’s racing efforts, sharing its layout with Ferrari’s contemporary F1 car by utilizing a carbon-fiber chassis and having its F1-based, 65-degree V-12 bolted directly to the chassis, thus acting as a load-bearing member for the rear suspension and transaxle. The 60-valve, 4.7-liter, 520-hp V-12 ensured it was a race car for the road.

Although the F50 is often considered the F40’s ugly younger sibling, it’s the rarest of all modern Ferrari halo cars with only 349 produced. Here’s you chance to join the exclusive owner’s club.

1936 Duesenberg Model J Rollston Convertible Berline

Mecum, Lot S147

Estimate: $3.5M–$4M

Hagerty #2 value: N/A

The second Duesenberg at Mecum’s Indy auction (see above for the other one), this 1936 Model J Convertible, also bodied by Rollston, was the final luxury automobile sold by Duesenberg while it was still in business. (Two more were completed by coachbuilders after chassis and engine production ceased.)

Black with a tan interior, it was shown at the 1936 New York International Auto Show, and Conkey Whitehead, president of Coca-Cola, just had to have it. At a time when the average automobile cost about $500, Whitehead bought it for $17,000. Adjusting for inflation, that’s the equivalent of $323,950 today.

The engine—a naturally aspirated version of Duesenberg’s 420-cu-in straight-eight—must have been music to the ears of jazz musician Charles Kyner, who later purchased the Model J and owned it for 46 years.

1929 Duesenberg Model J “Disappearing Top” Torpedo by Murphy

RM Sotheby’s, Lot 156

Estimate: $3.5M–$4M

Hagerty #2 value: N/A

The third Duesy on the list (offered by RM Sotheby’s), this Model J is not only gorgeous but unique—and expensive, even in Duesenberg circles.

California coachbuilder Walter M. Murphy’s most famous Model J design was the “Disappearing Top” convertible Coupe, which had a distinctive ragtop that hid neatly within the smooth rear deck when lowered. He built only about 25 examples, and the rarest of all is the Torpedo version, which is considered by many to be the pinnacle of Murphy’s work on Duesenberg chassis.  The Torpedo combined the standard convertible coupe’s lines with the flowing, gracefully tapered deck of a boattail speedster. It was often finished in bare aluminum, which extended forward through the beltline and down the center of the car’s cowl, like this example.

Few more glamorous Duesenbergs are in existence, and this one underwent a meticulous restoration by RM Auto Restoration that resulted in a 2020 Amelia Island Concours d’Elegance Best in Class award. Win-win.

1934 Mercedes-Benz 500/540K (Factory Upgrade) Spezial Roadster

Bonhams, Lot 160

Estimate: $4.5M–$5M

Hagerty #2 value: N/A

Long before anyone called over-the-top sports cars “supercars,” Mercedes-Benz dominated the performance market. The stunning and exclusive 500K and 540K grand tourers were opulent and powerful—the must-have automobiles of their day. They’re equally sought-after now.

This 1934 Mercedes-Benz 500/540K Spezial Roadster (chassis #105136/engine #105136) is powered by a 5.4-liter eight-cylinder OHV engine with a Roots supercharger that takes output to 160 hp. Among its features are independent coil-spring suspension—double wishbones in front and swing-axles in back—as well as four-wheel drum brakes with “Hydraulic Servo-Assistance.”

Back in the day, Autocar magazine’s H. S. Linfield was in awe of the driving experience: “Without the supercharger, this is a quiet, docile carriage, the acceleration from low speeds being then quite mild. It will amble around town and along byways with scarcely a hint of its latent performance. Bring in the supercharger and it becomes another machine, with fierce acceleration … [yet] even a severe deflection is not felt, and on normal road surfaces the riding is mostly level and steady.”

Only 29 roadsters were built, and according to Bonhams, “Mercedes-Benz’s own Sindelfingen coachwork left little room for improvement. It can safely be argued that its own top-of-the-range sports tourer—boldly and appropriately named the Spezial Roadster—eclipsed all of its peers.” And so too will its new owner.

1971 Plymouth Hemi Cuda Convertible

Mecum, Lot F166

Estimate: $5.75M–$6.5M

Hagerty #2 value: $2.1M

This Mopar muscle machine is almost as rare as a unicorn. It is one of just 11 convertibles fitted with a 426-cubic-inch Hemi engine in 1971, one of two exported to France, and one of only three that were equipped with a four-speed manual transmission. That makes it extra special—and especially desirable.

Originally sold in France, the droptop pony car—which retains its numbers-matching 425-hp engine and transmission—was repatriated in 1993 and shows 98,553 kilometers on the odometer (or just under 61,600 miles).

As our own Brandan Gillogly wrote in March: “The lauded Hemi V-8 is undoubtedly one of the most recognizable engines of the muscle car era. There’s simply no disguising the massive cylinder heads of the 426 V-8 when the hood is open. To trumpet the stock car and drag race prowess of the street Hemi even when the hood is closed, Mopar gave us the optional shaker hood so that at least part of the raucous engine could see the light of day.”

Additional features include a six-way manually adjustable driver seat, power steering, power brakes, and radio delete, which also means there is no antenna protruding from the passenger fender. The Cuda also wears understated Winchester Gray paint, but don’t expect it to fly under the radar. That won’t be possible at Mecum’s Indy auction, or on the street.

The post The 8 most expensive cars bound for auction this May appeared first on Hagerty Media.

Remember our recent discussion about the last Plymouth ever made? It didn’t even take a month for this piece of modern American history to wind up on Bring a Trailer. Savor the pictures while they’re available, however, because time is ticking before it winds up in a private collection, perhaps never to be seen again. As John Mayer put it, “Neon, neon: Who knows how long she can go before she burns away?”

UPDATE 5/10/21: This last-ever Plymouth ultimately sold for $19,950, including fees.

Bidding is currently at $7500 with 7 days left, but you gotta be a brand fanatic to still be in the game when the clock runs out on this Neon.

That said, just look at all the LX-trim-worthy gathered leather and glowing plasti-wood accoutrements in the Neon’s interior. Provenance is one thing, but it’s a whole ‘nother ballgame when you behold a vehicle that was special-ordered with the enthusiast in mind. You often don’t see a fully-loaded family sedan with a manual transmission; Darrell Davis (the car’s original owner and former senior vice president of parts and service for DaimlerChrysler) certainly ordered the Neon correctly to ensure the brand ended on the highest note possible.

Mr. Davis was true to his word, too: The Neon even comes with a certificate from the Belvidere plant in Illinois. This 68-mile Neon is truly hens-teeth rare and is presented in a condition not seen since Plymouth had an active dealer network.

Wonder how high the bidding will soar? Museum-quality examples of any vehicle are orders of magnitude more valuable than regular examples, so you should proactively set your face to stunned for this auction’s outcome. We don’t own a crystal ball, but that strategy may save you some time.

The post Neon, Neon: Place your bids now for the last-ever Plymouth (UPDATED) appeared first on Hagerty Media.

Have you ever spotted a car that used to be common and realized, in that moment, how uncommon it has become? Never mind the antiques—most of us don’t remember when Model Ts dotted city streets (although they certainly did at one point). Think, for a moment, about how many first-generation Ford Tauruses you’ve seen recently. That’s right, not very many.

Attrition is a fact of life for automobiles. Many are produced, few survive. But just how few? This isn’t merely an idle question. Most markets, from art to supermarket produce, have a clearly defined supply that helps determine what those things cost. Even if rarity doesn’t guarantee higher value, knowing how many of a certain model exists matters to collectors. However, for many classic cars, that number is elusive.

Generally speaking, about 15 percent of vehicles leave the market every year. Of those, most are newer than you’d expect—those between roughly 10 and 20 years old see the highest rates of attrition, according to data from IHS/Markit. Where they go is a bit of a mystery. Many get scrapped, to be sure, but bookkeeping at junkyards is unreliable, to say the least. Moreover, a vehicle that’s “gone” could very well be parked safely in someone’s garage. This is particularly true of collector cars.

We have several ways to track these missing-in-action classics, starting with our own insurance data. Many cars in private collections, museums, and the like won’t be registered, but they’ll often be insured. We can also see when misfortune befalls these cars via claims information. Failing that, we can comb auction transactions. A car that has sold in the last decade likely still exists, even if it appears neither in registration data or our book of business.

What this digging gives us is something of a floor—at least this many likely survive. How useful that figure is depends on the vehicle. For older mass-produced cars, that number can be unhelpful, partly because many of these vehicles lack unique serial numbers. (Cars sold since 1981 wear standardized VINs. Before that, manufacturers stamped codes as they saw fit; duplicates thus can appear across models and even brands.)

There are, however, cars we can track confidently. Take, for instance, the 1971 Plymouth Cuda. Production numbers were well known, and Cuda VINs, unlike many from the era, specify engines. Combing through registration, auction, and insurance data, we can see that more than 80 of the 118 Hemi Cudas built for ’71 are still with us. Of those, we consider 65 of those to be active, meaning they’re registered, insured, and/or transacted recently. That’s a 55 percent survival rate, which is quite impressive for a vehicle built 50 years ago. For sobering comparison, consider that IHS/Markit estimates more than a quarter of the model-year 2000 vehicles on the road in 2018 have vanished in the last three years.

The Cuda example illustrates a broader, encouraging fact: Although most cars have an expiration date, enthusiasts can—and often do—save the special ones. That’s why, for instance, more than 350,000 1965–1966 Ford Mustangs are still on the road, why the overall attrition rate for survivors from the 1960s is between just 1 and 2 percent, and why we estimate there to be some 31 million enthusiast vehicles in the United States.

So, the next time you come upon a once-familiar car you haven’t seen a while, consider giving it a home. That may be its best chance of winning the war of attrition.

This story originally appeared in Hagerty Insider. For a weekly dose of collector car analysis, sign up for the Insider newsletter. 

The post War of attrition: Quantifying the survival of classic cars appeared first on Hagerty Media.

Plymouth, the value-priced brand in the Chrysler family tree since 1928, died an unceremonious death back in 2001. That’s because Chrysler (well, DaimlerChrysler in those days) offered no final farewell worthy of the brand’s domineering Superbirds, jaw-dropping Prowlers, or even the unexpected Q-ship that was the V-6-powered Sundance Duster.

Of course, Plymouth’s slow death over the course of the 1990s rendered the marque a shadow of its former self by the turn of the century. Its sad demise, however, did nothing to discourage true brand believers from saving important pieces of automotive history. Darrell Davis, former Senior Vice President of Parts and Service for DaimlerChrysler, is one of those believers. He made sure the final Plymouth to roll off of the assembly line in Belvidere, Illinois, would go to a good home—his own.

Yes, this 2001 Neon is the last Plymouth ever built. And Davis is the reason it didn’t wind up in the black hole of a corporate fleet, or scrapped after succumbing to a careless owner’s mistakes that would have eventually killed off any other ordinary Neon. He specced the car to his exact liking, including Bright Silver metallic, a fully-loaded options list, and a five-speed manual transmission in lieu of the optional three-speed automatic.

Davis tells Hagerty that there were no equipment restrictions when he placed the order, because Dodge Neon production continued beyond model year 2001. And because of his corporate connections, he bought this vehicle long before the public was aware of the mothership’s intentions to shutter the Plymouth brand. Once he took delivery, Davis squirreled it away into storage. Even today, two decades later, the Neon shows only 68 miles on the odometer.

When Davis asked both Ted Cunningham (EVP of Sales, Service and Marketing) and President Jim Holden for the privilege of owning the final Plymouth, he hoped it would arrive in the form of a Prowler. That didn’t happen, as DaimlerChrysler moved the retro roadster over to the Chrysler brand for its final years of production. While the Neon might seem like a downgrade to many enthusiasts, folks like me appreciate these honest economy cars, a number of which were converted into race cars. I’d go as far as considering the Neon a kind of American Alfa Romeo.

Davis had the pleasure of driving his Neon off the assembly line in Belvidere in June of 2001. It was then shipped to Daytona Chrysler-Plymouth where Orrin Stewart, the dealer principal and personal friend of Davis’, ensured that nobody “dealer prepped” the Neon and subsequently threw away the factory protective covers.

After taking delivery with 20 miles on the odometer, Davis did his own version of dealer prep, carefully storing plenty of equipment in the trunk. The factory radio antenna was never installed, the remote entry transmitters never used, and delivery manuals remained in the wrapper. The Neon’s window sticker is still on the driver’s rear door, but extra copies were printed for framing. All Plymouth literature, service manuals, memorabilia, and items from his visit to the Belvidere plant remain with the Neon. The haul even includes the center section of the celebratory banner hung over the assembly to commemorate the final Plymouth vehicle, which is also now framed.

The Neon survives as a 100 percent original time capsule, stored in Davis’ own climate-controlled garage.

While he got his wish to own the last Plymouth ever made, enough time has passed that he intends to find a new forever home for this special five-speed Neon.

“I am getting on in years so I need to reduce my collection of cars,” he says. “I have owned 160 cars titled in my name over the years, and likely drove a similar number of company cars in my 36-year career with Chrysler Corp.”

As of now, the plan is to take the Plymouth from storage to the online auction block—likely over at Bring a Trailer. I don’t get to say this—and really mean it—very often, but good luck with the sale, Mr. Davis. It takes a lot of respect and dedication to preserve a piece of history this way, and we hope the next owner carries the very same torch.

The post This is the last Plymouth ever made, and it could be yours appeared first on Hagerty Media.

A rare, export version of one of the hottest Mopar muscle cars ever built is headed for sale at Mecum’s Indy even this May. Just 12 Cuda convertibles were fitted with a 426 Hemi in 1971, the last year the 426 Hemi was available. Of those 12, seven were meant for the domestic market, and five were exported. This is one of the latter, and it has a 240-kph speedometer to prove it. Making it even more special, this example is one of only three from that dozen that was equipped with a four-speed manual transmission, and yes, it has a Hurst pistol-grip shifter to boot.

Originally sold in France, the drop-top pony car was repatriated in 1993 and shows 98,553 kilometers on the odometer, which is just shy of 61,600 miles. Mecum’s auction listing notes that both the engine and transmission are numbers-matching. That’s not always a given, even with low-mileage cars, as performance engines were often drag raced and suffered the consequences. While this fine specimen has the optional Track Pac with improved cooling and a Dana 60 rear axle, the factory axle ratio, at 3.54:1, is much more suited to the open road than the strip.

The lauded Hemi V-8 is undoubtedly one of the most recognizable engines of the muscle car era. There’s simply no disguising the massive cylinder heads of the 426-cubic-inch V-8 when the hood is open. To trumpet the stock car and drag race prowess of the street Hemi even when the hood is closed, Mopar gave us the optional shaker hood so that at least part of the raucous engine could see the light of day.

Other notable features on the Cuda are its six-way manually adjustable driver seat, power steering, power brakes, and the lack of a radio. That means there’s no antenna protruding from the passenger fender, making for an even cleaner overall look. The only possible detractor on the option sheet that would keep this from being the absolute pinnacle of audacious Mopar muscle is the understated color choice. On the other hand, the Winchester Gray, paired with an interior, top, billboard graphics, and shaker scoop all in black, makes for an elegant combination. When you’ve got a growling, 425hp, dual-four-barrel Hemi poking through the hood, do you really need to be any more brash?

The post This ultra-rare four-speed Hemi Cuda convertible is the perfect muscle cruiser appeared first on Hagerty Media.

From 1961 to ’64, my dad Fred worked at Al Roberts Plymouth in Garden Grove, California, where he managed the used-car lot. In the first year or so that he worked there, Al Roberts tried several times to get my dad to take a new Plymouth as a demonstrator that he could drive for free. My dad said that he liked Al and liked working for him, but he preferred his own Oldsmobile over the new Plymouths, which he considered kind of ugly.

When dealer memos appeared in 1962 announcing the upcoming 413 Super Stock package, as a joke, my dad told Roberts he’d take a new super stocker. Roberts responded by asking him which model, what colors, and what options he wanted. Dad answered each question, assuming Roberts was kidding. He didn’t give it another thought until Roberts called to confirm that his demo order was received and the car would be delivered in six to eight weeks. At that point, my dad told me he was in a mild state of shock, never expecting that he was being taken seriously, let alone that Roberts was actually going to order him a factory race car.

The night the white ’62 Savoy arrived, my dad took my mom and me for a ride. Once out of town, he stood on it a bit. I was 7 years old, but I’ve never forgotten the feeling of being pushed back in my seat as my dad shifted by pushing lit buttons on the dash.

He took it to nearby Jardine Headers for a pair of fender-well headers and tow-bar brackets, and with a set of Casler recap “cheater slicks,” my dad and the Plymouth were soon racing on most Sundays at Lions, San Gabriel, and Pomona drag strips.

He traded for a new ’63 when those arrived, now with a low-compression (11:1) 426, and gave it the same race-prep treatment as the ’62 had. He reached the quarter finals of Mr. Stock Eliminator at the 1963 NHRA Winternationals in that car, with a 12.25 at 116 mph. About a month later, he switched to a faster Belvedere with a high-compression 426. Dad already knew he was leaving Al Roberts Plymouth to open a speed shop with a partner, though, so he bought his own super stocker, a car he could keep for himself. This ’63 Savoy factory super stocker, with a high-compression 426 and an aluminum front end (1 of 50 so equipped), is that car.

The red Savoy proved the fastest of the four super stockers my dad raced. Like other factory race cars, it came with a booklet that included specifications. It explained that the car was built “for sanctioned acceleration trials” and was not built to be, or suitable to be used as, a daily driver. With another visit to Jardine and some race prep at Hayden Proffitt & Associates, he had great success in the NHRA’s AA/SA class (later A/SA) through 1966, winning events all over Southern California.

In spring 1965, the NHRA national record was 12.36 seconds at 116 mph; Dad ran as quick as 11.86 at 120.16 on 7-inch tires. The biggest name in AA/SA and A/SA back then was factory-sponsored Ford racer (and 1964 NHRA Junior Stock world champion) Mike Schmitt, who campaigned a very fast ’64 Ford Galaxie lightweight powered by a 427 High Riser. Schmitt and my dad raced in six heads-up pairings in 1965–66, and Dad beat him six times. He continued to be competitive for several more years.

Then, early in 1969, my mom suffered two near-fatal strokes. Dad ran his last race in the Savoy that spring at the Hot Rod Magazine Championships, before selling it to help pay medical bills. I know it stayed in the California racing scene for a few years and then started changing hands among collectors in the mid-1970s; by that time, he and I were focusing on my own super stocker, a 1964 Dodge Polara 500, which we turned into a seriously quick racer. Sadly, Dad died in 1976, when he was just 50 years old. I’ve kept the Polara all these years in large part because of his involvement with it, but I always wondered what happened to his Savoy.

I got my answer in 2014, when I received an email from a guy in Montana who had recently purchased it. Somehow he’d learned I was the son of the original owner, and he was looking for more information on the Savoy’s racing history. We ended up becoming long-distance friends, and in 2017, when he told me he had his eye on an original ’68 Hemi Dodge Dart and asked if I wanted to buy back my dad’s car, I couldn’t say yes fast enough. Three weeks later, the transporter unloaded the red Savoy in front of my house. I hadn’t seen it in person since the 1971 NHRA Winternationals.

The car is still 100 percent as produced, its 13.5:1 426 Max Wedge fed by a pair of Carter AFB carburetors on a cross-ram intake manifold, with forged pistons and heavy-duty forged connecting rods, a hardened crankshaft, and a special Torque-Flite transmission putting 425 horsepower to the rear wheels.

So many wonderful childhood memories are tied to this Plymouth. My mom passed away a few years ago, and my brother died in 1999, so it feels like the closest thing to family I have left. To have it in the garage again, now parked beside the Polara Dad helped me build, is beyond special.

The post This Savoy is Mopar’s link to super-stock stardom—and my connection to my dad appeared first on Hagerty Media.

A veteran drag racer has popped up on Bring a Trailer and we’re wishing for some one-on-one time with this beast at the drag strip. This 1970 Plymouth Road Runner looks like it comes ready to run, complete with two fenders full of contingency stickers. Don’t worry, the listing notes that those are easy to remove and reapply without damaging the paint. Best of all, this muscle machine is equipped with a 426 Hemi V-8 and still looks great after a somewhat-recent restoration.

There’s no denying the 426 Hemi was among the most feared engines in drag-strip competition in its day. Apart from a 427 Cobra, a 427 Corvette, or a Buick 455, a Mopar B-body equipped with a big-block Hemi wouldn’t have had much competition. This particular Hemi Mopar B-body has the racing record to prove it.

The 1973 AHRA record of 13.24 seconds at 110.83 mph is impressive for a stock, production muscle car, especially in that era. It would take something in the range of a 392 Charger to best that time today, and a 110-mph trap speed suggests that there was a lot more on the table if the Plymouth had had better traction.

Unfortunately, this Road Runner is no longer equipped with its original 426 Hemi. Instead, it appears to be fitted with an over-the-counter replacement of the same vintage. No doubt the car’s drag racing career took a toll on the factory block along the way; we can only speculate what kind of rod-snapping carnage might have occurred. Judging by some of the photos of the replacement engine, this block may have also been on the receiving end of a wayward connecting rod.

A nicely optioned interior reveals bucket seats with a console shifter for the three-speed auto. There’s also a Tic-Toc tach in the dash. The odometer shows just 30,000 miles, but there’s no indication that’s accurate.

With six days left, bidding has only begun. The car’s tough life of drag racing has been mostly buffed away with its mid-2010s restoration, but we’ll have to wait to see whether this car’s racing pedigree has smoothed over the fact that the original engine is not in the picture.

The post This Hemi Road Runner broke drag-strip records in the ’70s, and it could be yours appeared first on Hagerty Media.

Hagerty readers and Hagerty Drivers Club members share their cherished collector and enthusiast vehicles with us via our contact email, tips@hagerty.com. We’re showcasing some of our favorite stories among these submissions. To have your car featured, send complete photography and your story of ownership to the above email address.

Today’s featured ride is a 1941 Ford Super Deluxe woodie wagon. The Super Deluxe was completely redesigned for this model year and is easily distinguished from its 1940 brethren by the softer, rounder contours of its prow. New for this year were flared bottom sills on the doors, and vent windows just aft of the A-pillar. Ford also trumped its glass “sealed beam” headlights for 1941, an innovation produced in response to U.S. federal regulation mandating these types of headlamps as of 1940.

This particular Super Deluxe woodie wagon belongs to Harold Mermel. It’s been fully restored, he writes, and has even won best-in-show awards—pre-COVID, naturally—in Mermel’s home state of New Jersey. The Ford is in good company, since Mermel’s fleet also includes this 1947 Plymouth Special Deluxe woodie station wagon, which he bought as a “barn-find basketcase” and spent seven years bringing back to its former glory:

The post Rides from the Readers: 1941 Ford Super Deluxe Station Wagon appeared first on Hagerty Media.

For many muscle car aficionados, the ’68–70 Mopar B-body is the standard-bearer for the class. That single platform gave birth to the Dodge Charger and Super Bee, the Plymouth Road Runner and GTX, plus the less flashy Dodge Coronet, Plymouth Belvedere, and Plymouth Satellite. (All of which could be optioned with potent big-block power.) The 1971 redesign of the B-body gave these vehicles a bit of a plus-sized pony car look, with low rooflines and short decks that resulted in a sleek profile. However, this new style also left a lot of the muscle-era looks and Coke-bottle styling behind, which cost the platform plenty of fans.

We reported late in 2019 that the Plymouth Satellite Sebring was one of the few muscle cars that was gaining ground with younger buyers. Now, it seems that the model’s more performance-oriented versions—the Road Runner and GTX, but particularly ’71 models—are gaining in value while most of the muscle car market remains rather stagnant.

Over the last two years, in fact, ’68–70 GTX models have experienced essentially no change in value. Meanwhile, non-Hemi 1971 models are doing quite well, and the Hemi cars specifically, as expected, continue to hold their value.

The median #2 (Excellent) value for the Hemi-powered ’71 GTX is $139,000, up 32 percent over 10 years but has been flat over the last two years. Meanwhile, the 440-powered cars, particularly the 385-hp Six Barrel, has been closing the gap in the last 24 months, increasing the average value for median #2-condition (Excellent) cars by 18 percent to $100,000. The 370-hp four-barrel saw a 10 percent increase over that same time frame.

The triple-black Hemi four-speed you see here recently sold at Mecum’s Kissimmee event for $192,500. In typical muscle-car fashion, there’s more demand for four-speed cars; and three pedals and four speeds tend to add 10 percent to the price. And, because it’s a Mopar with wild color options, the color can play an important role in what you pay. The triple-black spec didn’t stand to help this car too much in that department, yet its rarity no doubt made it a big draw for collectors.

Hagerty Valuation expert Andrew Newton points out that this was just one of 11 GTX coupes that came with the four-speed and the top powertrain. He adds: “This car’s drivetrain makes it a standout. It sold for $140,400 at Mecum Indy in 2015, so this result is even stronger (and at the very top end of GTX values) despite the restoration being six years older. Hemi GTXs don’t grow on trees, though, so anyone would be hard-pressed to find another real-deal car in any condition.”

So, while these cars were slow to catch on, it seems that they have cemented their spot in the pantheon of muscle cars; collectors are finally embracing them.

Some notable data points suggest a bright path ahead, as well. Looking at the demographics of these GTXs, baby boomers make up the lion’s share for now, but these cars are more popular among younger buyers than most collector vehicles of this vintage. When it comes to healthy values, support from younger generations ensures longevity. If GTXs turn out to be the dark-horse muscle car for future car collectors, it’ll be a big reversal of fortune for these once-neglected Mopars.

The post The 1971 Plymouth GTX is bucking muscle car market norms appeared first on Hagerty Media.

In case you ever wanted to teach your teen to drive on a real American classic, it’s your lucky day. The team over at Barnfinds.com spotted an unusual survivor posted for sale on eBay: a 1954 Plymouth Belvedere sedan complete with duplicate steering and brake controls on the passenger side. According to the listing, the car is wearing its original paint and shows just 11,370 miles. There are some ancient oil change stickers, including one dated 1982 and 1984, that illustrate just 326 miles racked up in a two-year span.

It’s rare to see a dual-control car like this, used for driver education, much less one with such low mileage.

Though it’s a bit tough to see from the photos in the listing, it appears that the control for the instructor’s side is limited to steering and braking, as those are the two that would be easiest to link to their respective systems. The mechanical clutch for the column-shifted manual would be difficult to duplicate on the passenger side, and same goes for the accelerator. Yours truly took driver training in a standard car, with no instructor controls, and it seems to me that having an instructor poised to take over or jump on the brake would be more of a confidence-killer than a safety net. Perhaps that’s why they fell out of favor? Regardless, this is an unusual collector piece even if the base vehicle is a rather humble and practical Plymouth.

The eBay listing noted that while the car runs and drives just fine, the brakes leave something to be desired. There’s a crease on the passenger side door and a few dings, but otherwise, the body seems to be well preserved. Interior looks decent, too; the backs of the front seats don’t seem to be damaged from the white-knuckled grip of frightened rear-seat passengers, much unlike the Sentra I used for driver training. Unfortunately, the Belvedere’s carpet is gone, but it does show that the floorboards are intact and the listing notes that the trunk floor is in similar condition.

A 1954 Belvedere sedan in #1 (Concours) condition is valued at $13,100, and this less-than-perfect example is currently at $16,600 with five days left to go. (The reserve price hasn’t yet been met.) It seems that the novelty of dual controls is worth it to some buyers, so we’ll be checking back to see if it sells.

The post Get two steering wheels for the price of one with this dual-control 1954 Plymouth appeared first on Hagerty Media.

Hagerty readers and Hagerty Drivers Club members share their cherished collector and enthusiast vehicles with us via our contact email, tips@hagerty.com. We’re showcasing some of our favorite stories among these submissions. To have your car featured, send complete photography and your story of ownership to the above email address.

Today’s featured vehicle is a 1969 Plymouth Barracuda. The second-gen, A-body Barracuda usually falls under the shadow of their E-body descendants, but these cars remain remarkably accessible to beginning muscle car collectors. The fastback models, like our featured car today, boast one of the slickest American profiles in the ’60s; if you want to march to a slightly different beat than the Mustang and Camaro crowds, there are plenty of affordable options among the handsome, nimble 1967–69 Barracudas.

This particular Barracuda fastback boasts the torquey 330-hp, 383-cubic-inch engine—second only to the top-of-the-line 440 mill—mated to a three-speed TorqueFlite automatic. The car is equipped with the optional Formula S suspension package and a Saddle Tan vinyl interior. Its first and current owner is Joe Amenta, who took delivery of the car on October 28, 1968, and, in his words, “bought it to drive it.”

Indeed, the Barracuda served as a faithful daily driver for 15 consecutive years in New England. Though it used to tow a utility trailer filled with home construction equipment, it was far from abused; the Barracuda never suffered an accident and always enjoyed the comfort of an indoor garage.

Then, in the mid-1980s, a major milestone occurred in the life of the trusty Barracuda: it received an award in the A-body stock class at the 1985 Mopar Expo in Farmington, Connecticut. Amenta decided to dedicate serious time and resources to keep the Mopar in fine fettle, and for the next 20 years, received any and all service it needed: original, dated-coded seat covers, engine removal and detail service, an undercarriage detail, and rebuilt steering, front suspension, and brake systems.

In 1997, showing 140,000 miles, Amenta treated the Barracuda to a complete restoration, from engine to body and all mechanical assemblies. Even after that investment, however, he didn’t stop driving and enjoying his car. To date, it shows over 183K miles and has continued to win local awards in the Northeast throughout the 2000s and 20-teens.

“Upkeep and detailing is an ongoing process,” writes Amenta. “I bought it to drive it!” We are most impressed—and inspired.

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Valiant. Mention the name to anyone who was a kid in the ’60s and you’ll almost certainly prompt some diverse memories. “Oh, my Aunt Freda and Uncle Sid had one, it was the toughest car they ever had!” Or, “I drove one in high school, got it for $100 off a shady used car lot and it was the dullest, slowest car I ever owned!” Or, in the case of my mother, “Oh, I remember those. Chicken Delight in Davenport used them as delivery vehicles. They all had a cartoon chicken on the roof!”

(By the way, does anyone remember Chicken Delight?)

Anyway, in approximately 99.895 percent of these circumstances, these nostalgic speakers will refer to the Plymouth Valiant. Of course, Valiants were Plymouths from 1961 through 1976—but not in the nameplate’s inaugural year of 1960. Yes, 1960, a Buck Rogers year for sure! It was also The Year of the Compacts: Corvair, Falcon, and of course, the Valiant.

Chrysler Corporation’s response to the mini-import boom of the late 1950s—an influx chiefly led by Volkswagens, but also by Fiats, Renaults and various English Fords and GM-made Vauxhalls—was much more stylish distinctive than the shrunken-full-size-Galaxie Ford Falcon and the far-out, rear-engined Chevrolet Corvair. Virgil Exner was clearly the father of the Valiant; its wild sheetmetal bore witness to its ancestry. From every angle, the Valiant was its own car—definitely not a mini-me Fury, Belvedere, or Polara.

The 1960 Valiant was every bit a Chrysler product, with unibody construction, torsion-bar front suspension, and an optional push-button automatic transmission. A floor-mounted three-speed stick was standard equipment. Valiants came in two flavors: the plain V-100 and the somewhat-fancier V-200.

The V-100 was the base model, with minimal chrome trim and the sole interior choice of gray cloth seats. Regardless of model, though, all Valiants had the brand-new “Slant Six” engine. Displacing 170.9 cubic inches, it produced 101 hp at 4400 rpm. The optional “Hyper Pack” engine produced 148 hp.

At first, only four-door sedans were available. Later in the model year Chrysler added a station wagon, but no two-doors were available until 1961. Even then, the coupe was clearly derived from the four-door, and even wore the same roof panel.

Optional extras for Valiants included a push-button radio, a padded dash, a power rear tailgate window for wagons, and the usual power brakes, power steering, and whitewall tires. Air conditioning was a princely $446 (the two trim levels, as we’ll see below, differed by only $77!). An automatic transmission rang in at $172.

The up-level V-200 offered much nicer upholstery in three color choices. Seats boasted vinyl bolsters and nylon inserts, and the doors sported two-tone interior panels. Outside, V-200s were set apart by bright side moldings that wrapped around the flared rear wheel arches, as well as bright window trim.

A V-100 sedan started at $2033, and the V-200 at $2110.

As mentioned earlier, soon after the sedans made their debut, V-100 and V-200 station wagons were added to the lineup. These little haulers were perhaps even more wild-looking than the sedans. Wagons were available in six-passenger V-100 and V-200 configuration and as a nine-passenger V-200 model.

At $2546, the nine-seat wagon was the most expensive ’60 Valiant, and it was also the rarest: just 4675 were built. Try and find any 1960–62 Valiant wagon now. I’ve never seen one, and I go to a lot of car shows.

I spied this pristine 1960 V-200, one of 106,515 built, at the AACA Grand National meet held in Moline, IL in June 2013. Living ten minutes away from the event guaranteed my attendance. Despite rain that never entirely went away that afternoon, I saw plenty of great classic cars. The styling is certainly polarizing, but I love them!

That almost Italian-style race-car grille is a big plus to me. It was not until recently that I realized the Valiant badge on the grille did double duty as a hood release. Functional and attractive.

The Valiant stood alone in 1960–but for that year only. In 1961, it officially became a Plymouth. Plymouth needed the extra sales, since Dodge’s full-size, Plymouth-based 1960 Dart had led many Plymouth loyalists to cross the street to the Dodge dealer. While 1960 and 1961 were not good years for full-size Plymouth sales, the Valiant was a bright spot, and would continue to be for years to come.

The post 1960 Valiant V-200: Please don’t call it a Plymouth! appeared first on Hagerty Media.

Mopar built some of the loudest, gaudiest, most cartoonish muscle cars of the ’60s and ’70s. They were perfect. You couldn’t ask more from a muscle car. Consequently, muscle car fans have driven the prices for the hottest Mopars into the stratosphere. Plymouth ’Cudas and Road Runners can demand six figures when equipped with the right powertrain and color options. Plymouth Dusters, on the other hand, are still attainable, even when equipped with desirable powertrains. Sure, they didn’t pack 440 or 426 power, but they also weighed less than the B-body Road Runner and Satellite and make an excellent platform for a street or strip car.

Like plenty of other budget-minded cars of the era, the Duster has been dismissed by many collectors who demand only the meanest muscle cars. It may be time for Dusters to shine, as enthusiasts new to early-’70s cars are beginning to recognize their appeal.

The Duster shares its A-body platform with the Dodge Dart and the first two generations of the Barracuda. A spinoff of the Valiant, Dusters were all two-doors and had the same semi-fastback roofline as their Dodge Demon counterparts. Like the Falcons and Novas against which they competed, plenty of Dusters left the factory with utilitarian inline-sixes and two-barrel small-blocks. However, as with their Detroit competition, there were some hot versions of the Duster that lent an air of legitimacy to the rest of the lineup.

From 1970–73, the Duster 340 offered up a potent small-block package with the same high-revving power as the ‘Cuda. For 1974 and 1975 they got 360 small-block power. The added cubes combated tighter emissions regulations and managed to meet the later 340’s 245-hp rating—they were initially rated at 290 hp. Of course, any engine builder or hot-rodder can coax far more from a 360, even using junkyard parts. There’s no shame in driving a small-block A-body.

A quick look at some online classifieds yields plenty of project prospects. We even found a seemingly complete 1974 Duster for $1900. True, that’s a project that will need a few thousand dollars to get back on the road, but there are other examples of complete, drivable slant-six Dusters for around $5000.

Even the more desirable 340 Duster remains an affordable collectible. The blue 1972 model pictured above sold at Mecum’s Indy 2019 sale for $15,400. A 1971 340 in #3 (Good) condition is valued at $21,200. That’s up 40 percent from where Dusters sat in early 2018, but still about half of what you’d pay for a ’Cuda with the same powerplant. Your smile from behind the wheel of either would likely be comparable, so don’t think you’ve been priced out of a fun Mopar just yet.

The post The Plymouth Duster is Mopar’s underappreciated mini muscle car appeared first on Hagerty Media.

Hagerty readers and Hagerty Drivers Club members share their cherished collector and enthusiast vehicles with us via our contact email, tips@hagerty.com. We’re showcasing some of our favorite stories among these submissions. To have your car featured, send complete photography and your story of ownership to the above email address.

Today’s featured vehicle is a 1968 Plymouth Fury III convertible. The final year of the fourth-generation Fury received a light front grille update but an entirely new rear fascia (all models except the station wagon variant, that is). While changes were relatively minor for 1968, these cars benefited from the new safety equipment introduced in the previous model year: duel-circuit brake master cylinders, shoulder mounting points for the seat belts, and energy-absorbing steering columns and wheels. Stylistically understated compared to the first few generations, the fourth-gen Fury still packed full-size American swagger.

This particular Fury belongs to Moe Veldhuizen. In early April 1968, this fabulous red convertible became Veldhuizen’s first new car purchase (as you may have already deduced from the front plate). He drove it regularly for the next seven years, then a Chrysler took over the Plymouth’s driving duties. Veldhuizen decided to keep the Fury in hopes of restoring it some day. Twelve years later, he began the restoration process and, today, the Fury is in beautiful shape. Moe writes, “My grandchildren now love the car and it has become a very important part of our family.”

The post Rides from the Readers: 1968 Plymouth Fury III appeared first on Hagerty Media.

In 2012, I sold a 1968 Chevy C10 pickup truck and had a pocketful of cash, so I started looking for something unusual. Just about everything I had previously owned was a hot rod, and I wanted something closer to stock.

I found my ’41 Plymouth P12 Special Deluxe coupe online, listed for sale in Ontario, New York. The old coupe looked really interesting, so I called the owner. We talked about the car for about a half-hour, and I liked what he had to say. We spoke a couple more times that week, and I told him I was interested enough that my wife and I would travel from Columbus to Ontario to inspect the car in person. If everything checked out, I’d drive it home.

During that call, however, the seller walked around the Plymouth and took some photos of what he considered the car’s imperfections, then texted them to me. We discussed them all, and by that point, I trusted him enough that I bought the car sight unseen.

I hired a shipper and had the Plymouth delivered a week later. It was everything the seller claimed it was. And though he hadn’t done the restoration and knew little about it, the work had held up. From about 10 feet away, it looked like a new car. The heater was in a cardboard box, so I had my mechanic repair and reinstall it, along with newly manufactured vents and cables, but that was the extent of its pressing needs.

Overall, it’s a terrific driver with a near-perfect interior and a solid 201-cubic-inch straight-six, and I take it around town every week—even in the winter if there is no salt on the roads. It runs great and moves down the road nicely at about 50 mph. When I take my red Corvette out, no one notices me. In the Plymouth, I get thumbs up wherever I go.

This article was first published in the July/August issue of Hagerty Drivers Club magazine.

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Over the years, Canada has had its fair share of unique models. You may be peripherally familiar with some of the exclusive machines that came from north of the border: Pontiacs powered by Chevrolet engines, Plymouth-Dodges (a.k.a. “Plodges”), and a dizzying array of Ford derivatives. Canadian tariffs (solved by the 1965 Auto Pact trade agreement) and other business conditions were often the driving force behind these nation-specific vehicles. This intriguing niche of cars often included names with cultural connections, often inspired by national pride in Canadian history or geography.

Parisienne

This model, whose name refers to a female from Paris, is perhaps the most recognizable model outside of Canada. From 1983–86, the Parisienne was available in American showrooms as a quick-fix fill-in once Pontiac made the gaffe of discontinuing the full-size Bonneville.

For Canadians, however, the Parisienne—a stylish model akin to an Impala with Bonneville styling—originated as a sub-model of the 1958 Laurentian. Like the Impala (and Bonneville, for that matter), the Parisienne was mainstreamed into the Canadian Pontiac lineup in 1959, eventually joined by Grand Parisienne and Parisienne 2+2 variants in the mid-1960s.

In 1982, the Parisienne became a Chevrolet Caprice with its own unique grille; that was the car that would appear in the U.S. a year later.

Laurentian

Another full-size Pontiac, the Laurentian debuted in 1953 as the new top trim level, until the Parisienne appeared. After that, the Laurentian sat solidly in the middle through 1978. The name derives from the Laurentian Highlands in Quebec, an area situated between the Saint Lawrence River and Hudson Bay.

Acadian

Introduced in 1962 as a new brand (not model) sold by Pontiac dealerships, the Acadian was basically a Chevy II with Pontiac-influenced styling. Starting in 1968, the redesigned Acadian featured looks that differed little from the American Nova; a new 350-powered SS model was as exciting as it got through 1971, at which point the Pontiac Ventura replaced the marque. The name was revived in 1980 for a Canadian-market Pontiac based on the Chevrolet Chevette.

Both the marque and model were named after the group of people of southwestern French origin that descended from the colony of Acadia, whose territory includes part of present-day Quebec, Nova Scotia, New Brunswick, Prince Edward Island, and Maine.

Canso

A trim level for the Acadian through 1967, the Canso name derives from a community in Nova Scotia that was established in 1604. The settlement played a strong role in Canadian history as an early center for fishing and fur trading.

Beaumont

What started out as an Acadian trim level for 1962–63 became its own marque for 1964, evolving into somewhat of a half-brother to the Chevrolet Chevelle. The most distinctive of the Pontiac bunch (although, remember, not branded as a Pontiac), the Beaumont was produced through 1969. There is no clear Canadian lineage of the name, but it’s possible it was inspired by a village in Quebec.

Frontenac

The Falcon-based Frontenac is yet another example of a Canadian vehicle marketed as a stand-alone brand. It was only produced for 1960 and sold by Mercury-Meteor dealerships before Ford of Canada decided to replace it with the Mercury Comet. While the Falcon was conventional in its styling, the Frontenac’s nose was quite the opposite. It was named after a soldier and governor of New France: Louis de Buade de Frontenac.

Montcalm

For 1949, Ford of Canada debuted the Meteor brand to sell Mercury-trimmed Fords at Mercury dealerships. Several years later, Meteor developed more far-out styling. The introduction of the American Mercury Meteor caused a brief hiatus after 1961, but the Meteor brand returned for 1964–76 as a full-size Mercury with slightly tweaked styling.

Montcalm was a stalwart presence in the Meteor lineup from mid-year 1959 (mimicking the Galaxie’s roofline) through ’76, with some years featuring a sporty S33 variant. The name is derived from Louis-Joseph de Montcalm, who was a commander during the Seven Years’ War.

Rideau

A top Meteor model that first appeared in 1954, the Rideau was eventually joined by the Rideau 500 and then pushed down the totem pole by the Montcalm’s arrival in ’59. The word rideau means “curtain” in French; the Rideau Canal is a tributary that connects the Canadian capital of Ottawa to Lake Ontario and the Saint Lawrence River.

LeMoyne

This was the top Meteor trim level for 1968–70, named after Charles le Moyne de Longueuil et de Châteauguay, a New France settler.

Richelieu

If you are by this point struggling to grasp exactly where Meteor fit within the larger Ford of Canada product strategy, then you’ll really be confused to learn that Ford of Canada had another market-specific brand, called Monarch. The first Monarchs to hit Canadian Ford dealerships arrived in 1946 and used Mercury bodies with different trim. This trend continued through 1957, at which point which the introduction of the Edsel took priority and Monarch was set aside. Alas, poor Edsel sales pushed Ford to revive the Monarch brand for 1959, but it was again discontinued after 1961, by which point its critics deemed it a purveyor of gaudy Mercurys. The Richelieu trim level was available from 1955–61 and took its name from a tributary in the Saint Lawrence River honoring a famous 17th-century French cardinal.

And what about the Mopars?

Just as General Motors and Ford Motor Company did, Chrysler Corporation handled its Canadian fare in its own special way. While the names never veered in the direction of patriotism or national heritage, the Canadian market often called upon models that were no longer used in Detroit (1962–66 Chrysler Windsor, 1965 Plymouth Savoy, and the hybrid 1965–66 Polara 440 and 880) or those that were distinct from nameplates used in the U.S.

Perfect examples of the latter strategy: Dodge Crusader, Regent, and Mayfair, all of which were trim levels for Canadian Dodges built in various years throughout the 1950s. They were not quite true Dodges, however, as the cars were essentially Plymouths with Dodge front ends; the 1963–64 Plymouth Valiant also was similar in that it was a Dodge Dart with a Valiant nose.

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Heads up, Mopar fans: A 1970 Hemi ’Cuda will cross the bidding floor at Barrett-Jackson’s Scottsdale event this October with no reserve. The rare car shows just 33,000 miles on the odometer and still looks immaculate after a recent restoration. With its monster elephant engine, Super Track Pak, and A833 four-speed with Hurst pistol-grip shifter, it has all the right parts to make it one of the meanest pieces of Mopar muscle to come out of the ’70s.

Barrett-Jackson’s listing for the car notes that the Hemi engine option carried an $845 price tag. That was more than a quarter of the car’s base price and equivalent to more than $8400 when adjusted for inflation. Of course, that big option purchase was well worth it for the 666 1970 ’Cuda buyers that checked the box, as the vaunted Hemi ’Cuda became one of the most desirable muscle cars of all time.

Just about every option on this car positioned it to be a drag strip and street menace. The 425-hp Hemi breathing through its Shaker scoop warned of the car’s potency, and the four-speed gave it the ability to launch with authority, but even the unseen options were performance-oriented. The A34 Super Track Pak brought 4.10 gears to the Dana 60 rear axle along with front disc brakes. It doesn’t get much better for Mopar fans in particular and muscle car fans in general.

Finished in Rallye Red, the ’Cuda is just about as bold as it could be without wearing one of Plymouth’s High Impact colors for 1970. We’re often reminded that colors can play a big role in the hammer price for muscle-era Mopars, and this one may have all the right parts and the right color combo to make it a sale for the record books.

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Some of us have our dream classic nailed down to the year, make, model, and paint code. Others, perhaps, prefer to trawl the back pages of Craigslist and Facebook Marketplace for inspiration, trusting that a quirky fender cut or charming rust bucket will catch their eye. Whichever camp you belong to, we’ve already got you covered with some online buying tips. For today, however, we decided to make life even easier on our fellow eBay scanners by selecting eight no-reserve classics up for grabs this week (all recorded in ET). They run the gamut from prewar to mid-2000s, from tattered barn find to show-car stunner, from tossable coupe to trusty pickup. Take a gander—and if you’re the winning bidder, drop us a comment so we can celebrate with you!

1940 Plymouth P9 Roadking Business Coupe

Average #3 (Good) condition value: N/A

The P9 series was Plymouth’s most accessible option in 1940, slotting below the Deluxe P10 series but boasting similar roominess and exterior style as its more posh brethren. You could order your Roadking P9 as a two- or four-door sedan or as a two-passenger coupe, the latter of which is shown above. Many of us hear the label “prewar” and imagine all the luxury and decadence of Duesenbergs and Packards and Pierce-Arrows, but though those cars are the auction stars you tend to see on fancy golf courses today, they represent a slice of contemporary automotive aristocracy. Plymouth was an affordable option at the time, and that working-class appeal endures.

This particular example is unrestored but appears to be in decent mechanical fettle. It’s got a new clutch and upgraded shocks, and the seller reports that when he drives it around his farm, it fires up reliably, shifts well, and doesn’t overheat. Naturally, the car’s got some rough edges; the gas gauge is broken and the carburetor may need some TLC from the next owner. Overall, this Plymouth looks like an approachable option for those hoping to venture into prewar car ownership. Values on these are likely to remain affordable (driver examples are readily available in the $7000–$8000 ballpark) and you can enjoy this piece of 1940s nostalgia without fear of dramatic depreciation.

Charmed by this sturdy old bird? You have until Wednesday night at 10:30 to make it yours.

1986 Chevrolet C-10

Average #3 (Good) condition value: $9800

It’s no secret that vintage pickups, along with their 4×4 cousins, are the cool kids in today’s collector vehicle market. Chevy’s third-gen C/K trucks, the longest-lived series in bowtie-brand history, is rumbling along nicely in this trend. We’ve observed a 47 percent increase in insurance quotes for these handsome, squared-off 1973–91 trucks, and in that same time (2017–20), the trucks’ average #3 (Good) condition values have ticked up 37 percent (from $7800 to $10,700). Trucks in nicer, #2 (Excellent) condition have fared even better, with average values rising 55 percent from $12,800 to $19,900.

The truck before you is a 1986 model equipped with a 5.0-liter V-8 and an automatic transmission. Its paint and interior leather appear to be in excellent condition, and the seller reports zero rust. If you don’t mind that the AC has given up the ghost and the glove box door has gone AWOL, you may be in luck—as of this writing, the bidding sits at $6250. Set an alarm for Wednesday evening at 11:30 to place your final bid!

1962 VW Beetle

Average #2 (Excellent) condition value: $30,600

The Beetle is one of the most recognizable cars in history, thanks to a unique body and its status as the longest-produced vehicle in the world. It certainly doesn’t take more than a first glance to recognize this blue example—and to marvel at its remarkably clean condition.

This 1962 Bug has been restored to sparkling status, complete with a new tan interior, sliding roof, and window seals. (Whitewall tires, too!) It’s a left-hand-drive model with a manual transmission and, although the true mileage isn’t known, the 40-hp flat-four putters along smoothly and the seller reports no problems with the gearbox.

You might not expect such a prevalent car to experience a quick rise in values, but Beetle values have nearly doubled in the last three years. The groove could be here to stay, too, given the strong interest from Gen-Xers; this age bracket accounts for more than 40 percent of insurance quotes. First-time classic buyers may not jump at a $14,500+ Beetle, but for a VW enthusiast who wants to add a particularly nice Bug to their collection, this example may be perfect. Mark your calendars and set your automatic coffee makers for Thursday, 8:35 a.m.

1989 Ford Mustang Saleen

Avwerage #3 (Good) condition value: $17,700

Though this hatchback Saleen represents the American muscle contingent on this list, be warned that this isn’t an all-original, Saleen enthusiast special. However, if you’re a Fox-body enthusiast looking either for a trackable car or a streetable hot rod, this example may be calling your name.

Under the hood sits the original V-8, which has been stroked from 302 to 347 cubic inches and topped with a Vortec supercharger. The hi-po build extends to an upgraded clutch, crank pulley, harmonic balancer, fuel pump, fuel injectors, intake manifold, throttle body, and Champion aluminum radiator. The seller hasn’t put it on a dyno, but reports that a previous owner did and recorded the output at 550 hp at the wheels.

This example’s still got some rough edges, though. There are a few bulbs out in the dash, no AC, and a mysterious melt mark on the passenger side interior. Despite a repaint, the hood and front bumpers show some paint chips and imperfections; but we’re inclined to look upon these with favor. Cars are meant to be driven, after all, and this one looks like a hoot.

This Saleen isn’t mechanically true to the original build, but we’d argue that it captures the spirit of Steve Saleen. Agree? Make sure you’ve placed your bid by Thursday, 9:30 p.m.

1986 Mercedes-Benz 560SL

Average #3 (Good) condition value: $18,100

So far, all the vehicles we’ve chosen on this list (which is organized according to the date of auction closing) boast values that are, to some degree, on the rise. The 560SL bucks the trend, however, with average #3-condition values decreasing 13 percent since May of 2017 (from $21,050 to $18,325). That may not be thrilling news for those seeking to stay in the black, but if you’ve wanted a stalwart convertible cruiser of the German variety, the conditions may be ripe.

This breed of SL was the most powerful that the U.S. received in the 1980s, and it improved greatly upon earlier iterations. The new 5.5-liter V-8 made 238 hp and could shove the coupe to a top speed of 130 mph—a 20-mph increase. Beginning in 1986, Mercedes-Benz also added anti-lock brakes, leather upholstery, and an airbag.

This particular 560SL is on offer until this Saturday at 4:30 p.m. This red-over-black 87,428-mile car has led an easy, garage-kept life and maintains its original paint with only one minor scratch. The soft top is black and, though dirty, is not ripped. The car also comes with a red hard top for those preferring the streamlined look.

1976 Fiat 126 P

Average #2 (Good) condition value: N/A

What is this lunch-box-sized, Crayola-yellow Italian? It’s a Fiat 126 P—like a Fiat 500, but less classic, more quirky, and potentially more fun. Fun, of course, involves a much different set of variables when you’re discussing the microcar market, and none of the 126’s stats will send a shiver up your spine. A 600-cc, 24-hp two-cylinder sits in the rear of the car, which can seat a grand total of four—with no promise of getting anyone anywhere with haste. Introduced in 1972, the 126 enjoyed a remarkably long production life, with models rolling off the line in Poland until 2000.

“Microcars have their moments in the collector market—BMW Isetta values seeing big appreciation before softening, Fiat 500 Jollys selling for massive amounts, and so forth—but they are a niche market and often garage art,” says Hagerty valuation analyst James Hewitt. “The 126 isn’t going to fly as garage art for many, but for the select few, it will tick all the boxes.”

If you’re enchanted by this petite oddball, now’s your chance at one in very nice, restored condition. This one on eBay retains its original engine but has been extensively refurbished with period-correct parts. It’s recently received a new, upgraded clutch, a valve adjustment, and a new battery and has even been spiced up with a lower and stiffer springs and shocks and a Momo Corse steering wheel (the original is included). “The car needs nothing else to enjoy,” reads the listing. You’ve got until Sunday until 7:01 p.m.!

2009 Pontiac Solstice GXP

Average #1 (Concours) condition value: $44,900

The Solstice GXP is among the most desirable modern Pontiacs, though that title rings a rather melancholy note. Despite the plastic-fantastic interior and clunky soft-top ergonomics, the 177-hp Solstice produced a lot of smiles when first introduced in 2006, and the hotted-up GXP model got downright exciting. GXP models got a 2.0-liter turbo four good for 260 hp and 260 lb-ft of torque, all of which was channeled to the rear wheels via a standard limited-slip diff. RIP Pontiac!

This particular Solstice ticks nearly all the boxes for GM’s short-lived Miata fighter. It’s a low-mile (2834, to be exact) GXP coupe with a five-speed manual. However, the extremely low milage doesn’t make it as remarkable as you might expect. It’s very common to find these with nearly zero miles—many new owners saw the collector potential and stored them away. Were it a 2010 model rather than a 2009, it would be even more exclusive, since the final model year cars are extremely uncommon and rarely come to market. As it sits, this is one of 1266 Solstice coupes and one of only 8 to boast the GSP powertrain and wear “Mean Yellow” paint.

The starting bid is $29,000, but there’s a lot of room above that number. The auction doesn’t end until Sunday at 9:15 p.m., and we saw a 2009 GXP hardtop with more miles (7700) sell for $38,500 last year. That said, 2020 definitely marches to a different drummer.

1963 Ford Thunderbird

Average #4 (Fair) condition value: $18,700 (10 percent premium for included factory AC)

It wouldn’t be a fair sampling of eBay—or any auction site—if we didn’t include a barn find. This 1963 Ford Thunderbird had things rather easy, as far as abandoned venues go, sitting in a California barn for 46 years. Though the convertible isn’t running, it’s equipped with the “Z-code” 390-cubic-inch, 300-hp, four-barrel V-8 and an automatic transmission. This specific car wears the fabulous combination of Corinthian White over red and the seller notes it’s equipped with the uncommon option of factory air conditioning.

The Ford Thunderbird was originally designed as response to Chevrolet’s new Corvette, but the collector market hasn’t received the Thunderbird with the same fervor. This can be both good and bad, if you’re looking to get into one. With less steam driving up values, when the proverbial release valve opens, there is less distance to fall, says Hewitt. “You aren’t likely to come out on top like might with a split-window Vette, but it also means you likely won’t lose much,” he adds. Of course, for a car in barn-find condition, you’ll need to plan for a considerable repair budget, as well.

Is this nostalgic convertible your dream restoration project? You’ve got until Sunday at 10:01 p.m. to make some calls.

The post 8 no-reserve collector cars on the eBay menu this week appeared first on Hagerty Media.

What if Plymouth had built the Prowler as fully-realized, no-compromises retro hot rod? Probably not a question that a lot of people are asking these days. While the Prowler was a fantastic-looking modern take on the classic hot rod, it was in the eyes of some a rather disappointing execution of what it could’ve been. The car’s 3.5-liter V-6 engine and automatic transmission are frequent targets of such criticism, elements that no self-respecting hot rod builder would tolerate. But what if Plymouth had included a V-8 and manual?

Someone resolved to find out. That is just what Canadian dealer and shop Legendary Motorcar did in 2006 to this highly customized 1999 Prowler. It sold today on Bring a Trailer for a substantial $73,500 (including fees). This thing is truly wild. It was stripped down and blessed with a more performance-oriented driveline; Legendary Motorcar chose the massively powerful LS7 engine, which was introduced in the Z06 Corvette the same year this car was built. A Porsche G50 transaxle replaced the factory four-speed Autostick.

The whole project obviously required a substantial amount of fabrication and surgery to make everything fit, judging from the photos and documents. Given the considerable cost of an LS7 when new and the untold hours it took to complete the build, it is safe to say that the final build cost is likely much higher than what someone just paid for it. For context, this result is $28,900 above the #1-condition (Concours) average price of a ’99 Prowler, which is $44,600. Do the bar-napkin math, and for the cost of purchasing a perfect Prowler and installing your own LS7 and G50 five-speed, buying this car would have cut out a lot of headache.

Whether or not you are a Prowler fan, it is hard to deny that this is one of the coolest Prowlers out there. Is it worth $73,500 to have one the way it arguably should’ve been built in the first place? Tell us in the comments.

The post The manual V-8 Prowler that Plymouth should’ve built just sold for serious scratch appeared first on Hagerty Media.

If today’s “compact” pickups seem like yesterday’s full-size pickups, you’re not crazy. A 2020 Ford Ranger is 210 inches long, and a Toyota Tacoma, nose to tail, is 212; those figures are comparable to a 1979 Ford F-Series regular cab pickup. Even in the ’70s, that seemed like more truck than some people needed. The Japanese pioneered the idea of smaller pickups, mostly because they designed trucks for their home market, where space came at a premium. However, as consumers embraced small cars in 1960s and ’70s, they also embraced small pickups.

Here are 8 throwbacks to an era when compact pickups really were compact.

1959 Datsun 1000 Pickup

Credit Nissan for selling the first compact Japanese pickup in America under the Datsun name. Nissan entered the American market with the 1000 sedan and rear-wheel-drive Datsun 1000 pickup. Heavily influenced by the British-made Austins, the truck’s minuscule 1.0-liter four-banger generated 37 hp, enough to haul a whopping 500 pounds. The following year, Nissan upgraded the pickup with a 48-hp 1.2-liter engine and renamed it the 1200.

As you might imagine, the pickup was slow, as were sales. The 1200 suffered from weak brakes and an engine designed for mild Japanese winters. The problem? The batteries were too small, which made them difficult to start on frigid Midwest mornings. Despite its weak points, however, the 1959 Datsun 1000 established a market segment that would reach its peak two decades later.

1969 Toyota Hilux

Though the Hilux first hit Japanese streets in March of 1968, Toyota didn’t introduce its first pickup to the American market until June, 1969. Until then, Toyota had been marketing Briska pickups developed and manufactured by Hino Motors. Like its predecessors, Hilux was manufactured by Hino, but Toyota handled the entire development process independently.

The Hilux was powered by an 84-hp, 1.5-liter four-cylinder engine and a four-speed column-mounted manual also used on the Japanese-market ToyoAce cabover truck. The Hilux featured a double-wishbone/coil-spring front suspension, a rigid-axle/leaf-spring rear setup, and a six-foot cargo bed. Payload capacity was rated at 2200 pounds.

1972 Chevrolet LUV pickup

Observing the growing success of diminutive Japanese pickups, Chevrolet fielded its own for 1972, importing the Isuzu Faster and rebadging it as the Chevrolet Light Utility Vehicle, or LUV. A 75-hp, 1.8-liter, overhead-cam four-cylinder and a four-speed manual transmission came standard. An automatic transmission arrived for 1976, and a longer bed and four-wheel drive for 1979. The LUV boasted a 1400-pound payload with its six-foot bed. Following the pattern set by the other trucklets on this list, the rear-drive LUV had an independent front suspension and a solid rear axle. In 1982, Chevy replaced the Luv with the midsize S-10.

1972 Ford Courier

Ford jumped on the compact pickup bandwagon with the Courier, which was essentially a Mazda Proceed styled to resemble an F-Series pickup that had been left in the dryer too long. The Courier featured a 1.8-liter overhead-cam engine that generated 74 hp and shifted via a four-speed manual. A five-speed was offered in 1976; a three-speed automatic was optional. The Courier boasted a 74.5-inch bed and a 1400-pound payload.

Ford replaced the Courier with the Dearborn-designed Ford Ranger in 1982. Ironically, Mazda would market a badge-engineered Ford Ranger from 1994–2000.

1978 Subaru BRAT

This is the oddball of the bunch—the front-wheel-drive 1978 Subaru Bi-drive Recreational All-terrain Transporter, or BRAT. What makes this trucklet odd isn’t its small size, but the two rear-facing seats in its pickup bed, which Subaru bolted in to avoid the 25 percent tariff on imported pickup trucks. Thanks to the hard plastic seats in its bed, the BRAT qualified as a passenger vehicle, not a pickup.

Plastic seats aside, the BRAT borrowed its mechanical underpinnings from Subaru’s Leone station wagon: a 67-hp 1.6-liter flat-four mated either to a four-speed manual or to a three-speed automatic transmission. The quirky truck featured part-time four-wheel drive but could haul a mere 350 pounds. The BRAT endured into a second generation, in which it gained a turbocharged engine and even T-tops. Subaru imported BRATS stateside through 1987 and they remained in production overseas through 1994.

1979 Dodge D-50 and Plymouth Arrow

Don’t let the domestic name fool you; the 1979 Dodge D-50 and Plymouth Arrow pickups were, in reality, rebadged Mitsubishi Fortes with 6.5-foot beds and maximum payloads of 1400 pounds. The base models got a 93-hp 2.0-liter four and a four-speed manual; Sport models boasted a more powerful 105-hp, 2.6-liter four-pot paired with a five-speed (a three-speed automatic was optional). The Plymouth Arrow survived until 1982, while the Ram 50 was built through 1986, when it was replaced by an all-new model.

1980 Volkswagen Pickup Truck

VW showed up late to the compact pickup party, introducing a Rabbit-based pickup for 1980. The VW Pickup—yes, that was its official name—rolled off the assembly line at Volkswagen’s Westmoreland factory in Pennsylvania, and VW made no bones about its Rabbit underpinnings. Under the pickup’s hood sat the Rabbit’s 78-hp 1.6-liter four-cylinder; if you opted for the 1.5-liter diesel (similarly cribbed from the Rabbit) you made do with only 48 hp. Both powerplants mated to a four-speed manual transmission, although a five-speed manual was available with either; on the 1.6-liter gas engine, a three-speed automatic transmission was optional.

The independent front suspension carried over unchanged from the Rabbit, but thankfully VW outfitted the Pickup with a more robust setup in the rear. Fully loaded, the truck could tote 1100 pounds. Though it was initially popular, plunging demand led to the Pickup’s demise by 1983.

1982 Dodge Rampage/Plymouth Scamp

Beginning in 1982, Chrysler Corporation fielded a Dodge Rampage pickup based on its front-wheel-drive L-body platform, which also underpinned the Dodge Omni/024/Charger and Plymouth Horizon/ TC3. The Rampage represented the first front-wheel-drive pickup offered by an American automaker.

Built using a longer wheelbase than its four-door relatives, the Rampage could haul up to 1000 pounds. Power came from Chrysler’s 84-hp, 2.2-liter four-banger and was channeled through a four-speed manual; a three-speed automatic or five-speed manual were optional. The Rampage survived until 1984 only to be resurrected in 1986 when Dodge rolled out the California Shelby Rampage. The reincarnated, hotted-up trucklet boasted a 99-hp version of the 2.2-liter motor that sent power through a four-speed manual and rumbled through performance exhaust. Just 218 were made.

Which is your favorite compact throwback?

The post 8 throwbacks to when compact pickups were truly compact appeared first on Hagerty Media.

Hagerty readers and Hagerty Drivers Club members share their cherished collector and enthusiast vehicles with us via our contact email, tips@hagerty.com. We’re showcasing some of our favorite stories among these submissions. To have your car featured, send complete photography and your story of ownership to the above email address.

Today’s featured car is a 1974 Plymouth Scamp. Essentially a Dodge Dart Swinger with different badging, the Scamp was introduced in 1971 and sold through 1976. The ’74 models are distinguished from the previous model year by their enlarged rear bumpers, which grew in response to federal impact standards. The rear lights migrated upward and out of the bumper in ’74, as well.

This particular Scamp is powered by Chrysler’s venerable 318 and belongs to Josh Miller, who—together with his father, Victor—repainted the car this spring. Josh has owned the Scamp for 10 years, and it had worn nothing but primer for several of those. Neither father nor son had a problem with the primered Scamp, but in April they decided an upgrade was in store.

After a thorough sanding and prepping routine, the father and son broke out Krylon rattle cans of metallic charcoal and burgundy. “The only bad side effect we both suffered was sore index fingers!” Victor writes. Following the actual paint job, the pair wet-sanded the Scamp and polished it with liquid wax, adding a silver pinstripe at the paint break line. The next step is a polymer sealer.

“We did most of the work in my garage,” Victor writes, “and had a blast as we laughed and just enjoyed each other’s company—while consuming many Pepsis!”

The post Rides from the Readers: 1974 Plymouth Scamp appeared first on Hagerty Media.

The amount of importance put on how the exterior of a car looks is huge, and the driver is likely the owner who selected a car based on that outer appearance. However, when we drive we don’t get to see the outside. Instead, we’re left gazing through a clear windscreen with an occasional glance at the gauge cluster.

If you are less concerned with the outside appearance and more concerned with what you will see from the driver’s seat, here are six cars that might be worth considering for your next purchase.

1984–89 Chevrolet Corvette

The comparatively unloved C4 generation has been making a bit of a comeback, perhaps because the ’80s in general are making a comeback. Or maybe it’s because the C4, which GM called the most advanced production car on the planet, has really awesome potential and some cool features. One of those features is the LCD digital dash. The fighter jet-looking dash was built by the AC Spark Plugs division of GM and is now notorious for burning out or being generally dark. When working, however, they look darn sweet.

1960 Chrysler 300F

Say “Chrysler of the 1960s” and many minds jump straight to the word Hemi. The 300F featured a different use of the hemisphere. Not in the cylinder heads, but the gauge cluster. A single clear quarter-globe sat right atop the steering column and housed all the necessary gauges for easy driver viewing. Luckily, form and function paired together well in this instance.

1966–70 Oldsmobile Toronado

Jet-age styling was all the rage in the ’60s, and the first-generation Olds Toronado has a dash that would look right at home in a McDonnell Douglas DC-10. The four-spoke wheel is set up in a way that makes it look a lot like a plane’s yoke in your hands, and the barrel speedometer is just fun to watch tumble its way to your cruising velocity. Sadly, cruising altitude stays at zero, despite the feeling of flight from the drivers seat.

1960 Plymouth Fury

The Fury is notorious for its role in the film Christine, but to think that’s the only thing of note about this full-size Plymouth would be to ignore a multitude of interesting features. A personal favorite is the horizontal speedometer that displays speed by vertical movement. Yeah, it’s a little confusing to write out. The 5-mph delineations of the speedo are marked by a red bar popping up vertically, making it appear one solid red bar from zero to the current speed. slowing down quickly makes the display appear to waterfall. Keep your eyes on the road though.

1959–71 Mercedes Benz 220SB

It’s cool enough that the 220SB had a vertical speedometer, but the color change from yellow to red at 30 mph is a nice touch. Similar to the Fury, I would likely catch myself driving quite erratically just to watch this gauge rise and fall. Don’t expect that needle to look like a rocket taking off though, as even the top trim on the W111 platform had just 197 hp.

1948 Tucker 48

Any auto company trying to break into the new car market in the late 1940s would have been facing a high challenge. Tucker not only met that challenge, it did it with the revolutionary 48. Packing a myriad of new technology, it also had parts that buyers were familiar with. The speedo is one of those, and the steering column appears to be jutting right out of an upside-down AM radio you’d normally find in a ’40s American household, crackling out news and entertainment. The Tucker’s simple and elegant clock-face speedo has aged well.

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For those of us who live in snowy Michigan, spring can’t come early enough. Our cars spend their winters under wraps in storage until a good string of 50-plus-degree days comes to pass. Last spring came with an invitation from my buddy Jim Krom and his wife, Joyce, to head down to Tennessee for the Nashville Boogie festival, a rockabilly and country music jamboree over Memorial Day weekend. My girlfriend, Elizabeth, desperate for a few days in the sun and a break from her energetic little ones, eagerly agreed to be my road-trip companion. Days off were scheduled and rooms were booked. The countdown was on until we hit the highway.

The Nashville Boogie is an eclectic mix of 70 or so live rockabilly and country music acts that for three days fill a half-dozen bars and honky-tonks just on the outskirts of the Opryland resort. But more than that, it’s a celebration of vintage culture, clothes, and style. Vendors with retro goodies set up every few feet, there’s a pinup competition, and, yes, there’s a car show.

My ’62 T-Bird still needed a host of spring tuneups that just didn’t get done in time, so a note to Hagerty HQ yielded the 1960 Plymouth Fury convertible from the Hagerty Garage. After a quick run-through and a handshake from Tony Pietrangelo, who manages our ever-expanding collection, I was off to pack my bags.

On the day of our departure, the rains came down with a fury of their own. I backed our Fury down my driveway and splashed the block east to Woodward Avenue, then onto I-75, which would take us south to Louisville, Kentucky, by nightfall. No top-down motoring for us this morning. Sigh. But we were finally on our way.

The new governor of Michigan was elected on the promise she would fix the state’s notoriously bad roads, and the pockmarked section of I-75 south of Detroit definitely tested the Plymouth’s suspension. Just before the Ohio border, our trip claimed its first casualty: An unavoidable pothole pried loose the right front hubcap. I could barely make it out as it bounced far down a ravine off our passenger side. It seemed too dangerous to stop on a wet freeway in pouring rain to go find it, so Elizabeth searched for a new one on eBay with her phone and ordered it right up. Crisis averted.

The clouds finally broke and I could not wait to activate the power top at one of our many gas stops. Quickly back on the highway, sunglasses on and the wind in our hair, we were now on the road trip we’d been waiting for. In our excitement to worship the sun we had missed all winter (and morning), we forgot maybe the most important lesson in open-air motoring: sunscreen, and lots of it. I learned that lesson the hard way; Elizabeth really learned that lesson the hard way.

Far removed from the shadow of the Motor City, the finned Fury was becoming a curiosity as it cruised down the freeway. Elizabeth and I started playing a game, counting the waves and thumbs up we got as we drove along. We quickly gave up—there were just too many. The Plymouth cut a dashing figure among the mass of awkward-looking Priuses and plain-Jane SUVs sharing our lanes. However, a semitruck’s horn from the next lane, bellowing its approval of our ride, was enough shock to stop a beating heart.

I never grew tired of watching the floating, side-to-side speedometer on the Fury as we accelerated down the road. There was something oddly calming about watching the little red squares fill as I gave the 318 Poly some gas. We wanted to leave plenty of time for side excursions the next day, so we pushed on to Louisville, arriving at the roadside hotel with our headlights on, the sun having set a full hour before.

Elizabeth had never been to a Waffle House, a wrong I had to make right, and right away. The next morning, we parked the Plymouth alongside the diner’s yellow wall and slid into a booth inside. She’s a vegetarian, but I think the experience was still memorable. Me, I’m a connoisseur of the Waffle House, stopping whenever my travels take me south. So my breakfast came smothered and covered, and with as much coffee and bacon as our waitress could deliver.

Lunch was to be a Bowling Green barbecue joint (again, probably not a vegetarian’s first choice) with Jim, Joyce, and some engineers they knew at the Corvette assembly plant. The Corvette friends didn’t let loose any juicy details about the C8 launch, which was still months away, so Elizabeth and I headed over to the National Corvette Museum. During a quick tour, I showed her displays I’d helped art-direct during my former ad-agency life. Then we rolled onward in a final push to Nashville.

After 500 miles on the highway, the country roads we took from Bowling Green down into Nashville were a welcome change. We rolled past farms and roadside diners, some sadly abandoned long ago. A flea market caught our eye, and we parked in the gravel lot. As we perused forgotten treasures strewn in the yard, the shiny Plymouth became a roadside attraction all its own. I lost track of how many people asked to sit in it.

Music City was just starting to fill with the evening’s crush of revelers on Broadway as we arrived at the city limits. We were getting hungry again and needed to stretch our legs, so we pulled in front of one of the many live-music joints lining the main drag to get our bearings. I had bought some new blue suede shoes just for the festival, and now seemed as good a time as any to break them in. I pulled them from a box in the backseat and did my best Mister Rogers. As we sat parked amid the hustle and bustle of the crowds, we instantly became the subject of countless tourists’ vacation photos—so many, in fact, it was actually difficult to leave and find a more long-term parking place for the Fury. Man, that car is a superstar! It certainly fit right in with the reminders of country music past surrounding us on every street corner.

We finally tucked her into a nearby parking garage for some well-deserved rest and made our way to dinner and some local music at Robert’s Western World.

As I’m sure so many classic owners do, I searched out the safest, most remote spot in the massive resort lot for overnight parking, wanting to protect our Fury loaner from door dings and luggage carts. As we were unloading our bags from the Plymouth’s spacious trunk, the Opryland security patrol car made its way over, headlights nearly blinding us. The officer got out and proceeded to ask us about the car. As it so happened, this gent was also a classic-car owner. At the end of our chat, he assured me he’d be patrolling all night and that he would pay special attention to our Fury, parked well at the back. Southern hospitality, and a bond over the love of an old car.

The next two days were filled with good times and good music with friends. No surprise, the Fury was the belle of the ball at the Nashville Boogie car show, too. It was featured in amateur photo shoots, YouTube videos, and podcasts throughout the weekend, alongside the Munster Koach and General Lee, on loan from Cooter’s Place, conveniently located right there on the grounds.

As Elizabeth and I listened to the last notes of the B-52s on Saturday night (I told you it was an eclectic mix), we knew we had a full day of driving back to Michigan the next morning. The plan was to be up bright and early to turn the key, release the stiff parking brake, and push those buttons on the dash that throw the Plymouth into drive, sending her down the open road for the journey home. As much fun as we had taking in all the sights, sounds, and smells—beer and whiskey, mostly—at Nashville Boogie, it’s the memories we made in the Fury along the way that made the weekend one we won’t soon forget, long after that sunburn faded.

The article first appeared in Hagerty Drivers Club magazine. Click here to subscribe to our magazine and join the club. 

The post Boogie or Bust: Motown to Nashville in a finned Fury appeared first on Hagerty Media.

When it comes to muscle cars—Mopar muscle cars in particular—engine and color options can make all the difference in the world. Of course, the condition is still paramount, and this 1971 ’Cuda convertible, available at Mecum’s Indy 2020 auction in July, offers a unique look, thanks to its unrestored bodywork.

The 1971 model year marked the last hurrah for Chrysler Corporation’s 440 six-barrel, as well as being the final year for the drop-top E-body. This Tor Red ’Cuda, with its massive billboard 440 graphics, is just one of 17 convertibles fitted with the 385-horsepower big-block and one of two that were built for export outside of the U.S.

The rare pony car was stored for 35 years and the patina on its bodywork speaks volumes. Inside you’ll find the Slap Stik shifter for the A727 automatic in the console between the bucket seats. What you won’t find is a radio. Apparently the original owner didn’t want anything to compete with the big-block’s induction roar as the four barrels of the secondary carburetors open up. Now that we think about it, we can’t really blame the guy for checking the radio delete box. After all, it was ordered before Led Zeppelin IV was released. He had no way of knowing.

The 440 six-barrel engine is too cool to be kept completely under the hood and peeks out by way of a Shaker hood scoop that, according to the auction listing, is not original. Unlike the body, which was left unrestored, the engine and the rest of the drivetrain have been refreshed, so it should be ready to cruise as-is.

Mecum estimates that this rare combination of options and unrestored status will bring $500,000–$700,000. For the right collector, this may be just the right combination of options and a lack of options. Restored examples may deliver a time machine experience that takes the owner back to the way these cars looked on the showroom floor, but paint and bodywork are only original once. For some collectors, that’s worth quite a bit.

The post Rare unrestored ’Cuda convertible wears its age proudly appeared first on Hagerty Media.

We love to trace the myriad ways that cars (and trucks!) permeate our culture and our lives. When we’re not documenting our own adventures or analyzing the collector market or swapping an engine in the garage, we’re digging through the never-ending treasure trove of automotive movies. Though we’ve unearthed some obscure titles in recent months, our own Brad Phillips and Colin Comer decided to spend some time debating the all-time greats movie cars in a recent livestream.

Cars can be escape vehicles, personal champions (rather bloodthirsty ones, in Christine’s case), or symbols for causes—just take a glance at 1976’s Gumball Rally protesting the national 55-mph speed limit. They recreate days gone by for those who never lived through them: some of our favorite flicks conjure up the muscle car days of air shocks and Cragar wheels, showing what these cars looked like rolling down the road, not simply sitting on a concours lawn.

Our obsession with movie cars even follows them off-set. What happened to the hero car? Was it smashed, sold, replicated a thousand times? Did a mysterious curse seem to dog its tracks? Our picks below have triggered all these questions and more. Dig into this list and see whether your on-screen automotive hero made the list. If you’re left wanting more, check out the full-length, hour-long livestream for more cars than we could cram into this list!

Christine

This first candidate makes both Comer and Phillip’s lists. “How magical would it be to buy a cruddy old car and have it restore itself in front of your eyes?” says Comer. “You wouldn’t have to do any body work or paint work or anything!” It’s abundantly clear this sinister, nasty car only likes one person in the world—the guy driving it—but a car defending its owner against their enemies has a certain ring of justice and camaraderie to it.

However, the spooky factor managed to follow the actual hero car of Christine off the set. “They gave the car away in a contest after the movie was over,” Comer says, “and the guy who won it had all this mysterious, bad stuff happen in his house.” The same day the two-door Fury parked in his driveway, the new owner’s water heater exploded.

It’s just a car, though …

The AMC Pacer in Wayne’s World

On a more lighthearted note, we present the AMC Pacer from the wonderfully wacky 1990s flick Wayne’s World. We love to have fun with cheap, funky cars—just check out the Concours d’Lemons the next time we all get to congregate at a major concours. Even the craptastic “Mirthmobile” has a spot in our hearts, and this flame-decaled Pacer was type-cast for the escapades of Wayne and Garth. They don’t need a Countach and a country club, like one less-wholesome owner on this list; they just hop in a Pacer and cruise around at night, eating red rope licorice and headbanging to Bohemian Rhapsody. We approve entirely.

The Devil’s Mercedes-Benz 600 SWB

Mercedes Benz 600s were owned by a cadre of terrible people, prompting Comer and Phillips to speculate on what percentage of these imposing saloons had bulletproof glass installed to protect the dictators and mobsters they so frequently carried. The Witches of Eastwick, sadly, does little to redeem that portrait of 600 owners, but the car itself is magnificent. It packs a 6.3-liter motor and a load of presence, and with Jack Nicholson as the Devil himself behind the wheel, it’s positively menacing.

Despite its spark-filled antics in at the hands of the Devil, this car has been to several historic rallies and currently resides at the Petersen Museum. “It still exists, it’s well-worn, and it’s so cool to see it out there in the real world,” Phillips says.

The Wagon Queen Family Truckster

You think you hate it now—wait ’til you drive it!

While some of these movies depict dream-worthy scenarios (and a few nightmarish ones), Vacation keeps things real. Sometimes painfully so, from the envious glance at a passing Ferrari to an infinitely frustrating used-car dealership experience.

The Wagon Queen Family Truckster spawned a flock of replicas, including one example built by a family who then recreated the movie in a journey across America. The family’s last name? Griswold, of course.

The 427 Cobra in The Gumball Rally (1976)

“It was hard to pick between a split-bumper Camaro and a Ferrari Daytona Spyder,” Comer admits, “but I couldn’t stray from the 427 Cobra.” For Comer, The Gumball Rally ranks among the greatest car films of all time. That’s not an empty claim, either—Comer’s owned the very car shown in this screenshot. “This is still how it looks today—same color and everything,” he says. The Gumball Cobra’s current owner is a friend of Comer’s, and, since the 427’s nose got slightly banged during the water shots in L.A., it’s missing its proper fog lights. The Cobra has an advocate in Comer, however, who says he’s bugging his friend to put the correct “dragon” lights right in the nose. Appropriate fog lights aside, we think that owner’s a pretty lucky guy …

John Wick’s 1969 Ford Mustang Mach 1

“You’ll notice I say Mach 1, not Boss 429,” Phillips points out when introducing John Wick’s Mustang. Though a Russian mobster does refer to the action hero’s beloved ride as a Boss 429, Phillips insists that this was a deliberate mistake written into the script, one that John Wick simply does not deign to correct. (Russian mobsters, you know.) We’ve noticed some anachronisms about this car’s exterior before—our best guess is that it’s a Mach 1 dressed up to look like a Boss 429.

In either case, the car’s persona is boosted by the actor who drives it—Keanu Reeves is a genuine gearhead. Motorcycles are his particular passion, and he’s owned everything from a Kawasaki 600 Enduro and a Suzuki GSX-R750 to a Harley Shovelhead and a Moto Guzzi.

“As a lover of automotive history and preservation … I’m realizing none of my picks got out of any film unscathed,” Phillips says. However, he and Comer agree that, while Wick’s Mustang takes a lot of abuse, it’s portrayed as a loyal companion that gets him out of many scrapes.

Jordan Belfort’s 1989 25th Anniversary Countach

“This movie is absolutely deplorable and depraved and one of my favorite films ever created,” Phillips says of 2013’s The Wolf of Wall Street. While we roundly condemn the anti-hero’s behavior while driving—or should we say, smashing—this 1989 25th Anniversary Edition Lamborghini Countach, we can have a laugh or two at the movie’s expense. Phillips says he liked the early Countaches so much and thought these 25th Anniversary cars were so aesthetically over-wrought, that he was happy for such a garish example to be the victim of Jordan Belfort’s exceedingly impaired judgment.

Fun fact: This an actual Countach, not a stunt car, but the production crew was very careful not to total it. Though we don’t know its current whereabouts, the spaceframe wasn’t damaged and it could have been restored. Got any clues? Let us know!

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June 6 marks the 95th anniversary of Chrysler, and what better way to celebrate the company than by highlighting what is perhaps its greatest contribution to the automotive pantheon, the Hemi V-8. There have been three generations of Hemi V-8, but none make quite the statement the second-gen does. Whether it was a billboard graphic plastered boldly on the side of a ‘Cuda or the subtle rumble shaking the pavement, if people knew you were packing 426 cubic inches of free-breathing Hemi V-8, they’d give you a wide berth on the street. Conversely, open the hood of your Hemi-powered Dodge or Plymouth muscle car at any car show and you’ll be sure motorheads will come flocking.

We scoured the Mecum’s upcoming 33rd Original Spring Classic in Indianapolis, scheduled for July 10–18, and spotted the following 426-powered beasts, each of them packing a four-speed. Following Indiana’s “Back on Track” plan, both bidders and spectators will be able to see nearly 2,500 cars at the auction, in person if they so choose. Of course, bidding is still available online as well. These six are our favorites, but let us know what your favorite Hemi-powered machine might be, muscle car, or otherwise.

1971 Plymouth Road Runner

Lot K85

With their squared-off wheel openings and low roofline, ’71 Road Runners already had a head start on looking mean. This NASCAR veteran takes that vibe to a new level and brings with it some exclusive Richard Petty provenance. Raced by The King himself, this very car took the checkered flag at Daytona and visited the White House, the only Petty car that can make that claim. Under the hood is a rebuilt 426 Hemi with a custom Petty-Enterprises-fabricated crossram that looks as good as the rest of the car, which has been restored to its 1971 glory. With no functional headlights or taillights its street driving days are over, although it looks like it’s got plenty of super speedway miles left in it.

1968 Dodge Charger R/T

Lot R11

If you’re not a stickler for 100-percent original muscle cars, this may be the Charger for you. Its blue and white color combo is striking, and the original bodywork and trim look great. Look a little deeper, however, and you’ll discover that its Hemi, while mostly stock-appearing, has received some “day-two” upgrades. The V-8, which now breathes through headers and dual three-inch exhaust, has a claimed 601 horsepower and was rebuilt just 1300 miles ago.

1969 Dodge Charger 500

Lot R262

The Charger Daytona and Plymouth Superbird, Mopar’s twin “winged warriors,” got the job done on NASCAR’s biggest, fastest tracks. There’s no denying that. Let’s face it though, their looks are a bit unconventional. The Daytona’s predecessor, the Charger 500, is a much more attractive take on making a production car suitable for 200-mph racing. Rather than the standard Charger’s tunneled back glass, the 500 features a rear window that follows the profile of the C-pillar, just like the Daytona and Superbird. It also ditched the inset headlights and grille from the standard Charger for a flush grille that didn’t act like a parachute at high speeds. Dodge only built 392 of these NASCAR homologation specials for 1968, which is still low production, and this one’s well-optioned with the Super Track Pack 4.10 rear end and power steering and brakes.

1968 Dodge Dart Super Stock

Lot R421

Along with its sister A-body, the Plymouth Barracuda, a select few 1968 Dodge Darts were converted into Super Stock drag racers by Hurst. The cars were stripped down and lightened using almost any means necessary. Lightweight Dodge A100 van bucket seats replaced the factory Dart pieces, and the rear seat was tossed entirely. This example was raced by Terry Pringle as part of the Gene Snow Racing team and has been restored to its as-raced condition complete with cross-ram intake topped with dual Holley carbs. For fans of factory-backed drag racing, few Mopars can come close to the appeal of one of these rare racers.

1970 Plymouth ‘Cuda

Lot R437

’69 Camaros should be Hugger Orange, Mustang Boss 302s belong in school bus yellow, and ‘70s ‘Cudas are the perfect canvas for In-Violet—also known in Dodge nomenclature as Plum Crazy. Or at least, so goes the conventional wisdom. It’s not that other Hight Impact colors aren’t as good, it’s just that this one is so iconic. Only 696 Hemi ‘Cuda hardtops were built in 1970, and only 284 came with a four-speed. It just so happens that this one is also equipped with the Hurst pistol grip shifter, Track Pack rear axle, Rallye Dash, and  Rallye wheels. Color can have a bit influence on Mopar muscle car values, and this one may have just the right combo to drive up the bidding.

1965 Plymouth Belvedere

Lot R106

There may have been earlier examples of altered-wheelbase drag cars, but this factory-backed A/FX Belvedere driven by Lee Smith is still a seminal effort in the evolution of the funny car, and it stands as an important piece of Mopar drag racing history.

This dragstrip terror tips the scales at 2800 pounds thanks to an acid-dipped body shell, fiberglass dash, fenders, bumpers, and doors, polycarbonate windows, and a strict diet of race-bred parts. Those include aluminum heads and a magnesium intake for the fuel-injected 426 Hemi. Helping plant what little weight remained on the rear slicks, the front wheels were moved forward 10 inches, and the rear axle was moved forward 15 inches. That dramatic shift in weight balance helped the Belvedere hook up, but it ran afoul of the NHRA class rules for A/FX cars as the wheelbase was tweaked too much for their liking. Only six of these lightweight, factory-sanctioned A/FX cars were built in 1965. While this car has been bid to more than $400,000 in the past, it has failed to meet its reserve in its last two auctions.

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Steering wheels have an important job to do. However, like the cars they control, steering wheels are more fun with some extra flair. Since the interior is sheltered from wind and weather, designers of the past let their imagination run wild with shape, color, texture, and style. While the array of aftermarket steering wheels is mind-boggling, we’ve focused this investigation on 11 of the craziest designs that made it to series production. The list covers more than 50 years of automotive history, but we’ll give it away now—one is the clear winner.

1957–69 Citroën ID19

First tip of the hat goes to the one-spokers, a cohort championed by Citroen. Master of brilliantly off-beat designs, Citroën rolled out the ID19 in 1957 to bridge the price gap between the outgoing Traction Avant and the exotic DS. The ID19 featured the same eye-catching curves as the revolutionary DS19, and boasted the same hydraulic suspension, but made do with a more conventional clutch and only received power steering as an option from 1962. It might not have been as innovative as the DS underneath the sheetmetal, but the ID19 was surely a full-fat interpretation of Citroën’s quirky French style. We’re especially a fan of the contrasting finishes in this one: a chrome-trimmed spoke paired with a ribbed leather rim.

1976–85 Aston Martin Lagonda (S2)

Citroën isn’t the only proud member of the one-spoke brigade. Aston Martin’s second-series Lagonda sported a less glitzy, more minimalist interpretation inside its snazzy, high-tech cabin. (After 1985, the Lagonda wheel developed a highly un-rad second spoke.) The 1976–85 Lagonda bucked the trend of Aston’s subtle, evolutionary design language—it looks more at home on a Bladerunner set from 1982 than a sprawling country estate. The Lagonda catered to a wildly different audience than the DBS; pop stars, Arab sheiks, and the nouveau riche decked out their four-doors in eye-popping color schemes and laughed away its 8-mpg average. Though the example above wears an understated palette, that one-spoke wheel pairs perfectly with its out-there LED screen. Want a glimpse of what it’s like to cruise in one of these? Check out this video.

1960 Plymouth Fury

Before “fury” conjured cinematic images of nitrous-boosted Mitsubishi Eclipses and Dodge Chargers leaping in front of trains, it stood for a whole lot of fabulous. The 1960–61 Fury was the king of Plymouth’s lineup. Designers would tame the Fury’s fins and sweeping chrome eyebrows for 1961, but the 1960’s tailfins rose tall and proud, preceded by chrome eyebrows that swept from the middle of the grille over the headlights and behind the front wheels. Acres of glass, covered rear wheel wells, and a wealth of engine options—topped by the Sonoramic Commando V-8 for 1960—rounded out the package. A car this exuberant couldn’t bear anything as pedestrian as a round steering wheel, clearly. A hexagonal, two-spoke, gold-infused resin unit was more the Fury’s style in 1960.

1985–91 Subaru XT

This steering wheel packs a bag of tricks to match its funky shape. Grab a lever to the left of the wheel under the dash, and the instrument cluster tilts along with the steering wheel. (The 2.7-liter six-cylinder XT6 models, introduced in 1988, didn’t pack the tilting dash.) The cockpit set up was hardly the XT’s most unconventional feature, though; its incredibly slim snout—and accompanying 0.29 drag coefficient—were possible thanks to the low frontal aspect of its overhead-cam flat-four. The early, non-turbo models needed that slippery profile, since they were blessed with only 97 horsepower. Turbo-equipped models were more punchy and boasted seriously cool (or seriously gimmicky, depending on your tastes) instrumentation including an artificial horizon and a 3D instrument panel backlit in orange. If you needed further proof of the XT’s eccentric personality, check out the single front wiper blade, headlight washers, adaptive power steering, and, on manual-equipped cars, the hill-holding brake system.

1944–66 Volvo PV444

Consistency was truly a virtue for Volvo’s PV444, visually if not mechanically. While the PV444 was Volvo’s first unibody car, Volvo decided to carry over pre-war styling cues—like a split windshield and bulbous fenders—for its first post-WWII model. When it debuted in 1944, the PV444 looked right at home on European streets; however, when Volvo finally imported the car into the United States twelve years later, it retained an uncanny resemblance to a 1942 Ford. Ruffling feathers was not Volvo’s way.

However, the PV444 fulfilled its task of upholding the Volvo name, shuttling families around safely and reliably thanks either to a 1.4-liter, twin-carb four-cylinder (B14A) or to a 1.6-liter B14B. (Models after 1958 received the bulletproof, 1.8-liter four-pot designated B18B, which would carry over to the nearly-identical PV544.) Whether you rode in a fastback coupe PV444 or the station wagon version (the PV445, in good Volvo nomenclature), you got the joy of spinning this trash-can-lid-size wheel—which is more fun than you might expect. Despite packing fewer than 100 horses, the PV444 only weighs 2100 pounds. Besides, those slim metal spokes and colorful horn button are just classy.

2000–09 Spyker C8 Spyder

Spyker probably owns a generous swath of property in the land of flamboyant design statements. You know, if that were a thing. The Spyker name has been linked with the transportation industry since 1880, when Jacobus and Hendrik-Jan Spijker founded the company (Spijker being an alternate Dutch spelling of Spyker). They made the teak and golf-leaf Golden Coach for the Dutch royal family and, in 1903, built the Spyker 60HP race car—the first ever powered by a six-cylinder engine and also the first with a permanent four-wheel-drive system. The company didn’t stop there, extending its efforts to WWI-era biplanes as well.

It’s this glitzy, aeronautical heritage Spyker Cars sought to invoke with its first modern car, the 2000–09 C8 Spyder. The convertible was followed by a slew of road-legal race car iterations, fixed-roof models, and long-wheelbase versions, but the original Spyder is the king of ostentatious, steampunk-ish details. The exposed shift linkage could only be upstaged by a truly extravagant steering wheel—one that mimics an airplane propeller.

1956–60 DeSoto Adventurer

Two spokes, two slim, neutral-hued rimes … you might be feeling a bit underwhelmed after the Spyker’s outrageous setup. Look closer, however, and you’ll spot a clock where the horn should be. Still not impressed? This 1956 Adventurer’s clock winds itself using an automatic movement and the steering wheel’s rotation. Oldsmobile was the first to show off this steering-wheel-mounted tech, which had the added allure of being gyroscopic. Chrysler populated its brands with steering wheel clocks from 1954–58, featuring highly original titles like the Moparmatic, the Chryslermatic, the Plymouthmatic, and the Dodgematic. We’ll give you one guess what this pictured clock is called.

1989 Pontiac Turbo Grand Prix ASC/McLaren

This Pontiac Turbo Grand Prix ASC/McLaren, despite being a mouthful to pronounce, represents the happiest outcome of special editions (of a sort). Pontiac’s 1988 Grand Prix was already among the best-driving of GM’s W-body models, and Pontiac took it over to the people responsible for the Buick GNX (ASC and McLaren–not the British one) to beef up its performance and jazz up its technology. The resulting 1989–1990 Grand Prix Turbo boasted 205 hp from a turbocharged and intercooled iteration of GM’s 3100 V-6, which sucked in air via a revised front fascia and functional hood louvers. In addition to an appropriate sprinkling of turbo badging, the cars also received tweaked rear bumpers and a cabin filled with leather and buttons and … more buttons. The steering wheel featured 12 of them, offering you the option of controlling not only your horn, radio channel, and speaker volume, but the balance of those speakers as well.

Wondering how this got past NHTSA? With its last model year in 1990, the Grand Prix Turbo squeaked in just ahead of regulations mandating steering-wheel-mounted airbags in the early ’90s.

1996–2003 TVR Cerbera

British sports car maker TVR is currently numbered among the mighty who have fallen. TVR started by building Cobra competitors, segued into a rather raunchy period in the 1970s, and rounded out the 2000s with wild-looking, big-engined beasts with mythical names: the Chimaera, Griffith, Tamora, Sagaris. The Cerbera, named after the three-headed, canine guardian of the Roman underworld, featured an alloy V-8 built in-house—marking a high point for the small manufacturer’s ingenuity and capability. The “Speed Eight,” as the naturally aspirated 4.2-liter V-8 was called, used a flat-plane crank to produce 360 hp, a figure that rose to 440 hp in later, 4.5-liter iterations. Thankfully, engineers didn’t take the Cerbera’s triple-headed namesake too literally, but its steering wheel does have three circular insets: a clock, a fuel gauge, and an air vent, best we can tell.

1955–64 Messerschmitt KR200

The “KR” in the name of this pop-eyed bubble car stands for Kabinenroller or “cabin scooter.” (Think “scooter with a cabin,” rather than a log building so large you need motorized transportation to find the marshmallows.)

The KR200’s manufacturer is the same Messerschmitt that equipped the Luftwaffe in WWII with its infamous Bf 109 fighters (and their numerous variations). Messerschmitt was banned from manufacturing aircraft after the war, and so turned its attention to highly un-intimidating bubble cars. Despite its quirky looks, the KR200 was extremely aerodynamic, squeezing nearly 60 mph out of its 9.9-hp engine and tiny four-inch-wide tires. Perhaps the aeronautical influence trickled into the KR200’s cabin, though, with its strange, yoke-style “wheel.” Still, it’s a more direct interpretation of aeronautical influence than the Spyker C8’s.

1949 Delahaye 135M Cabriolet by Guilloré

Clearly, this 1949 Delahaye—owned by Brooks Stevens, the designer of the Oscar Meyer Wienermobile himself—sports the winning wheel here. Lest you degrade this fabulous French steering wheel by calling it “plastic,” know that the transparent material before you is Lucite, a trademarked brand of acrylic resin. Lucite is often used as a lighter, shatter-proof alternative to glass, often in home furnishings like door handles and curtain rods. Since military applications had exhausted glass resources after WWII, Lucite enjoyed its time in the sun, and its inclusion in this coach-built cabriolet shows it was fashionable, in addition to being cheap—and safe. (Think about a glass steering wheel for five seconds. Yikes.)

Does your classic’s steering wheel merit a place in the annals of Craziest Factory Steering Wheels? Drop us a comment and a picture in the Hagerty Community below.

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For something that is largely arbitrary, car names are considered sacred by the automotive faithful. Should an OEM revive a nameplate and not live up to consumer expectations set by the model’s previous generation, the critics will be vocal (you can keep your modern GTO comments to yourself.) However, before a nameplate can be revived it must be born. The conference rooms of automakers surely still have coffee spill stains and pizza grease in the floorboards from late-night brainstorming sessions choosing the perfect name for a new model. More than occasionally, an animal provided inspiration for a car that would, once realized, be beautifully photographed for brochures and enjoyed by drivers on the road.

With so many cars that share names with animals, we were curious which were the coolest of the group, so we asked the Hagerty Community to help us decide. We plucked the top five answers from the ensuing discussion.

Plymouth Barracuda

At its core, the Barracuda embodied the Ford Mustang formula applied to the Valiant. In fact, it was the same formula at the same time, as the Barracuda nameplate debuted as a trim on the 1964 Valiant. There isn’t much about the car that reminds us of the fish with which it shares a name—which might be a good thing, considering the fish isn’t exactly a looker. The model evolved significantly throughout its lifespan, moving from an A-body to an E-body platform and receiving more powerful engines along the way. The performance version of the Barracuda got its name shortened to just the apostrophized ‘Cuda right at its peak in 1970, though the regular-spec cars retained the full, unabbreviated name through the model’s discontinuation in 1974.

Shelby Cobra

The AC Ace is a great car in it own right, but decades before Tim Taylor grunted about more power on Home Improvement, Carroll Shelby was shoehorning small-block Ford engines into the lithe AC chassis to make it faster. The first Cobra took to the streets in 1962 and became a racetrack terror only shortly after. The first editions were 260-cube V-8s, but the desire for more displacement soon took hold of Shelby, who upped the ante and transitioned to stuffing in big-block 427 and 428 Ford engines. Those in the know will tell you they prefer the 289-cubic-inch model, as it has the power to scare you without being nearly as brutal as the big-block cars.

Cheetah GT

Probably the wildest looking car on this list, Bill Thomas’ Cheetah GT is the one that most lives up to its name. It is fast, and wrestling one will make you nervous. Under the fiberglass body is a mishmash of parts pulled from the Corvette bin. The cabin-rear design allowed the small-block Chevrolet engine to be moved towards the back for better weight distribution. The Cheetah’s engineers then took the idea to the extreme by moving the powertrain so far back that the car wasn’t equipped with a driveshaft—the transmission linked straight to the rear axle.

Chevrolet Impala

As cool-sounding as “Impala” is, how it became the name for Chevrolet’s full-size car is a bit unclear. The animal is native to Africa, and its features and description don’t particularly align with the stylish family car that rolled off Chevrolet’s assembly lines for 62 years. The gazelle-like animal can only run a top speed of 56 mph in a zig-zag pattern, while the Chevrolet can easily run faster, not to mention straighter. The car cuts a better figure in red, too. If there’s a 409 under the hood, it definitely sounds better.

Mercury Cougar

If upscale muscle is your thing, the first-generation Mercury Cougar may be right up your alley. Starting with Ford’s Mustang, Mercury stretched the trotter’s wheelbase three inches and gave it fresh styling. The first generation stretched from 1967 to 1970 and was billed as a pony car; the second generation (1971–73) was more of a personal luxury car, akin to the Pontiac Grand Prix.

Is there one you think the community missed? Leave your choice in the comments below.

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Plenty of cars from the ’60s and ’70s offer beautiful designs and gutsy power plants but don’t neatly fall into the muscle car category. In the past, we’ve offered up some more affordable, midsize alternatives to the typical muscle car. This time, let’s delve into some of my favorite full-size cars from the era. Sure, they were bigger and heavier than their drag strip–hero counterparts, but they brought some big V-8 power to bear.

These cars were often the premier models in their showrooms. They featured a plusher interior and often prioritized a smoother ride. While their rowdier muscle car brethren featured some of the same power plants in smaller, lighter packages and dominated the drag strip, these cars were built for the highway and are still perfectly suited for weekend cruising or road-trip duty.

Whether totally stock, lightly resto-modded, or fully customized, here are six full-size hardtops that are overdue for some adulation. Translation: When you can find them, these fantastic cars are often a bargain.

1970 Ford Thunderbird

How have these cars flown under the radar for so long? From the front three-quarter view they look long and low, with a jutting grille that resembles the mid-size Mercury Cyclone. However, its rear three-quarter view is among the best of any car built during the decade. The roof is so low it looks chopped, and the taillights frame the car perfectly.

Barrett-Jackson sold a customized 1970 Thunderbird at its 2019 Las Vegas sale—the purple car you see above—that had the front of a 1967 Thunderbird seamlessly grafted on. The hidden headlights were a fantastic addition, but even in stock form they look amazing. The custom version, absolutely regal in metallic purple, went for $55,000. A well-preserved model will cost much less.

Power came from a 360-hp 429-cubic-inch V-8, and while a Boss 429 would be killer, the Thunderbird’s engine bay should be a bit more accommodating of the massive engine than the Mustang’s.

1969–70 Buick Wildcat

We’ve sung the praises of the Buick Wildcat before, but here’s the chorus one more time: The Wildcat offers up a lot of the performance of the Impala SS, without the premium price that comes with the collectibility of the “SS” badge. It brings fantastic looks, solid big-block power plants, and smooth cruising. The only problem is that they don’t come up for sale as often as their more popular B-body platform mates.

That said, because Wildcats have the benefit of riding on GM’s long-lived B-body chassis, OEM brake and suspension upgrades are simple and affordable. Spindles and calipers for big disc brakes can be found on junkyard ’90s Caprice cop cars or Impalas. Rear axle brake upgrades are just as simple.

The 1969 models with Buick’s 360-hp, 430-cubic-inch V-8, or 1970 models with the 370-hp 455, are still affordable and look every bit as good as their Chevrolet counterparts.

1969 Pontiac Bonneville

The Pontiac Bonneville could be ordered with a more formal roofline, like the one found on the Grand Prix, but with the more traditional lines of the LeMans. The result is an upscale car without the polarizing nose of the Grand Prix. (That look would come to the Bonneville the following year.) I also love the rear view of the Bonneville, with taillights that almost drape over the rear of the car, as they would a year later with the Thunderbird.

Pretty much everything I mentioned about the Wildcat applies to the Bonneville, as it also rides on GM’s B-body chassis. The difference is that the Bonneville got Pontiac’s potent 390-hp 428-cubic-inch V-8. What’s not to love about this pavement-pounding full-size?

1970 Mercury Marauder

Mercury’s take on the personal luxury coupe for 1970 seemed a bit more forward-thinking than its Ford Thunderbird counterpart. Its squared-off leading edge was more formal and anticipated the look of future American cars, yet it boasted a sporty fastback roofline. The overall package is a perfect amalgam of luxury and sportiness. Bonus points for hidden headlights.

Under the hood was Ford’s familiar 429, again in 360-hp trim. That’s modest power by today’s metrics, but even full-size cars of that era weren’t terribly heavy. Bump the displacement to 460 cubes or more, add a roller cam, massage the cylinder heads a bit, and you’d have all the makings of a sleeper.

1972 Plymouth Gran Fury

Mopar’s C-bodies adopted “fuselage styling” in 1969. Dozens of unique Plymouth, Dodge, and Chrysler coupes, sedans, and wagons adopted this look, with varying success. Overall, the 1969–73 C-bodies have aged nicely. The Chrysler 300, particularly the 1970 Hurst variant, is a standout. Unfortunately, its 375-hp 440 big-block comes with a premium. They’re rare and pricey.

In contrast, the 1972 Plymouth Gran Fury is a relative bargain. Its massive, full-width chrome bumper was divided into two openings. It looks like it could eat a 1970 Coronet and spit out its slant six in disgust. Not subtle or understated—exactly why the Gran Fury rules.

1968 AMC Ambassador

Last but not least, we have the AMC Ambassador. Perhaps the most overlooked full-size on this list, the Ambassador has gorgeous lines and offers up a 390-cubic-inch V-8 engine. I just love the bulges in the fenders and quarter panels that match the bumpers, and the stacked taillights that almost mirror the headlights. The next-generation Ambassador, with its beautiful roofline, deserves an honorable mention, as well. It, too, had 390 power initially, giving way for the 401.

You won’t have trouble rebuilding or hot-rodding an AMC V-8 to keep up with any of the other V-8s on this list, but an Ambassador might prove trickier to restore. It still sounds like a worthwhile endeavor, especially for an AMC loyalist.

***

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Stephen King taught us some important lessons while ascending to his rightful place as America’s most prolific author of horror and supernatural fiction. For instance: don’t dump pig’s blood on Carrie, never stay at The Shining’s Overlook Hotel (Here’s Johnny!”), and for goodness sake, tread lightly when dealing with a 1958 Plymouth Fury named Christine.

King’s characters didn’t have the benefit of hindsight, however, and their misfortunes still haunt many of us to this day. And for classic car lovers, no King story resonates quite like the “fear on four wheels” that we experienced on the pages of Christine—or better yet, in the 1983 film of the same name. Even the movie trailer raises the hair on the backs of our necks.

King takes the classic tale of boy-meets-girl to frightening heights when a geeky teenager named Arnie falls for a red Plymouth Fury with a sketchy past. Christine falls hard for Arnie, too, which would be roses and balloon drops if it weren’t for one tiny detail: the car is a killing machine with a long memory and a short fuse. Moral of the story: Never underestimate the fury of a Fury, particularly one that just…won’t…die.

As we hand out Halloween candy to all the little ghosts and goblins out there, here’s a little something for big kids: 10 things you may not know about the Christine movie:

1. More than 20 cars were required to play the role of Christine (anywhere from 23–28, depending on the source), and not all of them were Furys. Columbia Pictures placed ads across the country and gobbled up not only Furys, but Belvederes and Savoys, as well. The majority were used on screen, and the rest served as parts cars.
2. When filming wrapped, only a few unscathed cars remained, and they went on the road to promote the film before being sold to collectors. A fourth car also escaped the crusher and ended up in private hands. One of the movie cars sold for $198,000 at Barrett-Jackson’s Scottsdale auction in January 2015. By comparison, our Hagerty Valuation Tool lists the average value of a 1958 Plymouth Fury in #2 (excellent) condition at $47,700.
3. King said he chose a 1958 Plymouth Fury as the story’s central figure because it was a “forgotten car.” The fact that the model name seems to fit its angry disposition is purely coincidental. “I didn’t want a car that already had a legend attached to it, like the ’50s Thunderbird,” King said.
4. The movie’s opening scene, showing Christine moving along a Detroit assembly line, wasn’t in King’s book; screenwriter Bill Phillips added it. The movie, by the way, went into production before the novel was released.
5. Whenever Christine goes into a rage, the car’s windows are blacked out to accentuate its evilness, but the darkened glass also served a higher purpose—you couldn’t see the stunt driver. The problem was, those scenes were filmed primarily at night, which made it even more difficult for the driver to see.
6. The illusion of Christine regenerating herself was created using hydraulic pumps inside the car that were attached to the sides of a plastic-paneled body double. The pumps sucked in the sides to create the damaged version of the car, and then the film was reversed, making it appear like the car was fixing itself.
7. The sound we hear from Christine’s engine isn’t a Plymouth Fury. Filmmakers recorded the engine of a 1970 Mustang 428 Super Cobra Jet and used that instead.
8. Speaking of memorable sounds, the F-word was used a lot in the dialogue, reportedly because executives thought no one would pay to see a horror film if it was rated PG, and there wasn’t enough violence to warrant an R rating.
9. Partly to save money, filmmakers cast unknowns in the lead roles, although Scott Baio and Brooke Shields were originally considered. Some better-known actors and actresses (recognizable today, at least) appeared in the film, including Harry Dean Stanton, Robert Prosky, and Kelly Preston. It was Preston’s third movie role; she was 20 during filming. Kevin Bacon, virtually unknown at the time, was offered the lead role of Arnie, but he chose to play Ren McCormack in the blockbuster Footloose instead. Well, that certainly worked out well.
10. If watching Christine gives you a sense of déjà vu, it’s because director John Carpenter also filmed 1978’s Halloween in the same neighborhood in South Pasadena, California, five years earlier. (Incidentally, Carpenter refused to attend Christine’s premiere, thinking his presence might be bad luck.)