It does, though, suffer from a few of the usual Miata drawbacks. First, you could roast a pig off the transmission tunnel of the car thanks to the hot exhaust manifold running inches from your leg. Second, it sucks on the highway, and third, it can’t fit much. “Much” in this case is my dog. We use him for testing all the time, but when he’s not providing valuable feedback (and a handy tax deduction), he needs to fit in my Miata, which, at 85 pounds, might be a struggle for him. So, I went out and bought a hammer, some nails, and set about a solution.

Can You Fit A Person-Sized Dog In A Miata?

The problem here is a pretty simple one. Beorn actually fits in the car upright, even with the roof up. However, his big ol’ fat ass doesn’t quite fit in the seat, though he still thinks he can. He fit just fine as a puppy, but he’s not one anymore. I figured the best way to fix this was to give him some more real estate. That means doing one of two things: pulling out the passenger seat or extending it. Seeing as I do have a few friends (somehow), I opted to keep the passenger seat.

I figured I could extend it, making the seat mostly flat and giving the dog somewhere to put his front legs and torso when lying down. Otherwise, he’s liable to try to lie across the console. Not ideal for shifting gears.

How I Made My Mazda’s Wooden Seat Extension For Pets

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The idea’s pretty simple. First, I measured the height of the seat’s leading edge closest to the dash, then picked out some plywood and measured its thickness, subtracting the two to give me the length of the legs I’d need. Here’s the best part: I did all this for free. Home Depot locations will let you scavenge some scrap wood, and as I only needed about eight inches of wood, they were happy to let me have at some 2×4 scraps, which I also had cut to size.

For the plywood base, I got lucky, having found a piece that just needed some trimming up at my dad’s. We used his sawhorse, saws, and power sander to speed things up, but I could’ve probably done all this with a cheap hand saw and some sandpaper. Admittedly, I overbuilt the thing. With the 2x4s mocked up, I was able to stand on the extension. It held 165 pounds and could easily hold the dog. Finally, I attached the legs with some huge 3-inch wood screws and a few rounds with a nail gun. I could’ve upholstered it, but I had a spare blanket lying around.

With the blanket and the extension in, there’s just enough room for some shorter journeys. My only concern is the front airbag location, so I turn it off, which Mazda lets you control manually with the ignition key in the center console. All told, I think I might have spent $80 on the supplies and tools had I done it all from scratch, but I was able to get it done for $Free.99.

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It was already an older car, but those weekend drives lit a fire that has yet to go out. Decades later, the GranCabrio and its fixed-roof cousin, the GranTurismo, bring back some of that feeling. Fortunately, this isn’t simply nostalgia doing the heavy lifting. My GranCabrio Trofeo had an exceptionally persuasive argument under its hood.

Powertrain and performance

The Trofeo’s 3.0-liter twin-turbocharged Nettuno V6 produces 582 horsepower and 479 pound-feet of torque. That’s a 40-horsepower increase over the previous model year. Maserati’s patented pre-chamber combustion technology has motorsport roots, while cylinder deactivation helps manage fuel consumption when you aren’t exercising all those Italian horses. There’s no hybrid system here, just a muscular engine with a rather enthusiastic exhaust.

An eight-speed automatic sends power through a rear-biased all-wheel-drive system, with an electronically controlled limited-slip rear differential helping put it down. Maserati claims 0–60 mph in 3.4 seconds and a 196-mph maximum. The Trofeo also gets standard staggered forged wheels measuring 20 inches up front and 21 inches at the rear. This is serious performance hardware beneath a body that looks perfectly happy parked outside an expensive lunch.

The transmission isn’t a dual-clutch unit, but its quick shifts suit the engine beautifully. Acceleration feels immediate and sustained, accompanied by an exhaust note that makes the corners of your mouth rise involuntarily. Some cars need simulated sound to manufacture excitement. This one appears to have hired an angry Italian tenor.

Ride and handling

What impressed me most wasn’t simply the speed. It was the GranCabrio’s ability to settle down when I stopped asking for it. In GT mode, the ride is comfortable enough to support the grand-touring promise. Select Sport or Corsa, and the car becomes more insistent, with sharper responses and a considerably less discreet soundtrack. Standard adjustable air suspension helps reconcile those personalities.

Despite the large cabin opening, the structure feels stout through the corners. I didn’t get the impression that the front and rear were debating separate travel plans. Steering response is precise, and the weighting feels appropriate, although I would appreciate more feedback through the wheel. The car tells you where it’s going clearly enough; I simply wanted a little more conversation about the pavement.

This is still a substantial four-seat convertible, so expecting lightweight roadster behavior would be unreasonable. Nevertheless, it changes direction with confidence, and its rear-biased character keeps the experience entertaining. More importantly, it doesn’t demand that you drive aggressively to enjoy it. A relaxed coastal cruise can be just as rewarding as a winding road.

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Exterior and interior design

I haven’t loved every Maserati convertible from the past few decades. Some looked a little too bulky or overly concerned with announcing their grille. The current GranCabrio gets the proportions right: a long hood, flowing shoulders, sculpted flanks, and a neatly resolved rear incorporating four exhaust outlets. The updated nose sharpens the appearance without overwhelming the rest of the car.

Related: BMW vs. Lexus vs. Mercedes-Benz: Which Brand Has the Happiest Owners?

It looks expensive without appearing desperate to prove it. That’s an increasingly rare skill.

Inside, the material quality and overall fit impressed me. My test car’s bright contrasting stitching drew mixed reactions, but it didn’t bother me. There are plenty of ways to personalize one, and I would rather see somebody exercise a little imagination than order another six-figure vehicle in Accountant Gray.

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The back seats also deserve attention. These are usable accommodations rather than upholstered suggestions. Average-size passengers can fit, provided those up front cooperate with seat positioning. I wouldn’t put an NBA center back there, but bringing friends along is a realistic proposition. That gives the GranCabrio a useful distinction from strictly two-seat roadsters.

Luggage requires more discipline. Maserati lists approximately 6 cubic feet of trunk capacity for the combustion models, with less space available when the roof is lowered. Pack soft bags and leave the oversized suitcase at home. The fabric roof opens in approximately 14 seconds and closes in around 16, and it can operate at speeds up to 31 mph. Standard Trofeo neck warmers help extend the open-air season.

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Infotainment system conundrum

The cabin’s screen arrangement includes a 12.3-inch central touchscreen and an 8.8-inch lower comfort display, alongside a separate digital instrument cluster. The layout looks sophisticated, but looking sophisticated and being convenient are two different assignments.

My main complaint involves the relationship between the lower touchscreen and the push-button gear selector. Reaching for a gear with my ham-fisted mitts occasionally resulted in an unintended climate adjustment. I wanted Drive, not a warmer backside. The buttons are attractive, but I would happily exchange some visual drama for a conventional gear lever and dedicated climate controls.

Related: Bugatti CEO Says a Manual, 986-HP Tourbillon Is Possible

The touchscreen roof operation also feels unnecessarily fussy. Having to locate and slide an on-screen control requires more attention than I think this task deserves. A proper switch would do nicely. The Android-based operating system isn’t inherently a problem for an iPhone owner; my frustration concerns the interface and control placement.

Final thoughts

Maserati lists the 2027 GranCabrio Trofeo from $176,200, before destination and options. That’s serious money, and personalization can push the total well beyond $200,000. The broader lineup offers a 483-horsepower gasoline version, while the electric Folgore delivers 751 horsepower for buyers who want their Italian grand tourer with a charging cable.

For me, the Trofeo supplies the right combination. It’s fast, comfortable, attractive, and engaging without requiring constant effort. The screens need refinement, and nobody will mistake the trunk for a family vacation solution, but those shortcomings don’t extinguish its appeal.

My father’s Indy taught me that a car could make an ordinary weekend feel special. The GranCabrio Trofeo understands that assignment. Fortunately, it also brings 582 horsepower to class.

Related: Genesis GV70 vs. Maserati Grecale: Sensible Luxury Meets Italian Temptation

What Is It, Exactly?

Underneath, it’s still a real Jaguar. The donor is a pre-facelift F-Type roadster with the supercharged 3.0-liter V6, rated at 380 horsepower and 339 lb-ft, and the rear-drive mechanicals are unchanged. What’s new is the body. Callum’s kit uses flax-based composite panels, a redesigned front bumper with aero flaps, wider fenders and bronze five-spoke wheels, all in a Tonga Green finish, giving the “Flax Type” a distinct look and proposing the feasibility of flax-based composite as an automotive raw material.

The Farm Part

The materials come from Clarkson’s 1,000-acre farm in Oxfordshire, England. The cabin has tan leather from his livestock, carpets made from farm-reared sheep’s wool and tweed inserts. Clarkson showed it at the Villa La Massa Excellence event in Tuscany, where he appears to have won a trophy. No direct quotes from him about the project were available, and the cost hasn’t been disclosed.

The Reaction

Most people like the spec, but whether the flax panels can ever be more than a one-off is unknown. Clarkson hasn’t said, and neither has Jaguar. But the fact that the “Flax Type” exists proves that it may deserve some looking into as a sustainable alternative to the materials used on modern cars.

The timing is interesting. Jaguar is in the middle of a very public reinvention, and a plant-based body kit on a gasoline V6 is about as far from its electric Type 01 direction as you can get. For now, it’s a one-off that grew in a field.

2027 Bentley Continental GT Supersports Convertible Looks Menacing

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Besides the fabric roof, the GT Supersports Convertible looks nearly identical to the coupe, but that roof makes all the difference. While the coupe has a shallowly raked rear windshield that gracefully culminates just short of the rear spoiler, the fabric roof on the convertible is flatter on top and drops away more sharply, with a steeper rake and thus a smaller rear window. Where the coupe’s roof ends, the convertible has a shutline for the panel that conceals the roof-folding mechanisms, and in profile, the effect is almost longtail-like (or perhaps even pickup-like?). That brings us to the other obvious change over the coupe: the side-skirts. Although the convertible has the same cutaway front bumper with aero flics directing airflow over the front wheelhouses, the drop-top seen here is missing the carbon fiber barge boards and skirts behind the wheel arches. That said, this is the first sighting of the Supersports Convertible, and it’s quite likely that more advanced prototypes will appear with new fenders and rocker panels. In every other respect, however, from wheelbase to overhangs, the Convertible is a dead ringer for the hard-top, retaining recessed bodywork aft of the rear wheels, a very chunky trunk lid spoiler, and sharp exhaust tips in an angular diffuser panel.

Bentley Conti GT Supersports: Big Power, Regular Battery

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The Bentley Continental GT Supersports Convertible is expected to have the same powertrain figures as its hard-top sibling, which means the drivetrain sends power exclusively to the rear axle through an eight-speed dual-clutch automatic and an electronically controlled limited-slip differential. And instead of a plug-in hybrid setup generating the juice, the Supersports relies on a 4.0-liter twin-turbocharged V8 developing 657 horsepower and 590 lb-ft of torque. Since the Convertible adds extra weight in the form of an electronic folding fabric roof, it’ll likely fall slightly short of the coupe’s 0-62 mph sprint time of 3.7 seconds, though the 192-mph top speed may carry over. Carbon-ceramic brakes, 22-inch forged wheels, and a titanium exhaust system from Akrapovič will also appear in the two-seater. Bentley offered just 500 Supersports coupes, but it remains to be seen whether the automaker will increase, maintain, or decrease the level of exclusivity with the Convertible. We’ll bring you more info as we get it, but we assume production will begin before the end of 2026 for the 2027 model year, and pricing will likely exceed the coupe’s near-$500k asking price.

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If you make a list of the best high-performance sedans, cars like the BMW M3 will inevitably appear, regardless of generation. The thing is, there are far more great performance four-doors out there, and we say the Giulia Quadrifoglio deserves to be there.

And what’s not to like about the Alfa Romeo? It’s got a Ferrari-derived engine wrapped in a sedan package, effectively making it a modern-day Lancia Thema 8.32. The difference is that the Giulia Quadrifoglio is rear-wheel drive, so you can get genuine tail-out action from it. It also helps that its chassis is genuinely well-balanced and the steering is wonderfully communicative.

A Solid Foundation

The Giulia Quadrifoglio is a great driver’s car, so it’s no surprise that its platform has been used in pretty special builds over the years. A recent example is the 55-SGT that turned the Giulia into a homage to the 155 DTM from the ’90s. Even Alfa Romeo had fun with the platform when it built the Giulia SWB Zagato as a one-off for a very special client.

Now, another coachbuilder wants to turn the sport sedan into something completely different. The coachbuilder’s name is Castagna Milano, and it reckons it can build a roadster out of the Giulia Quadrifoglio.

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The Plan

Castagna Milano has been around for nearly 180 years, evolving from building horse-drawn carriages to cars. It’s no stranger to bespoke vehicles, so building a roadster from a sedan is well within the company’s wheelhouse. The unique car doesn’t have a name just yet, but it should be revealed in due course.

That said, Castagna Milano needs a backer to make the project move forward. What you’re looking at isn’t the final product, but a 3D render of what it could look like if the build is allowed to proceed. But while we wait for that to happen, the coachbuilder has laid out some details of the car.

Its floorplan will be based on a Giulia, but the body on top will be completely different. The dash-to-axle distance has been stretched by nearly 13 inches, pushing the front seats back closer to the rear wheels. The design is bespoke, with a soft top for a true classic vibe. As for the engine, it’s the same Ferrari-derived 2.9-liter twin-turbo V6, so we’re expecting at least 505 hp and 443 lb-ft of torque. All it needs now is someone to fund this one-off project so it can hit the road.

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What It’s Worth Right Now

If you’re wondering what these C2 Corvettes are pulling in, Classic.com pegs the benchmark at just over $90,000 for the L75 (327/300) models from 1963 to 1967. Sales have bounced anywhere from $32,750 to a jaw-dropping $229,900, depending on how original, clean, or rare the car is.

A quick scan of current listings shows 1966 Corvette convertibles with price tags from $69,000 up to nearly $90,000. Sure, those are just asking prices, but they give you an idea of what sellers think these classics are worth.

Right now, bidding sits at $55,000 – well below the Classic.com benchmark. Of course, that number could climb, especially once buyers dig into the car’s originality and engine details. The final hammer price will tell the real story.

Condition and Details

The Corvette was originally finished in Silver Pearl before receiving black paint during a refurbishment completed around 2010. Its exterior retains the C2’s long hood, concealed headlights, sculpted bodywork, and chrome bumpers. A black replacement soft top complements the paint, while 15-inch turbine-style aluminum wheels with knock-off spinners and BFGoodrich gold-line tires add period character.

Inside, you get black leather buckets, matching trim, and a classic three-spoke wheel. There’s air conditioning, an AM/FM radio, an old-school analog clock, and lap belts for that period-correct feel. The gauges were redone and now show 570 miles, but as always with classics, the true mileage is a bit of a mystery.

Under the hood sits a 327 V8, reportedly rebuilt and bored out a bit in 2010. It’s got an aluminum intake, four-barrel carb, and those cool finned valve covers. Power goes to the rear through a four-speed manual, and the dual exhaust promises plenty of classic V8 rumble. You also get power steering and four-wheel disc brakes. The seller says the driveline is original and the car comes with a clean Illinois title, but if you’re serious, double-check those engine numbers before you bid.

The Offer

Interested in this Chevrolet Corvette Convertible? View the listing here.

What Makes the 1966 Chevrolet Corvette Convertible Unique

The C2 Corvette, built from 1963 to 1967, brought sharper lines and independent rear suspension to the party. The 1966 version kept the low-slung stance, hidden headlights, and unmistakable curves. Go for the convertible, and you get all that plus the wind in your hair.

This particular car mixes those classic looks with a small-block V8 and a stick shift. The black-on-black combo, gold-line tires, and turbine wheels scream 1960s cool, while air conditioning and power brakes make it a bit more livable. The engine rebuild is a plus, but as always, make sure you know exactly what’s under the hood.

Final Thoughts

This Corvette brings together classic looks, V8 muscle, and a four-speed manual – pretty much the holy trinity for C2 fans. With its freshened-up parts and period-correct gear, it’s definitely one to watch if you’re hunting for a convertible.

Just keep in mind: the true mileage is a mystery, the color isn’t original, and you’ll want to double-check the engine specs. Get an independent inspection and make sure everything lines up before you throw your hat in the ring. At $55,000, it’s under the usual benchmark, but the final price will come down to the auction’s last seconds and what’s really under the skin.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

In many ways, the BMW M2 is the true spiritual successor of the E30 M3. Given that modern M3s are the size of older M5s now, it was only natural that the M2 eventually inherited the sport compact coupe mantle. Yes, it’s still bigger than the original E30, but it’s still properly small by today’s standards.

But the M2 wouldn’t have been possible without the original 1 Series. Initially only offered as a hatchback, the coupe eventually joined the range. Perhaps inevitably, BMW M thought it was best to stick with the N54 turbo inline-six from the 335i, then proceeded to give it even more power. Not content with that, it added a unique suspension setup, plus a set of fatter fenders for good measure. The result was the 1M, the car that would eventually spawn the M2.

One Body Only

The one and only 1M was available in any body style as long as it was a two-door coupe. If you wanted a go-fast 1 Series with a different look, your best bet was the 135i in either E87 hatch or E88 convertible form. Now, a 1M hatch or convertible would’ve been a neat idea, but alas, never came to fruition.

Of course, we’ve seen people try to turn 135i hatchbacks and convertibles into 1Ms by adding more power, as BMW never made these from the factory. We’ve also seen more extreme 1M swaps, where some folks drop in the S65 engine from an E90/E92 M3 into the small coupe, giving it V8 power.

But someone had the wise idea of turning the E88 1 Series convertible into a 1M. But not content with that, it then received a V8 from a contemporary M3. The result is a truly interesting build that no one at BMW M had ever drummed up.

A 1 Like No Other

PistonHeads spotted this interesting build, and it’s one of the few 1 Series Convertibles that have been fettled. We have to give props for choosing an unusual platform, but that makes it all the more unique. For the most part, V8-swapped 1Ms have been coupes, or from time to time, hatchbacks.

It started out as a 120i Convertible, and it’s a brave platform choice, since top-downs are inherently compromised. It’s not as rigid as anything with a fixed roof, but then again, that never stopped BMW M from making performance ragtops. The thing is, the 1 Series convertible was never built to handle heaps of power, let alone accommodate a V8. It doesn’t make sense, but that doesn’t make it any less awesome.

Would tuning a 135i Convertible be easier? Absolutely, but where’s the fun in that? Also, this particular car is for sale and it can be yours for £56,500 or about $75,300. You can buy cheaper cars that go much faster, but this one-off build makes you stand out.

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Over the years, we’ve seen quite a number of neat engine swaps on MX-5s. There have been V6 swaps that have turned the flyweight roadster into a rocket, and even more insane conversions that threw in a V8. Of course, there have been rotary-swapped examples, too, and we wouldn’t be too surprised if anyone’s built a diesel one, either.

If anything, the MX-5 has been a great blank canvas for anyone who wants to go fast. While it does emphasize handling and dynamics over outright speed, it’s never stopped anyone from giving the roadster more punch. Its light weight also means that it actually doesn’t take much to send it flying.

Swap Like No Other?

But in the world of engine swaps, the only limitation would be one’s imagination and budget. For example, someone swapped a V8 into a first-generation MX-5. While that doesn’t sound groundbreaking per se, the manufacturer of said V8 engine will be of interest.

Instead of something like an LS or Coyote, Daddy Motors Works from Japan went with a V8 of Italian origin. Under the hood of this particular Miata is a Tipo F131 V8 engine. Those familiar with Italian cars will know that engine, but for the common folk, that’s better known as the one that powered the Ferrari 360. Just when you thought you’d seen it all.

The Build

Daddy Motor Works is a shop in Japan that has made some pretty spectacular builds over the years. It specializes in mix-and-match swaps that pair some of the unlikeliest engines in many different cars. The man behind the shop, and the one making it happen, is Kunihiro Oto, and the story of how this build came to be is amusing, to say the least.

Speaking to Dino Dalle Carbonare, Oto-san said the Miata owner who commissioned the build initially wanted a Mazda V6 swap. However, there was a queue for V6 builds, so they pitched other engines, including an NSX V6 and, of course, an LS. When the owner suggested a Ferrari V8, something clicked, and here we are today.

The engine apparently came from a 360 that was in an accident. We bought it on Yahoo Auctions, and the build was definitely on. Of course, the whole thing was a challenge, but the result is a truly unique car and one that the world has probably never seen before.

The Car

It definitely doesn’t sound like any other Miata we’ve heard, and we’re pretty sure it sounds even better in person. But it’s the pulls that are a pure aural delight. Carbonare called it ‘intoxicating,’ and the car itself is wonderfully responsive. Interestingly, the F131 is apparently just 66 lbs heavier than a stock Miata engine.

We don’t know how much power it makes, but a regular Ferrari 360 Modena made 395 hp and 275 lb-ft. Acceleration times are surely quick, but the experience here is the far more important factor. It’s a manual, too, and it’s not from a Modena, either. Instead, it shifts with a six-speed unit from a GR86. And if you haven’t noticed, it’s a second-gen Miata with a first-gen front end plus a hood scoop straight from a Subaru WRX.

The suspension also gets a load of goodies, along with a custom exhaust, a bespoke interior, and high-level craftsmanship. What a build, indeed.

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I doubt many buyers will cross-shop them, but both cater to people who want exceptional performance, open-air luxury and a vehicle the valet will keep out front. They simply approach those goals differently.

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Powertrains and performance

Both use 4.0-liter twin-turbocharged V8s with Mercedes-AMG roots, although their tuning and drivetrains produce distinctly different experiences. The Maybach delivers 577 horsepower and 590 pound-feet of torque through a nine-speed automatic and fully variable 4MATIC+ all-wheel drive. Mercedes estimates 0–60 mph in 4.0 seconds and electronically limits top speed to 161 mph. Its published curb weight is 4,409 pounds. That’s a substantial amount of rolling indulgence.

The Vantage S Roadster produces 670 horsepower and the same 590 pound-feet of torque, but sends power to the rear wheels through a rear-mounted ZF eight-speed automatic. Aston Martin quotes 0–60 mph in 3.4 seconds and a 202-mph maximum speed. An electronic rear differential, adaptive dampers and wide Michelin Pilot Sport S 5 tires help turn that enthusiasm into something usable.

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Those mechanical differences become obvious immediately. The Maybach feels substantial, and that is part of its appeal. It wafts along the highway with the confidence of something that expects traffic to accommodate it. Call upon the AWD system in a corner, and it delivers reassuring traction, but the car’s mass remains apparent. It handles well; it simply prefers a flowing road to one that constantly changes its mind.

The Aston Martin feels more eager. Its steering, power delivery and chassis encourage involvement, and the engine sounds suitably enthusiastic about the assignment. It’s aimed at the sports-car crowd, including buyers considering Porsche and Ferrari, rather than someone whose main requirement is arriving without disturbing their hairstyle.

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Exterior and interior design

Aston Martin has been on fire with its styling, and the Vantage S Roadster is beautiful from practically every angle. The aggressive grille, sculpted body, and purposeful rear treatment match its intent. It looks fast sitting still, and it looks even better with the roof down.

Who doesn’t appreciate something beautiful that’s topless? In terms of cars, people.

Its Z-fold roof opens or closes in just 6.8 seconds and can operate at speeds up to 31 mph. That is exceptionally quick, and useful when the weather decides your open-air afternoon needs a surprise ending.

The Maybach makes a louder visual statement despite being the quieter car to drive. I like its Mercedes-Benz star hood ornament, but there is no shortage of Maybach identification elsewhere. The patterned acoustic soft top and available monogrammed hood look like they belong in the same showroom as an exceptionally expensive designer handbag.

Some people will find that endearing. Others will wonder whether the car has a sponsorship deal with itself.

The illuminated grille, rose-gold headlight accents and Crystal White Nappa leather reinforce the theme. Inside, nearly every surface seems wrapped in something lovely to touch, and the seats are magnificent. It feels indulgent because it is indulgent. The suspension’s active hydraulic roll stabilization and standard rear-wheel steering add useful engineering beneath all that ornamentation.

The Aston’s cabin is more restrained and more focused on the driver. Its interior design has finally caught up with the exterior, with attractive materials and controls that feel appropriate for the price. The seats are supportive, although they don’t deliver the Maybach’s pampering. That suits the car’s priorities, even if my large American frame occasionally appreciates a little extra cushioning.

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Technology: lovely until it needs a reboot

The Maybach’s MBUX system combines a digital instrument display with a portrait-oriented central touchscreen. I found parts of the interface clunky, but I appreciate the electrically adjustable screen angle. Reducing glare with the roof down is a practical feature in a car otherwise packed with decorative flourishes.

The Aston uses a 10.25-inch touchscreen and retains useful physical controls. Apple CarPlay Ultra extends its integration into the driver display, making it more ambitious than simply putting phone apps on the center screen.

Related: Porsche Really Doesn’t Want You to Buy a Manual 911

Unfortunately, my experience included glitches and a system issue on the highway that required me to pull over safely and restart the vehicle. It went into limp mode. I can’t determine from that incident whether the fault originated with CarPlay or the car’s software, but I can tell you it interrupted an otherwise excellent drive.

At this price, “have you tried turning it off and back on?” should not be part of the ownership fantasy.

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Pricing and personality

Neither car is remotely inexpensive. The Maybach starts in the mid-$220,000 range, while the Aston occupies roughly quarter-million-dollar territory before personalization. Options can move either substantially higher, particularly when buyers begin exploring bespoke paint, leather and trim.

Still, the prices make more sense when you consider the audience. These are emotional purchases. The Maybach is built to make its occupants feel pampered and conspicuous. The Aston is built to make the driver seek a longer route home.

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Final thoughts

I usually prefer reviewing vehicles people can realistically afford. Still, occasionally getting to drive machines like these feels like a holiday, and I’m grateful for it. Both cars are remarkably indulgent and an utter joy to drive in their own right.

Both make an entrance. Both have extraordinary engines, distinctive designs and enough presence to earn prime valet parking. The Maybach was a huge hit when I brought it to Beverly Hills, where it looked entirely comfortable among people who consider designer luggage an everyday necessity.

Related: 2028 Mercedes-Benz GLA-Class In The Metal: See The Revamped Crossover From Every Angle

My choice is the Aston Martin. Despite the software interruption, it delivered more entertainment and a style of luxury that suits me. The Maybach would be ideal for someone who values comfort and ceremony above sharper handling.

They both make you feel special. I prefer feeling special on the way to the restaurant rather than when I arrive.

Related: Lucid Air vs. Lucid Gravity: Sleek Sedan or Family Spaceship?

What It’s Worth Right Now

If you’re wondering what these go for, Classic.com pegs the average price for a 1967–1968 Shelby GT350 at about $130,000, based on nearly 200 sales in the last 14 years. For 1968s specifically, the average jumps to $166,065, with prices swinging from $106,700 all the way up to $275,000. Of course, condition, originality, and options can send the numbers all over the map.

There’s a lot to like here: Highland Green paint, a powered soft top, factory paperwork, and a long-term owner who clearly cared. The seller is throwing in a Deluxe Marti Report, service records, the original owner’s manual, spare parts, and even the wheels, covers, and tires that came off the car. The Marti Report nails down the March 5, 1968 build date and confirms the original gear.

A tentative fair-value range of $110,000 to $160,000 seems reasonable, subject to an inspection and verification of originality. However, the broader market figures do not establish an exact value for this particular convertible. Its current $55,350 bid is below that estimate, but the auction still has time to run, so the final price could change considerably.

Condition and Details

Outside, you get the full Shelby treatment: GT350 stripes, a fiberglass hood with real ram-air scoops and hood pins, quarter-panel scoops, a ducktail spoiler, and dual exhausts. It rides on reproduction Shelby 10-spoke 15-inch wheels with Cobra caps, wrapped in 215/65 BFGoodrich rubber. The original wheels, covers, and tires? Those come with the car, too.

Inside, you’ll find black vinyl seats with knitted inserts, plus woodgrain trim splashed across the dash, doors, wheel, and consoles. There’s a tilt-away steering column, AM/FM radio, analog clock, and Stewart-Warner gauges. The odometer shows 26,002 miles, with the title backing up the mileage. Since 2003, the seller has barely added 150 miles.

Under the hood, you get a 302 V8 rated at 250 horsepower and 310 lb-ft of torque, paired with a C-4 three-speed auto and a 3.50:1 rear axle. Power steering, front disc brakes, rear drums, and the factory Extra Cooling Package round out the spec sheet. Recent work covers a rebuilt master cylinder and Holley carb, fresh brake parts, and some new exhaust sections. Still, a pre-purchase inspection is a smart move to check the mechanicals, paint, and originality.

The Offer

Interested in this Ford Shelby Mustang GT350 Convertible? View the listing here.

What Makes the 1968 Ford Shelby Mustang GT350 Convertible Unique

The 1968 Shelby GT350 mixes classic first-gen Mustang looks with Shelby touches like the hood, stripes, spoiler, and Cobra badges. Only 404 convertibles were built that year, making this a rare breed. The powered soft top gives it a vibe all its own compared to the usual fastback crowd.

With a 302 V8 and automatic, you get a true late-60s driving feel – no stick shift required. Factory docs, long-term ownership, and the Marti Report all sweeten the deal for collectors. But just being rare isn’t enough; originality, maintenance, and condition are what really set the value.

Final Thoughts

This GT350 Convertible checks a lot of boxes: Highland Green paint, a powered light top, and a V8 up front. The low miles and long-term owner make it worth a second glance, and the paperwork and spare parts are a nice bonus.

The current bid is still under the estimated value, but don’t count on that lasting. If you’re serious, dig into the records and give the body, undercarriage, and mechanicals a close look before deciding if the final price is a steal or not.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

You could say we mostly have a greyscale for cars rather than real color choices. That said, we’re starting to see a little more color in selectors, and we’re all here for it. We’re also starting to notice that green is slowly making a comeback in some color palettes, which is a welcome addition to the choices.

Mazda has a new color called Zinc Green, and we have to say it looks fitting on the MX-5. Surprisingly, Mazda nearly didn’t include that choice in the roadster, as it was originally intended for SUVs.

How it Started

Turns out, Mazda North America requested ‘strong green,’ at least according to Kito Seno. Seno is currently the chief designer of CMF at Mazda’s design department. In other words, he’s the person behind what colors, materials, and fabrics go into the brand’s cars.

In an interview with Japanese publication Response, Seno said that Mazda America was ‘looking for an outdoor-like, tougher, yellowish color that would suit the CX-50.’ It seems yellow turned green, as they wanted a shade that gave an air of quality. Translated from Japanese, the designer said, “We didn’twant a typical outdoor color that you see everywhere. Mazda has a lot of sporty cars, so we thought about a concept that would suit them, and that’s how we arrived at airplane paint.”

Matcha Latte

Mazda had intended to make a different new color for the MX-5. At first, Zinc Green looked good on the SUVs, but when the company tried it on the MX-5, it was deemed ‘too soft.’ Turns out, green was hard to match on the MX-5. It looked more like blue on a ‘cool’ day and much lighter on a summer’s day.

To compensate, Seno added a hint of blue to give it a cooler hue and stay consistent under varying lighting. The black wheels were also a deliberate choice, as one Mazda executive had something to say about them. Originally, it was to be paired with gunmetal wheels, but someone pointed out that ‘it looks like a matcha latte.’ The black wheels also presented an odd challenge, as sensors in the assembly line couldn’t detect them. It was eventually resolved, though, but it sure looked like there was a lot of behind-the-scenes drama just to make everything happen.

Still, we’re glad Zinc Green made it to most of Mazda’s lineup. And now that we know its backstory, it sure makes this color a lot more interesting, as well as what goes into choosing colors for cars.

These vehicles were or are all based on crossovers or SUVs, and not passenger cars, as it would make sense to start with a more ruggedized platform if you’re going to compromise its integrity by chopping off the roof. Even the tiny little Suzuki X-90 was RWD and based on the Vitara crossover. Passenger car-based crossovers are never convertibles; just think about years of Audi Allroad, Subaru Outback, Volvo V Cross Country wagons, and more. But there’s one coupe that was turned into a crossover in Wisconsin and sent to Florida to have its top sawn off.

The Lesser-Known AMC Sundancer

The AMC Eagle has been regaled for its virtues in these pages before, and it turns out that American Motor Corporation was visionary in launching the world’s first crossovers all the way back in 1979. The greater Eagle lineup comprised crossover sedans (below left), wagons (below right), coupes, a subcompact SX/4 liftback, and even a 3-door hatch Kammback.

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It was supposed to be the perfect antidote to the second oil shock, providing Americans with SUV-like all-road ability without the expense, weight, and fuel consumption. It was fairly popular in wagon format, with nearly 119,000 sold, but the crossover format would only explode in popularity in 1996 with the launch of the Toyota RAV4.

The Eagle sedan hardly cleared 27,000 units in all its model years combined, and the other body styles were even less popular. Which brings us to the low-volume Eagle Sundancer (above), which was built for only two model years, and of which only around 200 units were ever sold, even including the Sundancer variants of the Concord compact passenger car on which the Eagle was based.

Jack Griffith Enters the Picture

Born in 1926, Andrew Jackson “Jack” Griffith was a true character in American automotivedom. A WWII veteran and a well-known Long Island, New York Ford dealer, the automotive entrepreneur became acquainted with the British TVR sports cars through his SCCA racing involvement and thought a TVR Grantura (below left) could form the basis of a car that could be quicker and cheaper than the AC Cobra. 

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Jack drove to Dearborn with his converted Grantura with a Ford V8 in it in 1963 to pitch the idea to Ford executives. He secured a deal with Ford for the engines and with TVR for the cars, and the TVR Griffith was born. Jack would become involved in various coachbuilt convertible conversions through his Griffith Company, including for the Toyota Celica, and AMC would contract him to make a convertible variant of its Concord and Eagle coupes.

Road Trip to Florida!

This is how Eagle coupes built in Wisconsin were sent to Florida, where the Griffith Company was based, to be turned into convertibles. Well, calling it a targa top would be more accurate, as Griffith realized that, in order to retain sufficient structural integrity for what was, after all, a unit-body vehicle that could go off-road, he needed to apply not only the necessary steel-tube under-body bracing, but also retain a B-pillar connected via a roll-bar, offering rollover protection and seatbelt mounting points.

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The removable roof was made of fiberglass, and behind the roll bar was a folding soft top, turning the Eagle into a convertible without the restriction of a T-bar and rear glass the typical T-top cars of the era had. Cars could be ordered straight from AMC dealers, upon which the automaker would send coupes to Fort Lauderdale, FL, to be returned to Kenosha as Sundancers. The conversion added $3,750 to the car’s price, and this later increased to $4,000.

All in Ruins

At that cost, the Sundancer was a failure, selling only around 200 units, and it ruined Griffith’s plans to open a conversion facility in Wisconsin and left him unable to even retool for the convertible versions of the upcoming new Toyota Celica. It didn’t help that convertibles became more commonplace in 1982 and provided competition in the form of the latest convertible versions of the Chevy Cavalier, Chrysler K-cars, and Ford Mustang. The Griffith Company was sold in 1982 after the second year of Sundancer production, and all production records were lost, so we don’t know how many of the total estimated 200 units were Concords (below) or Eagles.

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Final Thoughts

So the sad story of a convertible that ruined its maker is also the story of a unique car, and a monument to the effort and engineering that went into creating it; not only AMC’s creation of the very first line of crossovers on the underpinnings of the humble Concord compact passenger car, but the Griffith Company’s considerable work in turning it into a convertible without a roof or even as much as a T-top for structural purposes.

This makes the Eagle Sundancer one of the most unique cars in the world, as well as one of the rarest, with production numbers lower than those of coveted collectors’ cars such as the Ferrari 288 GTO and McLaren P1. It’s just another example of American ingenuity that was responsible for a true automotive unicorn.

Porsche Bets Big On Itself

There’s no doubt that the return of combustion-powered versions of the 718 Boxster and Cayman would be welcomed by several enthusiasts, but Porsche is betting that it just needs to get buyers into the dealership and take a test drive. As noted by Automotive News, Porsche’s VP of Vehicle Architecture and Characteristics, Robert Meier, said that Porsche’s 800-volt E-Core Architecture will make the electric 718 twins even better balanced than their gas predecessors, which had a weight distribution figure that placed 59 percent of the vehicles’ mass in the rear. For the 718 EVs, the battery pack isn’t a large under-floor protrusion, instead being made of three modules across two levels in the same place that the engine would have been. “This allows us to achieve a balanced weight distribution with 55.2 percent of the vehicle’s weight on the rear axle, while also lowering the center of gravity,” said Meier. He also pointed out that the battery’s design contributes to torsional rigidity improvements and greater stiffness, and the driving position remains low and near the middle of the chassis, reportedly helping preserve Porsche dynamism. So what about even a small run of high-performance gas 718s? Leiters was unequivocal in his response: “We won’t do that. We will stick with the electric car.” The first full year of production will be 2028, which means a launch will happen before the end of 2027. Does the strategy indicate that Porsche plans to go electric everywhere? Fortunately not.

Porsche CEO: No All-Electric 911, But Other Developments Considered

Although the 911 range now features electrification with the T-Hybrid-powered GTS and the similarly designed Turbo S, Leiters says that’s as far as Porsche will go. “I can assure you, the 911 will never be electric,” he said. If Porsche follows the same playbook it did with the Macan, which became all-electric only to have a newly-named combustion-powered successor enter development to take advantage of its shortcomings on the sales charts, Porsche will still be keeping an eye on a gas 718, but the reality is that an electric 718 makes a gas 911 easier to accommodate. Porsche will launch the electric Boxster and Cayman first, and if they find loads of buyers, Porsche will sit back smugly. If the alternative happens, we wouldn’t be surprised to hear Porsche announce a new mid-engine offering with a new name, likely featuring six-cylinder engines and exorbitant price tags as the automaker tries to make more money from fewer cars. Until then, Porsche may already have something in the pipeline for collectors seeking something special, with a new Mission S supercar teased, potentially getting an eight-cylinder engine. We’ll bring you that reveal in the coming days, so stay tuned.

Just don’t make the mistake of thinking the LC 500’s story is over. Now that the production run has ended and Lexus no longer builds a V8-powered vehicle, the slinky grand-tourer is even more desirable. It wasn’t just me calling it’s collectibility on the interwebs, it was largely predicted that pre-owned versions would draw a lot of attention from buyers. Here are a handful of examples that show how special the vehicle has become in the hearts of collectors.

2026 Lexus LC 500 Inspiration Series – $128,000 (So Far)

The 2026 Lexus LC 500 Inspiration Series Coupe was a very limited run of 550 cars finished in Smoke Matte Gray with a white and black interior. Prior years were also limited production with special paint finishes and interiors. This one has only 200 miles on the odometer and comes by way of Cars & Bids. It comes with 21″ forged wheels, a limited-slip differential, active rear steering, a carbon fiber roof, carbon fiber spoiler, heated and ventilated leather seats, a head-up display, and a Mark Levinson sound system.

This one is #425 of 550 units made in 2026 (including coupes and convertibles). It went live at the Willow Springs Reimagined as part of the Cars & Bids Willow Springs Collection, and there are nine days remaining with a current bid of $128,000. It has already exceeded its $123,889 sticker price with over one week remaining for the auction. It will, undoubtedly,

2023 Lexus LC500 Coupe – $117,500

This red 2023 LC 500 Coupe recently sold on Bring A Trailer for well above its $94,450 MSRP when new three years ago. This is before the facelift that refined the exterior, improved the infotainment screen and interface, as well as removed the much-maligned trackpad controller. Yes, the mileage is extremely low for a three year-old pre-owned version, but $20k over retail is an impressive sales price, nonetheless.

The vehicle is, essentially, new and the condition is excellent. Even the interior looks like it hasn’t even been occupied. This version received the optional Infrared paint, the premium Mark Levinson sound system, the All-Weather Package, a Head-Up Display, triple-beam LED headlights, a retractable rear spoiler, and Adaptive Variable Suspension. It’s not even an Inspiration Series model, so the commanding price over the original $107,460 sticker is even more surprising.

2022 Lexus LC500 Convertible Inspiration Series – $131,000

Even rarer than this year’s Inspiration Series, this low-mileage LC 500 Convertible Inspiration Series just sold for a cool $131,000. It’s #123/150. Clad in Iridium paint over Black & Dark Rose leather upholstery with a Dark Rose power soft top, this model will turn heads. Of course, underneath that long Grand Touring hood is the mellifluous 5.0-liter V8 and 10-speed automatic transmission.

This model also comes with a Torsen limited-slip rear differential, Adaptive Variable Suspension, 21″ two-tone multi-spoke wheels, heated and ventilated power-adjustable front sport seats, a head-up display, a Mark Levinson sound system, Enhanced Active Noise Control, and dynamic radar cruise control. The original price of the car was listed at $116,470, so the substantially higher winning bid price for a four year-old car reflects the LC 500 Convertible’s collectibility.

Final Thoughts

These three examples are evidence that the Lexus LC 500 could be a future collectible classic. Thanks to its rare naturally aspirated 5.0-liter V8, rear-wheel drive dynamics, concept car styling, lounge-like cabin, and impeccable craftsmanship, it’s unmatched for the price. Enthusiasm for the car right after the end of its production isn’t tantamount to a wise invesment, but the LC 500 is truly a unicorn in a herd of lesser beasts. It combines design, V8 sound, and artistic character in a way that will probably never be replicated as a mainstream production car.

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But the first-generation R170 Mercedes-Benz SLK would bring the hardtop convertible into the mainstream in 1996 with its innovative steel Vario Roof, which collapsed into two stacked pieces to save space and retain some trunk volume even with the roof down. The hardtop convertible had finally come of age, and Mercedes sold more than 300,000 examples. I went back in time and tried a facelifted SLK 320 to see what all the hype was about, a model you can get used in good condition for around $10,000 to $15,000 today.

Exterior Styling: Classic Roadster Proportions

With that long hood and stubby tail, the SLK has classic roadster proportions, and it’s impossible to tell that it sits on a shortened W202 C-Class floor pan. It’s less than 158 inches long, so its Sportlich, Leicht, Kurz (sporty, light, short) name is fitting. The R170 borrows two features from the 1954 300 SL’s playbook: the dual power domes on the hood and the 94.5-inch wheelbase. It was essentially a return to the compact proportions of the original SL convertible, at a time when the ’90s R129 SL had become a much larger, heavier touring car – a role it may be reverting to in the future.

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The ballet of the folding steel top must have been space-age stuff in 1996, and it does its job in 25 seconds, fully stowing or erecting under the back-hinged trunk lid. Unlike modern cars, though, you need to be at a standstill to operate it. The wind deflector is a net stowed behind the seats that requires quite a bit of effort to pull tight across the roll bars and secure in place manually before you can go al fresco. You’ll appreciate the unobstructed view out, which is one of the advantages of driving a convertible, along with unlimited headroom when the roof is down.

Interior: Delight and Disaster

The cabin looks the part for a Mercedes roadster, with a classic Merc center stack. Given the cost to develop a mass-market roadster with a folding hardtop, Mercedes cut costs in the cabin and tried to cover it up. The dashboard structure is pleasingly solid, but only the dash top is soft-feel, and the rest is hard plastic with a soft matte coating. It’s solid enough, save for the hollow-feeling cubby lid, but that fancy matte coating comes off after a few years, exposing the black base plastic underneath. It looks truly horrible in cars with interiors in any color other than black (see red interior below), where the color coating peels and the black base plastic is exposed. It’s a universally known R170 problem, and it’s hard to imagine what the Mercedes engineer that signed it off was smoking.

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My tester’s owner would have preferred a snazzy red interior, but the black interior of his SLK 320 ended up being its saving grace. He spent hours scrubbing off the peeling coating from the center console, exposing the very similar-looking black plastic underneath, and if he hadn’t told me, I would have assumed this was just one impossibly well-kept R170 with a nearly immaculate cabin. This trick only works in an all-black interior, of course, and this matte coating will forever be the black mark against the R170, and markedly affects its used value. Trunk space of 9.5 cu-ft with the roof up is impressive for such a tiny car, but this is reduced to 3.6 cu-ft when the roof is folded down.

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Driving the SLK 320 V6 Automatic

The R170 SLK stands just 50 inches tall, and you duck well down to get in. Newer sporty convertibles such as the F23 BMW 2 Series feel like a sedan compared to this low-slung Merc. You sit right on the road, peering over that long hood with its seductive power domes, and it feels every inch the sports car. The 2000 facelift benefited from lowered suspension, sharper handling, and a stronger and more crashworthy structure (it achieved four EuroNCAP stars back in the day). With Mercedes’ famous multi-link independent rear suspension, the outright grip is prodigious as the SLK blasts flatly through the corners.

Contemporary road tests rated the BMW Z3 and Porsche Boxster higher for driver involvement, even if the Merc beat them on bald skid-pan g-forces. The grip limits are very high, but with the stability control switched out and the short wheelbase, it can let go suddenly and swap ends if you’re not awake. The recirculating-ball power steering predates modern rack-and-pinion systems and takes a lot of getting used to. Worst is the lack of feel and feedback, but the ratio is also overly sharp off-center, causing you to steer too much when diving into a bend and requiring corrections as you corner. Its inherent sensitivity can be regarded as a flaw but, to be fair, you get used to it after a few days’ driving, and then other cars tend to feel a bit flabby and slow on turn-in.

The pre-facelift SLK rode taller and was softer, but was criticized for not being sporty enough, so Mercedes shortened the springs and dropped the ride height of this facelift. It’s firm, grippy, and roll-free, but also rather abrupt over ridges, though still doing an admirable job of rounding off sharp ridges – certainly a lot better than the flex-prone and harsh Z3. The 3.2-liter naturally aspirated M112 V6 came with the facelift and put out 218 hp, good for a 0-60 sprint of 6.9 seconds with either the 6-speed manual or 5-speed automatic. 

Merc’s first-ever V6 engine, the M112 is unusual in having single overhead cams and three valves per cylinder, and no variable valve-timing system in sight, just a variable intake manifold that flattens out the torque curve to produce the full 229 lb-ft of torque all the way from 3,000 to 4,600 rpm. It’s a 90-degree block based on the M113 V8, so it has a balancer shaft to keep it smooth.

The overriding impression is one of smoothness and a solid wedge of torque that comes on stream instantly. The motorsports guys at Merc had a go at the exhaust design, and the V6 blares heartily when extended, pulling cleanly to its low 6,000-rpm limit. The good old 5G-Tronic auto in my tester slurs through the ratios unhurried and as if wading through warm honey, without a lurch or jolt, but slow enough to frustrate enthusiasts. It tends to suit the car’s cruiser role, but calls those sports-car claims into question once more. 

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Final Thoughts

The R170 SLK is an ambiguous car that perhaps makes more sense in pre-facelift format, when it was a premium roadster with a comfortable ride. The facelifted car gave it a harder edge and better handling, but retained the feel-less recirculating-ball steering and unhurried 5-speed auto, so it’s an odd mix of sporty and laid-back, without a clear identity. The 6-speed manual is interactive and fun, but one has to ask if that’s the right choice for a car that’s not really meant to feel like a Boxster anyway. The SLK 320 V6 is widely considered to be the most reliable R170 you can buy, with its bulletproof M112 V6 and 5G-Tronic auto.

Instead of chasing lap times, drop the roof, listen to the charming burble of the torquey V6, and cruise the boulevards and mountain passes with your favorite passenger. If the weather turns foul, it turns into a proper coupe with a decent trunk, far cosier and quieter than any soft top of the era. The major turn-off remains the trim coating in the cabin, and you may be in for some restorative work, the permanence of which may be questionable if you go for the extroverted cabin colors. 

Pretty as those are at first sight, I suggest sticking to a black cabin and removing the stupid coating in a DIY job, and nobody will be any the wiser. It’s the only major flaw in a landmark hardtop roadster that’s still a pleasure to drive today, 30 years after its birth. Get a clean one while you can, because the number of roadsters you can buy cost many multiples this used SLK’s price, and is steadily declining; there are only a few new ones left on the market.

What It’s Worth Right Now

The C4 Corvette has long been the budget-friendly ticket into classic Corvette ownership, but clean examples are finally getting their due. According to Classic.com, the average sale price for a base-model C4 is $13,183, with the cheapest basket cases going for $3,850 and the unicorns fetching up to $88,500.

This convertible stands out from the pack thanks to its low mileage, decades-long family ownership, original color combo, and that removable hardtop. Similar 1992-1996 C4 convertibles usually pop up in the $15,000 to $22,000 range, depending on how original and well-kept they are.

With just 51,000 miles and a stack of maintenance records, this one sits at the sharp end of the C4 convertible market. The no-reserve auction means things could get interesting—bidding might start low, but don’t be surprised if it climbs right up to where the best examples usually land.

Condition and Details

This Corvette wears Medium Quasar Blue Metallic paint over Arctic White leather, with a matching white soft top. You also get a removable hardtop for those days when you want a coupe look. Classic C4 touches are all here: pop-up headlights, integrated fog lights, quad taillights, and dual polished exhaust tips.

Inside, you get power-adjustable sport buckets in white leather, air conditioning, cruise control, a CD stereo with aux input, and that unmistakable C4 digital dash. The seats show some wear, and the listing says the audio system just got a fix in June 2024.

Under the hood, you’ll find Chevy’s 5.7-liter LT1 V8, good for 300 horsepower and 330 lb-ft of torque. Recent service includes a new water pump, thermostat, fuel pump, spark plugs, wires, and an upper radiator hose. Power heads to the rear wheels through a rebuilt four-speed auto and a limited-slip diff, with the transmission rebuild done in 2016.

The Offer

Interested in this 1992 Chevrolet Corvette Convertible? View the listing here.

What Makes the 1992 Chevrolet Corvette Convertible Unique

1992 was a big year for the C4, thanks to the debut of the LT1 V8. Compared to the old L98, the LT1 brought more power, better cooling, and a real boost in performance. With 300 horsepower on tap, the Corvette finally had the muscle to match its looks, but it was still comfy enough for a road trip.

This car’s story is another highlight: the seller’s brother bought it back in 1994, and it stayed in the family for almost 30 years before the current owner picked it up in 2023. Low miles, original colors, service records, and both convertible and hardtop setups make it a tempting find for anyone after an unmolested C4.

Final Thoughts

If you’re hunting for a C4 that hasn’t been hacked up, this one ticks all the right boxes. The mileage is low for its age, it’s still got the original LT1, and the recent maintenance covers the usual trouble spots.

With no reserve, the final price is anyone’s guess, but given the car’s condition, history, and options, it’s got what it takes to outshine your average C4 convertible. As the C4 generation finally gets some love, this is a solid slice of early-90s American performance.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

When Genesis took the covers off the X Gran Coupe and X Gran Convertible last year, jaws dropped. These weren’t just your run-of-the-mill design studies – they looked like they could roll straight into a dealership and steal the spotlight from anything else on the lot.

That’s no accident. Both concepts started life as the Genesis G90, the brand’s flagship luxury sedan, before getting a dramatic two-door makeover. The X Gran Coupe ditched the rear doors for a swoopy fastback look, while the X Gran Convertible reimagined the G90 as a fabric-roofed, open-air cruiser.

Genesis is keeping quiet about any production plans. But with these fresh US design patents, it’s clear the company wants to keep these shapes in its back pocket. Sure, patents aren’t a promise of production, but they do show Genesis thinks these designs are worth guarding in one of its most important markets.

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Patent Drawings Reveal Production-Like Details

The patent filings, published in August and first spotted by the Korean Car Blog, show both concepts looking almost identical to their debut versions. The drawings give us every angle: front, rear, side, and even top.

The X Gran Coupe patent puts the spotlight on its endless hood, low roof, frameless windows, flush door handles, and that sharp shoulder line slicing down the body. Up front, you get the signature Genesis Crest Grille and razor-thin Two-Line headlights. Out back, it’s all about a clean bumper, full-width taillights, and a subtle lip spoiler.

The X Gran Convertible keeps most of those slick details but swaps the hardtop for a soft roof. The patent sketches reveal a reworked rear deck for the folding top, a tweaked greenhouse, and wheels you won’t find on the coupe.

Taken together, these patents show that the concepts are very close to being ready for production. There are no extreme proportions or futuristic bodywork – just realistic shapes with plenty of style added to the G90’s foundation.

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Beautiful Designs, But No Production Confirmation Yet

Even though these filings are exciting, they still don’t guarantee production. A US design patent only protects the appearance, not the engine or whether the car will ever be sold. Car companies often patent bold concepts to protect their designs, even if they never reach showrooms.

Still, Genesis describes the X Gran Coupe and X Gran Convertible as new takes on the G90, not completely new models. With their familiar shapes, signature lighting, and focus on luxury, they fit naturally as flagships for the brand.

Will these cars ever reach production as flagship models, or will they remain just design showpieces? That’s still uncertain. For now, Genesis has secured the rights to two of its most talked-about concepts, just in case.

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What It’s Worth Right Now

If you’re wondering what these custom C2 Corvettes go for, the market is wild. Classic.com says the average sale price for a modified 1963-1967 C2 is about $205,000, but prices have bounced anywhere from $33,000 to a jaw-dropping $770,000. It all comes down to how well the car’s been built, how original it is, and what’s under the hood.

That price spread shows just how all-over-the-map these custom C2s can be. Some keep it old-school with subtle tweaks, while others go full restomod with modern guts and monster power. If you want attention, a convertible with a big-block V8 and a stick shift – especially in a killer color – will always turn heads.

This Corvette lands right in the sweet spot – not bone-stock, but not a total modern overhaul either. It keeps the classic vibe, rocks a manual, and packs a fresh 454 V8 under the hood. It’s built for someone who wants to drive, not just polish it for a concours lawn.

Condition and Details

This car started life in Ermine White with red vinyl, but now it’s all about that red-on-black combo. The makeover brought a stinger hood with 427 badges, fattened-up wheel arches, pop-up headlights, chrome split bumpers, side vents, and a black soft top. It’s got the attitude to match the muscle.

Under the hood, things get serious. The original engine is long gone, swapped for a 454ci V8 with a Weiand intake, Erson valve covers, MSD ignition, Champion radiator, long-tube headers, and Flowmaster mufflers. A Hurst shifter lets you row through the four-speed and send all that grunt to the rear wheels.

It’s not all about brute force, either. Power steering, a brake booster, four-wheel discs, and 15-inch turbine wheels with BFGoodrich redlines keep things civilized. Inside, you get a wood-rimmed wheel, old-school gauges, AM radio, heater, lap belts, and headrests. The seller even gave it fresh oil and new valve cover gaskets before sending it to auction.

The Offer

Interested in this 1967 Chevrolet Corvette Convertible? View the listing here.

What Makes the 1967 Chevrolet Corvette Convertible Unique

The 1967 Corvette Convertible is the last and arguably best of the C2 Sting Rays. It took the sharp lines from 1963 and added a few tweaks – new vents, backup lights, and a nicer interior. Being the final year before the C3 showed up, the ‘67 has always been a hot ticket for collectors.

This one goes its own way, mixing classic C2 looks with a monster 454 under the hood. The big-block, four-speed, hot ignition, Flowmaster exhaust, and beefed-up suspension mean it’s built to drive hard, not just look pretty. If you want a muscle-era Corvette with extra punch and don’t care about factory-correct points, this is your kind of car.

Final Thoughts

Custom C2s are still a magnet for anyone who wants old-school style with modern muscle. This ‘67 convertible nails it: big 454 V8, stick shift, better brakes and steering, and a fresh look. It’s a cool alternative if you’re not hung up on matching numbers.

Like any custom classic, you’ll want to check how well the engine swap and resto were done, plus the car’s overall health and paperwork. But if you’re after a C2 you can actually drive – and not just show off – this Corvette brings the classic roadster vibe with serious big-block muscle.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

There’s no denying the appeal of a classic Mercedes-Benz. Whether it’s something from the early-2000s or the iconic ’80s lineup, these will crane the necks of both casual onlookers and car enthusiasts. But when you look at the more vintage offerings, such as the ones from the ’70s and earlier, many are simply lovely and elegant.

A prime example of that would be the W111 Cabriolet. Introduced in 1961, it was topless and elegant version of the otherwise upright ‘Fintail’ sedans from 1959. It also featured unique styling that further seperated it from its more practical counterpart, and the result was pure class on wheels. It wasn’t a grand tourer, but rather, a personal luxury vehicle that just so happened to be built like a tank.

The Backstory

The W111 cabriolet came in many variations and ran from 1961 to 1971. It started out with the 220SE, then evolved into the 250SE and, eventually the 280SE. But towards the end of its production run, Mercedes-Benz introduced the 280SE 3.5, giving it the V8 engine it always deserved. The eight-cylinder versions of these cars were christened with the nickname of flachkühler for its flatter radiator grille. Built from 1969 to 1971, only 1,232 were ever made.

Given its rarity and provenance, it’s no surprise that these cars are guaranteed six figures when it’s time to sell. Indeed, Classic.com currently places current market values for a tidy example at just over $324,600. It’s not too often to see one in an auction since so little were made, so we’re glad to have stumbled upon this one on Bring a Trailer. It’s an original U.S-spec model, making it even less common. Admittedly, this one has had some restoration work done to it, and the original color of Medium Blue has been changed in favor of light blue. There are some blemishes on the wheels, but it still looks like a well-kept example. From the paint and brightwork to the interior, this vintage car looks ready for prime time – again.

The Offer

Interested in this car? View the listing here.

Why it’s Special

Today, a large luxury coupe or convertible is close to impossible to justify to bean counters. The market for it is there, but it’s not enough to justify building and developing one. Mercedes-Benz is also counting its pennies right now, so something like a modern-day S-Class cabriolet simply isn’t going to happen. Still, we can look back at models like the 280SE 3.5 to remind us of a time where the car market was a tad simpler, and quite possibly, more stylish.

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It’s been 12 years since Mazda first pulled the covers off the fourth-generation MX-5, and over a decade has passed since it first landed in showrooms. But in all fairness, the car has still managed to defy aging. Over the years, Mazda has made many improvements and updates to the roadster, and it’s still a delightful car to drive today.

Of course, Mazda has made many limited-edition models since then. There’s the RF Launch Edition, the 30th and 35th Anniversary Editions, plus the 100th Anniversary Edition that commemorated Mazda’s centenary. There are also country-specific special models, the most recent of which we know is the Japan-only Roadster 12R (it’s still called Roadster over there), which came from the factory with 200 hp.

As Rare as it Gets

There’s no doubt the special, limited-run MX-5 models will be sought after by collectors someday. That said, four Mazda dealers in Japan are taking it further. As a semi-official model, Kanto Mazda, Shizuoka Mazda, Tokai Mazda, and Koshin Mazda will release what’s called the Roadster FSW Ver.2.

The name doesn’t exactly roll off the tongue, but if you missed the photos, these MX-5s are painted yellow, a color not offered in the official catalog. That said, the lack of a yellow option is a strange omission from the lineup, given that the MX-5 and Roadster have traditionally been offered in fun colors. So, why will it be rare? Only six will be made.

Not Just Dealer Specials

We wouldn’t dismiss the FSW Ver.2 as a dealer special. While it’s a collaboration among the four dealers mentioned above, Mazda Engineering & Technology paints each car. What makes that special is that it’s the division that builds the company’s concept cars, per Japanese Nostalgic Car.

That also means that it’s an OE-quality model, and not just an MX-5 that’s been sent to the paint booth. These cars are finished in Sunflower Yellow, which was known in the U.S. as Competition Yellow. That color was last offered on the facelifted version of the previous-generation model (NC). Here’s to hoping it joins the standard color range someday.

But Wait, There’s More

The exterior isn’t the only part that’s painted in Sunflower Yellow. In true ND MX-5 fashion, even the interior has been color-matched, namely the upper door trim, air conditioning vents, and key fob. On top of that, each of the six cars will come with a Mazda E&T to authenticate it and, well, bragging rights.

For those interested, it’s an extra ¥1,452,000 (about $9,400) on top of the standard MX-5/Roadster, and the buyers will be picked through a lottery system. Still, it’s not as pricey as, say, special paint on other brands, and the price also includes an experiential package for the lucky owners. It includes a two-day, one-night tour of Hiroshima, plus a visit to Mazda headquarters, the Mazda Museum, and the E&T center. If the options included a vacation like that, we’d gladly tick that box.

What It’s Worth Right Now

Fox Body fever isn’t cooling off anytime soon. According to Classic.com, the average sale price for 1987–1993 Mustang LX 5.0s is hovering around $24,000, with some rougher examples dipping to $7,300 and the truly exceptional ones rocketing up to $80,000. The market is alive and kicking.

Mileage is king here, and with just 18,000 miles, this Mustang is sitting pretty. Similar low-mileage, manual cars usually land in the mid-$20,000s, but the rare, ultra-original ones can shoot much higher if the paperwork and condition are right.

The auction’s just getting started, with the current bid at $3,000 and days left on the clock. With low miles, a manual, that eye-catching color combo, and the Paxton under the hood, expect the numbers to climb fast before the hammer drops.

Condition and Details

This Mustang spent over thirty years with its original owners before changing hands in 2024. It started life as an anniversary gift and racked up just 18,000 miles since new. The sale comes with a clean Carfax and a Deluxe Marti Report, so you know exactly what you’re getting.

Dressed in Reef Blue Clearcoat Metallic with a white soft top and matching white leather, this Mustang is pure early-’90s nostalgia. It’s loaded with the Preferred Equipment Package 245A, front sport seats, cruise, A/C, power everything, a rear luggage rack, and those classic 16-inch Pony alloys. The cassette stereo doesn’t work, but the rest of the interior looks great for its age.

Pop the hood, and you’ll find the trusty 5.0-liter V8, now breathing through a Paxton supercharger. The blower was rebuilt in 2025, and the car just got a round of fresh maintenance – new plugs, wires, distributor bits, belt, fuel filter, and an oil change. Power goes to the rear through a five-speed manual and a Traction-Lok diff.

The Offer

Interested in this Mustang LX 5.0 Convertible? View the listing here.

What Makes the Mustang LX 5.0 Convertible Unique

Ask any Fox Body fan and they’ll tell you: the 1993 Mustang LX 5.0 is one of the most coveted versions out there. It skips the GT’s body cladding for a cleaner, lighter look, but still packs the 5.0 V8 and rear-wheel drive. The five-speed manual just sweetens the deal, especially since manual LXs are getting harder to find.

This particular example also wears a combination that’s difficult to overlook. Reef Blue with a white convertible top and white leather interior is a distinctly early-’90s specification, and the Paxton supercharger is a period-correct modification that fits the Fox Body scene well. Combined with documented ownership history, low mileage, and factory paperwork, it offers a mix of originality and tasteful performance upgrades that many buyers look for.

Final Thoughts

Low-mileage Fox Bodies are still turning heads as prices climb for clean, documented cars. While mods can sometimes hurt value, the Paxton supercharger is a classic upgrade for the 5.0 pushrod V8 and gives this Mustang a little extra attitude for buyers who want something with character.

With just 18,000 miles, factory documentation, a clean history report, and an attractive specification, this 1993 Mustang LX 5.0 Convertible has the ingredients of a strong auction candidate. The current bid is still far below recent market averages, but there is still plenty of time left before bidding closes.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

Every generation of the Mazda MX-5 Miata matters because loyalists and car fans alike have expectations. Basically, the recipe has stayed the same over the generations: a lightweight, compact two-door roadster platform, great communicative handling, and just the right amount of power. The current generation ND has been around for a while now, but that doesn’t take away how beloved it still is.

Over in Japan, an exclusive special edition model was unveiled last June: the Pure Sport (PS). It promises a more focused, fun version of the MX-5 Miata, and insight into its performance has just been published.

Lighter, Tighter, and Quieter

Japanese publication Kuruma News has just published its exclusive test-drive report on the Mazda MX-5 Miata Pure Sport. The PS is a special-edition model designed to enhance the car’s sporty driving performance. It achieves this through a few upgrades, including a newly tuned suspension, silver-painted 4-piston Brembo calipers, and lighter forged RAYS rims that reduce overall weight by around 44 pounds.

According to the test drive report, one of the most obvious upgrades is the steering feel, which has improved from a system already lauded by critics. Complementing the new steering feel are quieter road tires, mandated to help the PS meet new, stricter noise regulations. Mazda revised the power steering system, so tire feedback is more pronounced, giving the driver more feel through the steering wheel.

Purity Above All

In the report, the writer noted that the PS is geared more toward advanced drivers, with handling tuned to let the chassis manage higher speeds through corners. It was also noted that the PS’s ride is better than the lower models, likely due to its lighter body, and the interior has also been praised for being very driver-centric.

This model stands out for its 6-speed manual transmission, the very essence of pure driving control. Sadly, the PS is only a Japan-exclusive model so far, and costs only 3,663,000 yen ($23,000 converted). It’s already getting the praise any driver-focused MX-5 Miata would get; now it just needs a wider global release.

While digital auction blocks regularly see fierce bidding wars for vintage Detroit iron like a classic Pontiac Firebird, finding a current-generation flagship exotic with minimal miles is a rare sight. This drop-top was recently acquired by a local dealer and presents an incredible opportunity for enthusiasts looking to bypass long factory waiting lists for a nearly new supercar.

What It’s Worth Right Now

Tracking the modern supercar market requires paying close attention to recent sales data to determine true depreciation curves. Based on current market aggregations, the average secondary market value for the DB12 platform sits around $211,941, drawn from a relatively small sample size of three recorded transactions that showcase a surprisingly stable baseline.

Within those tracked sales, the market ceiling topped out at $231,323, while the most recent transaction established a hard floor at $192,500. Considering this specific Volante carried a staggering original window sticker of $331,600, a current bid of $151,000 indicates a monumental potential discount for anyone willing to step into the bidding war right now.

Condition and Details

Showing just 4,000 miles on the digital odometer, this DB12 Volante remains in stellar mechanical and cosmetic condition. The sleek exterior is finished in deep Ultramarine Black Metallic, perfectly complemented by a black soft top, smoked taillights, and 21-inch forged multi-spoke wheels wrapped in sticky Michelin Pilot Sport S 5 rubber.

The cabin features the luxurious Inspire Comfort Monotone specification wrapped in Dark Knight semi-aniline leather with carbon-fiber trim accents. Drivers benefit from heated and ventilated front seats, a premium Bowers & Wilkins audio system, a 10.25-inch infotainment touchscreen, and advanced driver assistance features including adaptive cruise control and a surround-view camera.

The Offer

Interested in this Aston Martin DB12 Volante? View the listing here.

What Makes This DB12 Volante Unique

Beyond its striking curb appeal, this build stands out due to its staggering array of factory options and dynamic performance hardware. It utilizes adaptive Bilstein DTX dampers and an electronic limited-slip differential to intelligently manage power delivery, while a deployable AeroBlade rear spoiler automatically extends to ensure downforce and stability at high speeds.

The heart of this grand tourer is an AMG-sourced twin-turbocharged 4.0-liter V8 pushing an impressive 671 horsepower and 590 lb-ft of torque. Power is sent to the rear wheels through a sophisticated carbon-fiber driveshaft housed in an aluminum torque tube, seamlessly shifting through an eight-speed automatic transaxle.

My Take

The depreciation curve on ultra-luxury grand tourers is notoriously steep, and this listing proves just how quickly top-tier pricing can drop on the secondary market. Walking away with a flagship current-year Aston Martin for a fraction of its original sticker price is a financial proposition that smart collectors should seriously consider.

If the final hammer price stays anywhere near current market lows, the winning bidder is securing a phenomenal piece of automotive engineering at an absolute bargain. This DB12 Volante delivers all the visceral thrills and curb appeal of a modern exotic without the punishing initial dealership premium.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

You’ve probably heard of the Mitsuoka Rock Star, the Chevrolet Corvette C2-inspired sports car based on the Mazda MX-5 Miata. It became one of the company’s most recognizable creations, turning Mazda’s lightweight roadster into something that looked like it rolled straight out of 1960s America.

Well, they’re back for round two. Mitsuoka, Japan’s most love-it-or-hate-it carmaker, has just pulled the covers off the new LA1, showing off the whole exterior before the official debut. And yes, Mitsuoka really is a full-fledged automaker, not just a tuner or body shop. They’re officially Japan’s 10th car manufacturer, and their specialty is giving everyday Japanese cars a total personality transplant.

The LA1 keeps Mitsuoka’s retro obsession alive, but this time they’re digging even deeper into Corvette lore. Forget the Sting Ray vibes of the Rock Star – this one takes its inspiration straight from the original Corvette C1 of the 1950s.

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The LA1 Looks Straight Out of the 1950s

The newly released images on Mitsuoka’s teaser website leave very little to the imagination. The LA1 wears nearly every signature styling cue associated with the Corvette C1, starting with its rounded front fascia and twin circular headlights housed in chrome bezels. A wide chrome grille stretches across the nose, while a chrome bumper with prominent overriders completes the classic American sports car look.

Down the sides, Mitsuoka goes all-in with oversized white side coves, a direct nod to the Corvette C1’s signature look. The front fenders melt into curvy rear haunches, making the LA1 look softer and more organic than the sharper, edgier Rock Star.

Swing around to the back, and the Corvette vibes keep coming. Teardrop taillights, big chrome bumpers, and just a hint of tail fin all scream post-war America, even though it’s all wrapped around a modern roadster base.

Mitsuoka’s also rolling out a paint palette straight from the 1950s. Take your pick: pastel green, light blue, gray, bright red, ivory white, plain white, or black – most with those trademark white side coves. Top it off with a black soft top and retro wheels on white-letter tires, and you’ve got the full vintage package.

Of course, look closer and you’ll spot the giveaways: modern side mirrors, up-to-date lighting, and proportions that remind you there’s still a Miata lurking under all that chrome.

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Expect Familiar Mazda Bones Underneath

Mitsuoka is keeping the specs under wraps for now, and the teaser website doesn’t help either. But if history is any guide, the LA1 will stick to the tried-and-true Rock Star recipe. Expect the current-gen Mazda Roadster (that’s the MX-5 Miata to the rest of us) underneath, with its featherweight, rear-drive chassis and naturally aspirated engine left untouched.

The real question mark is the interior. Mitsuoka hasn’t shown it off yet, so we don’t know if they’re going full retro inside or just slapping on some unique trim and badges over the standard Mazda dash. Judging by the teaser pics, we’re betting on the latter.

We’ll get the full picture in November, but for now, the Mitsuoka LA1 is looking like another home run for the niche automaker.

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The Mercedes-Maybach SL 680 is fashion. More specifically, it is automotive haute couture, and driving one through Los Angeles feels remarkably similar to carrying a very expensive Gucci purse through Beverly Hills. Everybody knows it costs a fortune. Everybody knows it is designed to be noticed. And absolutely nobody is going to mistake it for something you bought because it was the practical choice.

The SL 680 starts at roughly $225,000, before you start getting carried away with options. And trust me, Mercedes expects you to get carried away. The Monogram Series is covered in Maybach branding, from the illuminated grille and 21-inch forged wheels to the insulated fabric roof. The optional monogrammed hood takes things to another level, with the Maybach double-M pattern buried beneath the clear coat. Mercedes even gives you rose-gold accents in the headlights and Maybach-specific exterior details. Subtle it is not.

But Los Angeles isn’t exactly a city famous for subtlety.

Drive this thing down Sunset Boulevard, and you start to understand the assignment. Palm trees, neon, expensive restaurants, Hollywood Hills mansions, and a car wearing enough Maybach branding to make a Gucci storefront jealous all seem perfectly comfortable together. Take it toward Malibu, drop the top, and suddenly the SL 680 becomes less automobile and more rolling theater. The three-layer Z-fold soft top takes about 12 seconds to operate, and with it down, the whole character of the car changes.

Power and performance

And then you fire up the V8.

Under that very fashionable hood is a 4.0-liter twin-turbocharged V8 producing 577 horsepower and 590 lb-ft of torque. Power goes through a nine-speed automatic transmission to Mercedes’ fully variable 4MATIC+ all-wheel-drive system. Four-wheel steering helps make this 184.9-inch-long roadster considerably easier to place on a tight road, while the active suspension and hydraulic anti-roll system work to keep the big convertible composed. The SL 680 rides on staggered 21-inch wheels with 275/35 front and 305/30 rear performance tires, and massive 15.4-inch front and 14.2-inch rear cross-drilled brakes handle stopping duties.

She’s a heavy girl, weighing roughly 4,400 pounds, and you can feel that mass when the road gets serious. The excellent 4MATIC+ AWD gives the SL 680 tremendous grip on curvy roads, but this Maybach doesn’t want to be hurried like a Porsche 911. It prefers long, sweeping corners rather than a series of tight hairpins. Push it hard in Sport mode and the rear end can still step out, which is a good reminder that beneath all the leather, chrome and jewelry is essentially an AMG SL wearing a very expensive suit.

Related: I Drove the 2027 Bentley Continental GT S: The Sweet Spot in the Range

The funny thing is that the Maybach SL 680 doesn’t feel like a 577-horsepower car at first. It feels relaxed, and that’s intentional. Mercedes took the AMG SL 63 recipe and softened the personality with additional sound deadening, a quieter exhaust and a more compliant suspension. Maybach mode turns the car into a luxury express, while Sport tightens everything up and gives the throttle and steering a more immediate response. Even then, Sport in the Maybach remains softer than Comfort in the SL 63.

That might be the most interesting thing about this car. It doesn’t beg you to drive like an idiot. It encourages you to cruise.

You can point it toward the canyons and discover that the SL 680 is still remarkably capable. The steering is accurate, the chassis feels planted and the enormous V8 has no problem turning a leisurely drive into something much more serious than you intended. Car and Driver recorded 3.4 seconds to 60 mph and a 160-mph electronically limited top speed, despite the Maybach’s more relaxed calibration. Mercedes itself lists 4.0 seconds to 60 mph. Either way, this is plenty of performance for something wearing this much jewelry.

The Maybach doesn’t have the sharp-edged urgency of the AMG SL 63, and I think that’s exactly the point. It would rather glide through the canyon than attack it.

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Gucci purse, automobile edition

The cabin is where the Maybach really earns its badge. My tester’s white Nappa leather interior looks like somebody turned a luxury handbag inside out and upholstered an automobile with it. The seats are heated, ventilated and massaging, there’s Mercedes’ AIRSCARF system for those chilly nights with the roof down, and virtually every surface you touch reminds you that this is not an ordinary SL.

There is even a problem I never thought I’d have with a car: worrying about dirtying the carpeting. White carpeting. In a convertible. In Los Angeles. Who thought this was a good idea?

Apparently, someone with a much better detailer than I have.

The SL 680 is surprisingly intimate. There are only two seats, and instead of the vestigial rear seats found in lesser SL models, Maybach gives you a beautifully finished area behind the occupants. Cargo capacity is only about 7.5 cubic feet, so fitting a set of golf clubs is going to require some creativity. An 18.5-gallon fuel tank and EPA ratings of 13 mpg city, 20 highway and 16 combined aren’t exactly going to make your local gas station wonder where the hell you’ve been, either.

But nobody buys this thing because they need cargo space. You buy it because you want to arrive. That’s an important distinction.

A Mercedes-AMG SL 63 says you enjoy driving fast. A Porsche 911 Cabriolet says you care about driving. A Bentley says you’ve arrived somewhere financially interesting. The Maybach SL 680 says you want everybody within a three-block radius to know that you have arrived.

And in Los Angeles, that matters.

There are a few issues

My main complaints revolve around the complexity of the system for users. Yes, the User Experience can be challenging. You need a few days to find your way around the screen. The SL 680 uses a 12.3-inch digital instrument cluster and an adjustable 11.9-inch portrait-style central touchscreen. The screen can tilt to help with glare, and it handles everything from navigation and media to vehicle settings. It can even control the front-axle lift system.

That front lift is a perfect example of my issue with the UX. You need to get into the screen, select the appropriate function and operate it at the right speed before you can raise the nose of the car to clear a driveway or speed bump. It works, but at this price level, I shouldn’t have to navigate a digital maze to keep a $200,000-plus front bumper from becoming modern art.

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The steering-wheel controls seem deliberately designed to test one’s patience, too. At this price level, why must we endure a finicky volume slider and a lack of proper buttons? Hell, even Volkswagen has moved away from some of those touch-sensitive panel controls. We can do better, folks.

Ironically, I found myself relying on the voice assistant more than I expected. Mercedes’ MBUX uses natural-language voice control and an AI-backed assistant, activated with “Hey Mercedes” or the steering-wheel button. It can handle navigation, climate, media and various vehicle functions without forcing you to dig through menus. The problem is that it doesn’t always work on the first try. After a while, I simply got used to talking to the car because it was less maddening than finding the correct screen.

It’s VERY German, I suppose.

Final thoughts

This is a $244,150 ride as tested that oozes far more style than a simpleton like me can handle. Still, I tried. I even went to Nate’n Al’s in Beverly Hills, which is the only deli worth visiting there, and it’s almost affordable. Pulling up in a rolling Gucci purse, dressed in a suit, allowed for a bit of a reaction. I think patrons thought I was a mob boss.

That works.

The SL 680 is absurdly expensive, conspicuously branded and completely unnecessary. It gets 16 mpg combined, carries two people and has enough white leather and carpeting to make an OCD detailer break into a cold sweat. I love it, but I can’t fully vibe with it. That’s probably my lack of style and sass, no doubt.

It’s not because it is the fastest convertible I’ve driven. It isn’t. It’s not because it is the sharpest. It isn’t that, either. I love it because Mercedes understood that the Maybach version of the SL didn’t need to be another supercar wearing a tuxedo. It needed to be something different. Something theatrical. Something that makes a Tuesday night drive through Los Angeles feel like you’re participating in a fashion show nobody else knew was happening.

Related: The 2027 Cadillac Escalade Can Get Very Close to $200,000

As the sun disappears behind the Santa Monica Mountains and the city lights start coming alive, the SL 680 makes more sense than it probably should. Drop the roof, turn up the music and let the V8 whisper instead of roar. This is what the traditional grand tourer was supposed to be, only Mercedes has added a few hundred Maybach logos and enough swagger to make the whole thing feel like a rolling piece of jewelry.

The Mercedes-Maybach SL 680 isn’t transportation. It’s a fashion statement with 577 horsepower.

Basically, it’s a Gucci purse that can do 0 to 60 in about four seconds.

And that’s one hell of a way to dance the L.A. Nocturne.

Related: Tow N’ Go with a 2026 Dodge Durango 392 and a Clipper Travel Trailer: Racing Bliss with some Hit and Miss?

What It’s Worth Right Now

According to Classic.com, first-gen 1967-1968 Mustang Convertibles are currently pegged at a collector market benchmark of $36,263. In the past year, these drop-tops have averaged $33,389 at auction, with prices swinging wildly from $3,400 for a project to $88,000 for the cream of the crop. As always, originality, condition, and what’s lurking under the hood make all the difference.

All of which makes this Mustang one to keep an eye on. It’s got the right look, a backstory that stretches across decades, and the kind of factory options – like air conditioning and power steering – that collectors love to brag about.

Bidding kicked off at $10,000, with almost a week left on the clock when we checked in. Given that similar cars are trading hands in the mid-$30,000s, there’s still plenty of runway for this auction to heat up.

Condition and Details

Per the listing, this Mustang started life at Todd Hedge Ford in California, Missouri, then made its way to the actual California in 1969. It spent a whopping 36 years in storage – from 1987 until 2023 – before the current owner scooped it up on Bring a Trailer. It now comes with a Deluxe Marti Report and a clean Florida title, so the paperwork is as tidy as the car itself.

Under the hood, you’ll find Ford’s 289 V8, good for 195 horsepower and sending power to the rear wheels via a three-speed auto. In 2023, it got some much-needed TLC: carb rebuilt, fuel system cleaned, and fresh ignition bits plus a new fuel pump.

The car isn’t presented as a flawless survivor. The listing discloses repaint work around portions of the body, dents in the rear bumper and left rear quarter panel, a power steering fluid leak, rust underneath the car, upholstery imperfections, a cracked steering wheel, and air conditioning that no longer blows cold. Those details are documented alongside the extensive photo gallery in the auction listing.

The Offer

Interested in this 1968 Ford Mustang Convertible? View the listing here.

What Makes the 1968 Ford Mustang Convertible Unique

The 1968 Mustang hits a real sweet spot in the first-gen lineup. You still get that iconic early Mustang silhouette, but with a few fresh touches – think new grilles, side markers, and hood vents if you’ve got a V8. Convertibles like this one are always crowd-pleasers, blending classic pony car attitude with the joy of top-down cruising.

This particular example stands out because of its factory Lime Gold over Ivy Gold color combination, white soft top, and largely stock appearance complete with painted steel wheels and hubcaps. Rather than being restored into a GT clone or modified street machine, it leans toward an original-style presentation with honest cosmetic wear and documented history.

Final Thoughts

This isn’t a concours queen, and the seller isn’t trying to pass it off as one. What you get is a well-optioned convertible with a story to tell, decades in storage, and just enough originality to tempt anyone after a classic driver instead of a trailer queen.

With the auction just getting started and the current bid still lagging behind the market average, this Mustang’s final price is anyone’s guess. Expect bidders to weigh its cool factory options against the list of cosmetic and mechanical quirks as the clock winds down.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

The current market for the AP2-generation Honda S2000 remains healthy, especially for low-mileage and largely original cars. Classic.com lists a current market benchmark (CMB) of $35,319, with an average sale price of $36,645 across 139 recorded sales. The highest recorded sale reached $71,000, while the lowest came in at $13,200.

That price gap says it all: mileage, originality, and condition are king when it comes to S2000 values. If your car has under 20,000 miles, you’re playing in the big leagues. Rack up the miles, and you’re back with the pack.

This one ticks all the right boxes for collectors: just 19,000 miles, all the factory gear, and a squeaky-clean California history. It should easily fetch more than your run-of-the-mill AP2. Right now, the bidding sits at $29,000 – still under the market average, but there’s plenty of time left for things to heat up.

Condition and Details

Per the listing, this S2000 has called California home since day one and is mostly untouched. It rocks New Formula Red (R-510) paint, a black leather interior, and Honda’s 2.2-liter F22C1 VTEC four-cylinder under the hood, mated to a six-speed manual and a limited-slip diff.

Outside, you get a power black soft top with a glass rear window, xenon headlights, factory 17-inch 10-spoke alloys, and paint protection film up front. The VIN stickers are all present and accounted for – a must-have detail for anyone obsessed with originality.

Inside, it’s all factory: black leather seats, push-button start, A/C, cruise, CD stereo, and an aluminum shift knob. The digital dash reads 19,000 miles, with less than 1,000 of those put on by the current owner. Carfax? Clean as a whistle – no accidents, no damage.

The Offer

Interested in this Honda S2000? View the listing here.

What Makes the Honda S2000 Unique

The AP2 S2000 sharpened the original formula without losing its soul. Honda bumped the engine up to 2.2 liters for more torque, but kept that signature high-revving madness. Power still goes straight to the rear wheels through one of the best six-speed manuals of its time.

That mix is why the S2000 still stands out among Japanese sports cars from the 2000s. Lightweight roadster, screaming VTEC, and a chassis that begs to be pushed – no wonder it’s gone from budget hero to bona fide modern classic. Clean, low-mileage cars like this are getting rarer by the day.

Final Thoughts

This 2006 S2000 is the sort of listing that gets both collectors and die-hard enthusiasts circling. The mileage is crazy low, the spec is pure factory, and that spotless California history is just icing on the cake.

With bidding still under the AP2’s market average, there’s plenty of runway left before the hammer drops. Where it lands – average or premium – will come down to how much buyers crave that originality and the magic 19,000-mile number.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

On paper, it sounded like a flight of fancy or a concept car. However, the Dodge Viper’s brief, shocking run made it into production, and it was a show of Chrysler Corporation’s virility in the ’90s. After all, it had just performed a miracle after it nearly went bankrupt, took a bailout, and managed to pay the loan ahead of schedule in the ’80s.

The Viper was, and still is, madness on wheels. In the beginning was a lightweight, V10-powered roadster that thought safety aids were overrated, and that the car’s safety feature was your ability behind the wheel and luck. It was, by all means, the Shelby Cobra reincarnated, and there will never be anything like it ever again, especially in today’s automotive climate.

The Backstory

For most folks, the image of an early Viper would be a red RT/10 (roadster). After all, the first model year of the sports car was offered in no other color, though later models had other options. Still, most went with red, so seeing a Viper RT/10 in another color is a genuine treat. The early models, known as the SR I and built from 1992 to 1995, were the purest, with the ’92 not even available with air conditioning. As such, Classic.com puts market values at around $49,300 for good examples, which is a little lower than the heavily updated SR II models.

We found an SR I Viper over at Bring a Trailer, and what makes this spot amusing is that it’s not red. Of the nearly 6,000 made, just 419 were painted in Emerald Green Pearl. Bright Yellow was even rarer, with fewer than 300 in that shade. The one for sale right now spent most of its life in California, and has wound up in Pennsylvania earlier this year. We’d love to hear more about its ownership history and service records. Note that this is more of a pre-loved (but well-cared-for) example than a restored one, so there are some imperfections here and there. Nonetheless, the rarity and novelty factor is there, and it’s worth a peek.

The Car

Interested in this car? View the listing here.

Why it’s Special

The SR I Viper is a very special car, indeed. It’s not exactly the car Chrysler needed, but it was an epic image booster. Its specs were insane at the time, and the lack of safety aids meant every trip was a wild ride. It was fast, loud, and built to deliver a whole lot of thrills per mile. It’s not something you can build these days, either, given the greater emphasis on electrification. The SR I Viper brings us back to a more carefree era that produced some of the greatest American cars ever made.

View the 19 images of this gallery on the original article

What It’s Worth Right Now

The latest Classic.com market data shows third-generation Dodge Viper Roadsters averaging $48,713 across recent sales, with a current market benchmark of $51,711. Recorded sales range from $36,300 to $62,000, while the most recent sale closed at $56,100.

That puts this 21,000-mile roadster in a sweet spot. It’s got fewer miles than most of its rivals and still keeps things mostly original – a combo that usually means a premium over the well-worn, driver-grade cars.

Check out the current listings, and you’ll see 2003-2005 Viper SRT-10 roadsters with similar mileage (think 20,000 to 30,000 miles) usually pop up anywhere from the mid-$50,000s to the low $70,000s. The unicorns with ultra-low miles? Those can nudge into the $80,000s. With this auction just getting started and the bid sitting at $30,000, there’s still a lot of runway before it catches up to the market.

Condition and Details

Draped in Viper Red with a black soft top, this SRT-10 keeps the classic ZB I roadster vibe alive. Outside, you get HID headlights, fog lights, power mirrors, those signature side-exit exhausts, and factory alloys – 18-inch up front, 19-inch out back. Bonus: the front dampers were swapped out for fresh ones in 2023.

Inside, you’ll find black leather seats with microsuede inserts, complete with Viper logos stitched into the backrests. Creature comforts? You get air conditioning, push-button start, power windows, dual roll hoops, and even an in-dash CD changer. The odometer shows around 21,000 miles, with the current owner adding about 5,000.

Under the hood sits Dodge’s 8.3-liter naturally aspirated V10, good for a factory-rated 500 horsepower and 525 lb-ft of torque. All that muscle heads straight to the rear wheels via a Tremec six-speed manual and a limited-slip diff. The seller is throwing in the owner’s manual, a car cover, and a clean Carfax with zero accidents or damage reported.

The Offer

Interested in this Dodge Viper SRT-10 Roadster? View the listing here.

What Makes the Dodge Viper SRT-10 Roadster Unique

The 2003 model kicked off the Viper’s third act, swapping out the old RT/10 for something a bit more polished but still gloriously raw. It got a brand-new chassis, sharper looks, better suspension, and a bigger 8.3-liter V10 cranking out 500 horsepower – the first time a factory Viper hit that number.

Unlike today’s tech-heavy performance cars, the early SRT-10 keeps things refreshingly simple. No dual-clutch, no turbos, no all-wheel drive – just a big, naturally aspirated V10, a stick shift, and power to the rear. That old-school setup is exactly why the ZB I roadster is a favorite among enthusiasts who crave a pure, analog drive.

Final Thoughts

This is a tidy example of an early third-gen Viper, and with just 21,000 miles, it hits that sweet spot for buyers who want something driven but not worn out. Clean history, mostly original spec, and all the right paperwork just make it even more tempting.

With similar cars selling for way more than the current bid, this auction is definitely one to keep an eye on as it winds down. Where it ends up – close to the market average or pushing into low-mileage territory—will come down to how wild the bidding gets in the final stretch.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

Prices for the 1999 Ferrari F355 Spider Serie Fiorano have shot up over the past year. Classic.com pegs the benchmark at $267,660, but with so few sales, it’s tough to pin down a real average. The last three cars sold for an average of $402,667, showing just how wild the swings can be depending on mileage, originality, and spec.

One manual car with just 14,000 miles pulled in a staggering $588,000, while the lowest sale was $125,000. That’s a massive gap, and it shows just how much collectors will pay for low miles and the right options.

This car’s got 21,000 miles, a gated manual, full service records, and all the original Serie Fiorano goodies. The auction started at just $355, but don’t get excited—that’s just the opening bid. Expect it to climb fast.

Condition and Details

This Spider rocks Blue Tour de France paint over tan Connolly leather—a classic Ferrari combo that looks right at home on the F355’s Pininfarina lines. You get the blue power soft top, Scuderia shields, Challenge-style rear grille, pop-up headlights, quad exhaust, and those unique 18-inch magnesium wheels.

Inside, you’ll find tan leather sport seats, carbon-fiber trim on the dash and center console, drilled aluminum pedals, auto climate control, and that unmistakable gated shifter. There’s a plaque showing this is number 38 of 100 for the US. The stereo’s been swapped for a Pioneer, and the sticky interior buttons—a classic Ferrari headache—have already been sorted.

Under the hood sits Ferrari’s naturally aspirated 3.5-liter V8, good for 375 horsepower and 268 lb-ft, all sent through a six-speed manual and a limited-slip diff. The big timing belt service was done in March 2026, with new tensioners, belts, plugs, cats, thermocouples, and even the AC compressor. Fluids are fresh, and the Carfax is clean.

The Offer

Interested in this Ferrari F355 Spider Serie Fiorano? View the listing here.

What Makes the Ferrari F355 Spider Serie Fiorano Unique

The Serie Fiorano is the F355 Spider everyone wants in the US. Ferrari only made about 100, and they packed them with a quicker steering rack, wider and lower suspension, beefier sway bars, bigger brakes, carbon-fiber trim, and a Challenge-style rear grille straight from the race cars.

Unlike most North American F355s, this one comes with the legendary gated six-speed manual. Collectors are chasing these analog Ferraris, not the later F1 paddle-shift cars. Add in the naturally aspirated V8, pop-up headlights, and those featherweight magnesium wheels, and you’ve got one of the last old-school, open-top Ferraris before everything went digital.

Final Thoughts

Finding a low-mileage Ferrari F355 is tough these days, and the Serie Fiorano package just makes it even rarer. This one ticks all the right boxes: manual gearbox, major service done, super limited production, and that timeless blue-over-tan look.

As the auction heats up, it’ll be interesting to see where the final bid lands compared to recent Serie Fiorano sales. With so few of these changing hands, every clean example helps set the bar for one of Ferrari’s rarest and most collectible 1990s Spiders.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

According to Classic.com, the 1965–1967 Corvette L79 (that’s the 327/350) is currently pegged at around $85,000. Dig into the numbers, and you’ll see 58 sales averaging $87,367, with prices swinging wildly from $41,500 for the rough stuff to a jaw-dropping $357,500 for the cream of the crop.

L79s in great shape still pull strong money, and it’s no wonder—the 350-horsepower small-block is one of the C2’s greatest hits. If you’ve got an original, numbers-matching car, you’re sitting pretty at the top of the market. Restored or tweaked examples usually land somewhere in the middle of the pack.

This Corvette is still early in its Bring a Trailer auction, with the current bid sitting at $5,000 and nearly a week remaining. Given the auction timeline and the overall L79 market, that figure is simply an opening bid, not an indication of the car’s final selling price.

Condition and Details

The story goes that the previous owner picked up this Corvette way back in the late ‘70s or early ‘80s, then kicked off a restoration marathon that finally crossed the finish line in 2022. The highlights? A rebuilt 327-cubic-inch L79 V8, fresh Milano Maroon paint, a new black convertible top, and a reupholstered interior.

But that’s not all—this Sting Ray also picked up some modern creature comforts and upgrades along the way: Vintage Air A/C, a Powermaster alternator, LED dash lights, an extra cooling fan, plus new shocks, springs, bushings, exhaust, clutch, carb, distributor, carpet, and an AM/FM radio. It rolls on 15-inch turbine-style knock-off wheels with goldline tires for that period-correct look.

The Corvette retains several classic C2 features, including four-wheel disc brakes, power steering, retractable headlights, chrome bumpers, and the optional Positraction limited-slip differential. The seller says roughly 1,000 miles have been added since the refurbishment was completed, and service records plus a car cover are included with the sale.

The Offer

Interested in this 1966 Chevrolet Corvette Convertible L79? View the listing here.

What Makes the 1966 Chevrolet Corvette Convertible L79 Unique

The L79 package handed the C2 Corvette one of Chevy’s all-time great small-blocks. The 327-cubic-inch V8 cranked out a factory-rated 350 horsepower and 360 lb-ft of torque, making it a real standout before the big-blocks took over. Pair it with a four-speed manual and you’ve got the kind of performance that made the Sting Ray a legend.

This car checks all the right boxes for a classic driver. It keeps the original Milano Maroon and black interior combo, but adds smart upgrades like air conditioning, better charging hardware, and modern cooling—so you can actually enjoy it on real roads without losing that vintage vibe.

Final Thoughts

This 1966 Corvette Convertible nails the mix of classic style and smart upgrades, thanks to a thorough restoration that wrapped up just a few years back. With its rebuilt L79 engine, manual gearbox, and Positraction, it’s a tempting pick for anyone after a small-block C2 that still delivers the goods.

With the auction still in its early stages, it will be worth watching where bidding lands compared to the broader L79 Corvette market. Whether it becomes a weekend cruiser or a local show car, it represents one of the more iconic combinations from the Sting Ray’s golden era.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

The ZR1 isn’t just another Corvette—it’s become one of the hottest modern classics out there, and the market knows it. Classic.com pegs the C6 ZR1’s value at just over $98,000, but recent sales are averaging north of $109,000. Some have gone for as low as $73,700, while the best examples have hit $151,250. As always, mileage, originality, and condition are king.

Low miles? Big money. ZR1s with less than 10,000 miles are listed anywhere from $129,000 to $151,000. If you’re looking at cars with 15,000 to 25,000 miles, expect to see prices in the $114,000 to $140,000 range. The best-preserved cars are in a league of their own.

With only 1,800 miles, this 2011 ZR1 is basically a time capsule. The auction started at $50,000 and shot up to $85,000 with days still to go. Expect that number to climb.

Condition and Details

Under the hood sits Chevy’s legendary 6.2-liter supercharged LS9 V8, good for a wild 638 horsepower and 604 lb-ft of torque. All that grunt goes straight to the rear wheels through a six-speed manual and a limited-slip diff. This is as raw and engaging as the C6 Corvette gets.

Jetstream Blue paint, Ebony leather inside, and the 3ZR Premium Equipment Group mean this ZR1 isn’t just about speed. You get heated, power-adjustable seats with memory, navigation, Bose audio, a head-up display, dual-zone climate, and a power-adjustable steering column. It rolls on chrome 19-inch fronts and 20-inch rears, with Brembo ceramic brakes and Magnetic Ride Control keeping things in check.

It’s not just the low miles that make this ZR1 special. The sale comes with collector candy: original window sticker, factory build sheet, owner’s manual, battery tender, and both key fobs. The Carfax is clean, though there’s an open manufacturer customer satisfaction program you’ll want to check with Chevy before pulling the trigger.

The Offer

Interested in this 2011 Chevrolet Corvette ZR1 3ZR? View the listing here.

What Makes the 2011 Chevrolet Corvette ZR1 3ZR Unique

The C6 ZR1 was the king of Corvettes before the mid-engine revolution. Chevy built the LS9 just for this car, bolting on a supercharger and dry-sump oiling to make it the most powerful production Corvette ever at the time. Carbon-fiber panels, ceramic brakes, and Magnetic Ride Control set it apart from even the mighty Z06.

The 3ZR trim loads up the comfort and tech without dulling the ZR1’s edge. Add in the manual gearbox and barely-there mileage, and you’ve got a collector’s dream: original, loaded, and almost untouched.

Final Thoughts

You don’t see a 1,800-mile Corvette ZR1 pop up every day, especially one with all its original paperwork and a spotless history. The Jetstream Blue paint is the cherry on top, a rare sight among the usual black, silver, and red cars.

Keep an eye on this auction. The market is still hot for low-mileage, unmodified C6 ZR1s, and this one ticks all the right boxes for die-hard enthusiasts.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

According to Classic.com, the 1964-1965 Corvette L76 (that’s the 327/365) is still a hot ticket for collectors, with a market benchmark hovering around $83,877. Recent sales have bounced between $48,500 and $137,500, with the average deal landing at $79,430.

There’s a big gap between your average driver-quality C2 and the pristine, all-original survivors. Right now, you’ll find 1965 L76 Corvettes listed anywhere from $84,000 to $169,000, depending on how untouched and well-documented they are.

But this Corvette plays in a different league thanks to its Hollywood resume. Standard L76 values don’t really apply when you’re talking about a car with screen time and celebrity status. Case in point: this very Corvette once fetched nearly $900,000, a price tag that’s all about its movie-star past.

Condition and Details

Pop the hood and you’ll find the original 327-cubic-inch V8, good for 365 horsepower, mated to a four-speed manual that sends all that grunt to the rear wheels. The seller says it’s mechanically spot-on, with power steering, power brakes, and even an AM/FM radio for your road trip soundtrack.

You can’t miss it: the red, white, and blue American flag paint job screams Austin Powers from a mile away. Inside, it’s all white, and yes, it still sports the iconic “CIA 1” Washington, D.C. plate from the movie.

The listing says Dixie Corvettes handled a full frame-off restoration between 2007 and 2008. Along with the car, you get a letter of authenticity from New Line Cinema, the original studio bill of sale, the CIA 1 plate, and a stash of movie memorabilia from its days on the promo circuit.

The Offer

Interested in this 1965 Chevrolet Corvette Convertible? View the listing here.

What Makes the 1965 Chevrolet Corvette Convertible Unique

This Corvette isn’t just movie-inspired – it’s the real deal driven by Felicity Shagwell (Heather Graham) in Austin Powers: The Spy Who Shagged Me. It even popped up in Lenny Kravitz’s “American Woman” music video and hit the road for Austin Powers promo events and card game launches.

Movie fame aside, this is still a C2 Corvette worth drooling over. The L76 327 V8 with 365 horsepower is one of the most coveted small-block setups from the mid-year era, and the matching-numbers engine with a four-speed only sweetens the deal for collectors who want both pedigree and originality.

Final Thoughts

If you’re hunting for a mid-year Corvette, this one sits in a league of its own. It’s got the collectible L76 spec, a Hollywood resume, a fresh restoration, and memorabilia that ties it straight to one of the most iconic comedies of the late ‘90s.

No word yet on the asking price, but with its movie-star past and classic Corvette appeal, this is easily one of the wildest C2 convertibles out there right now. For collectors who want more than just a numbers-matching car, this Corvette’s story is the real hook.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

According to Classic.com market data, the second-generation Jaguar XK (2006–2014) has a current market benchmark value of $18,440 across recent sales and listings. The model has recorded an average sale price of $17,651 from 72 documented sales, with prices ranging from $5,180 to $57,888 depending on mileage, condition, and specification.

A convertible with mileage this low sits a notch above your average driver-quality XK. With just 45,000 miles, it’s in the lower-mileage club—especially when most XK convertibles out there are pushing well past 50,000, if not 100,000 miles.

Looking at recent sales and listings, a clean 2010 XK Convertible with this kind of mileage and kit usually lands somewhere between $20,000 and $28,000. Since it’s a no-reserve auction, bidding could start at pocket change, but expect the final price to track with the car’s mileage, condition, and how much the crowd wants it as the clock winds down.

Condition and Details

Under the hood, you get Jaguar’s 5.0-liter naturally aspirated V8, good for 385 horsepower and 380 lb-ft of torque, all sent to the rear wheels through a six-speed automatic. It’s got Adaptive Dynamics suspension, ventilated disc brakes, and a set of shiny 19-inch Artura alloys wrapped in BFGoodrich rubber.

The outside is finished in Ebony with a power-operated black soft top, while inside you get Caramel leather, heated and ventilated power seats, and all the usual luxury suspects: xenon headlights, navigation, dual-zone climate, push-button start, cruise control, and a Bowers & Wilkins sound system that actually lives up to the hype.

The listing states that the Jaguar has a clean Carfax report showing no accidents or other reported damage. It is being offered by a Pennsylvania dealer and includes the owner’s manual along with a clean Pennsylvania title.

The Offer

Interested in this Jaguar XK Convertible? View the listing here.

What Makes the Jaguar XK Convertible Unique

The second-gen Jaguar XK isn’t pretending to be a hardcore sports car. It’s a real grand tourer, built with enough aluminum to keep the weight down and a naturally aspirated 5.0-liter V8 that delivers smooth power and a soundtrack you won’t mistake for anything turbocharged. It’s just as happy eating up highway miles as it is cruising with the top down on a sunny weekend.

This 2010 XK checks all the right boxes: low miles, a clean history, and the kind of luxury features—Caramel leather, heated and ventilated seats, navigation, and that Bowers & Wilkins audio—that make it stand out from the sea of higher-mileage XKs floating around out there.

Final Thoughts

The Jaguar XK Convertible is now one of the more wallet-friendly tickets into the world of modern, V8-powered luxury grand tourers with looks that haven’t gone out of style. Prices are still reasonable compared to the German and Italian crowd, and clean, low-mileage examples like this one are still catching the eyes of enthusiasts.

With 45,000 miles, a clean history report, and a no-reserve auction format, this example is worth watching as bidding develops. Buyers looking for a comfortable convertible with classic Jaguar character will likely find this XK to be one of the stronger examples currently on the market.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

The Ferrari 488 Pista Spider market is still on fire. Classic.com shows that for 2019 and 2020 models, the average sale is hovering around $1.2 million. Out of eight sales, the cheapest went for $612,500, while the priciest one rocketed up to $1.8 million.

Recent sales prove the best examples are still pulling big money. A 2020 Pista Spider with about 4,000 miles fetched $1.51 million in September, and a 2019 with just 701 miles went for a jaw-dropping $1.84 million in August. If you want one with barely any miles, expect to see asking prices between $1.8 million and $2.6 million at specialty dealers.

This Ferrari is smack in the middle of collector dream territory. Just 907 miles, a wild options list, and that rare matte finish—this is the kind of spec that gets collectors reaching for their checkbooks. The $1.25 million bid is already above average, and with time left on the clock, don’t be surprised if it climbs even higher.

Condition and Details

The spec sheet on this car is a flex all on its own. Ferrari sprayed it in Matte Bianco Italia, a special-order color, and threw on a Matte Nero DS racing livery for good measure. Carbon fiber is everywhere: rear diffuser, side splitters, front trim, rear molding, and B-posts. You also get airbrushed Scuderia shields, parking cameras front and back, adaptive xenon headlights, and a matte paint protection film to keep it all looking fresh.

Inside, you’re greeted by Nero Alcantara, Daytona-style carbon racing seats, white contrast stitching, and the iconic Cavallino Rampante stitched into the headrests. Matte carbon trim is everywhere, and you get Apple CarPlay, a JBL sound system, tri-color steering wheel buttons, and even a factory fire extinguisher riding shotgun in the passenger footwell.

Behind the seats, you get Ferrari’s twin-turbo 3.9-liter V8, good for 710 horsepower and 567 lb-ft of torque. It’s loaded with titanium rods, revised cams, beefier intercoolers, and exhaust manifolds straight from the 488 Challenge race car. Power goes to the rear wheels via a seven-speed dual-clutch, with an electronic limited-slip diff, ceramic brakes, and Ferrari’s trick magnetorheological suspension rounding out the hardware.

The Offer

Interested in this Ferrari 488 Pista Spider? View the listing here.

What Makes the Ferrari 488 Pista Spider Unique

The 488 Pista Spider debuted as the open-top version of Ferrari’s track-focused 488 Pista, combining the coupe’s performance upgrades with a retractable two-piece hardtop. It retains the same 710-horsepower V8 and aggressive lightweight engineering while offering open-air driving without sacrificing much of the coupe’s performance. Ferrari also carried over hardware from the 488 Challenge race car, including engine components and extensive carbon-fiber bodywork.

Collectors also tend to gravitate toward highly optioned cars like this one. Nearly $185,000 in factory options, including carbon-fiber racing seats, forged wheels with carbon-fiber center caps, suspension lift, titanium exhaust pipes, premium audio, and extensive interior and exterior carbon trim, make this specification stand out even among other Pista Spiders. Combined with the extremely low mileage, it is easy to see why similar cars continue to sell well above the model’s average transaction price.

Final Thoughts

This Pista Spider is right in the collector sweet spot: under 1,000 miles, a head-turning matte finish, and an option list that adds up to nearly a third of the original sticker. Those are the details that matter when cars like this are already trading hands for $1.5 million and up.

That $1.25 million bid? Just the opening act for what could be one of the month’s most-watched Ferrari auctions. With a clean Carfax, original window sticker, car cover, battery tender, and no accident history, this is exactly the kind of pristine Pista Spider that gets serious collectors circling.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

Fourth-gen Pontiac Trans Ams are still a magnet for anyone chasing affordable American muscle with a modern twist. Classic.com pegs the market benchmark at $25,460, with average sales landing around $23,715 from 134 sales. Prices have bounced anywhere from $4,400 for rough examples to a wild $68,200 for the rare stuff, so mileage, condition, and special editions really make all the difference.

This convertible lands on the more desirable side of the Trans Am spectrum, mostly thanks to its low mileage. With just 45,000 miles, it’s fresher than most surviving fourth-gen F-bodies and still sports its original drivetrain and looks.

Similar clean fourth-gen Trans Ams with this kind of mileage usually pop up in the mid-$20,000 to mid-$30,000 range, according to Classic.com. The rare WS6 or anniversary editions fetch more, but this convertible is right in the sweet spot as the bidding kicks off.

Condition and Details

This Trans Am rolled out of Patrick Pontiac in Rochester, New York, and has called the Empire State home ever since. It’s dressed in Gray Purple Metallic with a black convertible top and Graphite leather inside. You get 16-inch five-spoke alloys, fog lights, pop-up headlights, cruise, A/C, power everything, keyless entry, and a 10-speaker sound system with an AM/FM cassette deck—because nothing says ‘90s like cassettes.

Under the hood sits Pontiac’s 5.7-liter LT1 V8, good for 275 horsepower and 325 lb-ft of torque from the factory. Power heads to the rear wheels via a 4L60E four-speed auto and a limited-slip diff—classic ‘90s Firebird muscle, just the way we like it.

The current owner picked up the car in 2018 and has only put about 3,500 miles on it since. Recent work includes a new drive belt and Schrader valves in June 2025, plus a fresh A/C compressor in July 2025. There’s a 2013 Carfax note for minor damage on the left side, but the owner sorted out some rust in the left rear quarter and refinished that area, so it’s all squared away.

The Offer

Interested in this 1995 Pontiac Firebird Trans Am Convertible? View the listing here.

What Makes the 1995 Pontiac Firebird Trans Am Convertible Unique

The 1995 Trans Am comes from the early days of the fourth-gen Firebird, before Pontiac rolled out the Ram Air WS6 package. It’s still packing the LT1 V8—the same engine you’d find in the Camaro Z28 and Corvette of the era. With rear-wheel drive and a limited-slip diff, it’s got that classic front-engine, V8 muscle car recipe down pat.

Convertibles like this are still rarer than the coupes, so you get open-air fun without losing any of that unmistakable Trans Am attitude. Dual hood vents, a rear spoiler, quad exhaust tips, and those pop-up headlights all scream ‘90s Pontiac performance.

Final Thoughts

What makes this Trans Am special? It’s stayed mostly stock and only racked up 45,000 miles in nearly thirty years. The original docs, service history, and window sticker are all there, making it a prime pick for anyone after a well-preserved survivor instead of a modded-out project.

With fourth-gen F-body prices holding steady and clean LT1 cars getting harder to find, this auction is a shot at snagging a low-mileage slice of ‘90s American muscle—without having to pay WS6 money.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

The Urus may be printing money for Lamborghini now, but the car that made the brand hit the 10,000-unit milestone was the Gallardo. And while it was the Murciélago that brought the Italian automaker into the 2000s, the Gallardo was the one that expanded its customer base and made it bank.

Made from 2003 to 2013, it’s safe to say that the Gallardo was the first truly successful junior Lambo. Prior to that, the company struggled to sell its less expensive models, so this car really helped turn things around for the folks from Sant’Agata Bolognese.

The Backstory

When it was introduced in the U.S in 2004, the Gallardo cost about $167,000 base. The arrival of the top-down Spyder was welcome, and that one started at around $200,000. Both have held values pretty well, and Classic.com currently lists market values at about $102,000 for the early hardtops, and a little over $116,000 for the 2006 to 2007 Spyder.

However, it’s the transmission that makes all the difference if you’re buying or selling a Gallardo. The manuals easily command a much higher premium, and that’s exactly what our Bring a Trailer find has today. This 2007 example finished in orange had a particularly interesting life, as it was actually bought in Canada first before it crossed the border just this year. While we don’t know much about its life in Canada, the miles are low, and it appears cared for.

It has some upgrades, namely the Fabspeed catalytic converter bypass pipes and a Kenwood head unit. Crucially, it was optioned with the front-axle lift system, and by the looks of it in the photos, there aren’t any scuffs or scrapes under the bumper. There’s more good news, too, as it has a complete service history.

The Offer

Interested in this car? View the listing here.

Why it’s Special

The Gallardo wasn’t just a special car for Lamborghini; it was an important and crucial addition to its range. Without it, there wouldn’t be a Huracán or a Temerario, and it helped make a junior model become a permanent fixture in the lineup. The Gallardo was also home to Lamborghini’s last-ever manual transmission.

It’s the three pedals that make this example special. There aren’t a lot of these around, as many opted for the e-Gear, and these are even rarer when mated to the Spyder body style. So if there’s anyone out there with over $200,000 to burn on a car, this is a pretty great way to spend it.

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What It’s Worth Right Now

Second-gen Pontiac GTOs are still flexing hard in the classic muscle market. According to Classic.com, standard 1968-1972 GTOs are averaging around $59,300, with the market benchmark at $57,078. Prices run the gamut – from $15,000 basket cases to $150,000 show-stoppers. The latest sale? $39,000.

That leaves this convertible in a bit of a gray area. Drop-top GTOs already fetch more than their hardtop siblings, but this one ditches factory-correct for full-on restomod, with an LS3 V8 and a six-speed manual. If you’re after a numbers-matching garage queen, look elsewhere. But if you want a classic that’s been brought into the 21st century, this one’s calling your name.

As of now, bidding sits at $39,396 with days still left on the clock. That’s already on par with the latest comparable sale, but it’s still trailing the average price for a top-notch second-gen GTO.

Condition and Details

The biggest change under the hood is the 6.2-liter LS3 crate V8, which the seller says was installed in 2021. Power goes to the rear wheels through a Tremec six-speed manual transmission and a 9-inch rear axle fitted with performance components. A dyno sheet included with the listing reportedly shows 432 horsepower and 418 lb-ft of torque, giving this GTO considerably more performance than it left the factory with.

Beyond the drivetrain, the suspension has been upgraded with Hotchkis components, boxed lower control arms, upgraded sway bars, and rear shocks. Wilwood four-wheel disc brakes replace the original braking hardware, while reproduction Rally-style 17-inch wheels wear Falken Azenis performance tires. Other exterior touches include a Ram Air hood, power-operated black convertible top with a glass rear window, electric retractable headlight covers, and a dual-exhaust system with turn-down exits ahead of the rear axle.

Inside, it’s all about modern comfort over factory nostalgia. Black leather buckets and a matching rear bench, Dakota Digital gauges, Vintage Air climate, power windows, tilt column, custom center console, Simpson lap belts, and an AM/FM radio round out the upgrades. The odometer says 814 miles, with about 430 of those put on by the current owner, but the real mileage is anyone’s guess.

The Offer

Interested in this 1969 Pontiac GTO Convertible? View the listing here.

What Makes the 1969 Pontiac GTO Convertible Unique

The 1969 GTO is one of the most iconic muscle cars out there. This was the year Pontiac rolled out the split grille, hidden headlights, that sculpted Endura front bumper, and sharper body lines – features that made the second-gen GTO a legend. Convertibles like this one are much rarer than coupes, which only ups the cool factor for anyone chasing open-air muscle.

This car doesn’t pretend to be a museum piece. Instead, it goes all-in on the restomod recipe: LS3 power, six-speed manual, modern suspension, big brakes, and a tech-filled interior. The result? A GTO that’s way more fun to drive, but still looks every bit the late-’60s classic.

Final Thoughts

This GTO is for anyone who wants classic Pontiac style without sacrificing modern performance. The LS3 and Tremec combo is a go-to swap for good reason: it’s reliable, easy to source parts for, and delivers way more punch than the original setup ever could.

With the auction already flirting with $40,000 and days to go, it’ll be fun to watch where the hammer finally drops. Purists might turn up their noses at the mods, but anyone after a sorted, ready-to-drive restomod convertible will find a lot to love here.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

Market data from Classic.com shows the 1963–1967 Chevrolet Corvette L75 327/300 averages about $90,158, with recent sales ranging from $32,750 on the low end to $229,900 for exceptional examples. Across 76 recorded sales, the most recent transaction landed at $60,500, while the average sale price remains just over $92,000.

Scan the current listings and you’ll see 1966 L75 convertibles all over the map. High-mileage drivers start around $69,000, while the pristine, low-mileage, all-original unicorns can push $95,000 or more. The truly exceptional ones? Those can rocket well past the $100,000 mark.

This Corvette lands somewhere in the middle. It’s still rocking its original Trophy Blue paint and blue interior, but it’s also picked up some aftermarket wheels and a few mechanical tweaks along the way. With no reserve, we’re about to find out exactly what the market thinks a well-kept, lightly modded C2 convertible is worth right now.

Condition and Details

Under the hood, you’ll find a 327-cubic-inch small-block V8 hooked up to a four-speed manual, sending power to the rear wheels – just as the Corvette gods intended. The outside is all Trophy Blue with a black soft top, while inside, it’s blue on blue on blue: vinyl buckets, matching carpets, and door panels.

Ahead of the sale, the seller gave this Corvette a serious spa day: new carburetor, spark plugs, fuel pump, air cleaner, brake calipers, pads, hoses, and a fresh master cylinder. The ignition system got a Mallory upgrade, too.

It’s not all bone stock, though. This Corvette now rolls on 17-inch American Racing chrome wheels with Nitto NT450 tires, plus side pipes, a Hurst shifter, an aftermarket stereo, and a Fuel Tech 600-cfm carb. The original carburetor comes with the sale, along with Corvette-branded floor mats, a jack, lug socket, and the owner’s manual.

The Offer

Interested in this 1966 Chevrolet Corvette Convertible? View the listing here.

What Makes the 1966 Chevrolet Corvette Convertible Unique

1966 was a turning point for the C2 Corvette. Chevy rolled out the now-iconic big-block hood – even on some small-block cars – while keeping the Sting Ray looks that debuted in ’63. The real magic was pairing the lightweight 327 V8 with a four-speed manual, giving drivers a car that was all about balance and fun, not just brute force.

The L75 327/300 engine is the Goldilocks pick in the C2 lineup: 300 horsepower, plenty of punch, but not so wild you’re in big-block territory. Add in four-wheel independent suspension and disc brakes, and you’ve got a mid-’60s Corvette that could run with the best sports cars America had to offer.

Final Thoughts

This Corvette offers a strong mix of factory character and usable upgrades. The Trophy Blue exterior and matching blue interior remain standout features, while the recent brake and ignition work should make it more appealing to someone looking for a C2 that can be enjoyed rather than immediately sorted.

The no-reserve format also makes this auction one worth watching. With values for L75-powered C2 Corvettes continuing to vary based on originality and condition, this example will provide another interesting data point for one of Chevrolet’s most enduring classic sports cars.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

Sometimes, all you need is an outline to define a car. The design of the C2 Corvette can easily be called one of the most beautiful shapes to ever come out of the ’60s, and we all know that there were a lot of greats that came out that decade. It was made in an era where design wasn’t limited by regulations, allowing stylists greater creative liberties when it came to turning sketches into reality.

Whether it’s a split-window or a fixed window, coupe or convertible, the C2 Corvette is a looker. Don’t call it a muscle car, though, as it was designed to be a pure sports car.

The Backstory

The C2 Corvette was, by all means, almost infinitely configurable. You had a wide variety of color and upholstery choices, along with a great number of selectable engines. That also means market values vary greatly. For instance, a late-model big-block C2 can go for over $114,000, based on Classic.com’s valuations. That will also depend on condition, mileage, and originality

With that, we’re not expecting the one we spotted on Bring a Trailer to go for earth-shattering prices. It’s not totally original, and the true mileage is unknown because of a new set of gauges, although it has an interesting engine mod. This 1967 Chevrolet Corvette convertible rolled off the St. Louis, Missouri assembly line on May 23, 1967, sporting red paint and a black top. Quite a lot had changed since it left the factory, and before this current auction, it actually went up for sale on BaT with even more mods.

The current seller has since made it look closer to stock, and a good number of parts have been replaced. But the highlight here is the 468ci swap, and while we don’t know the power figures, we wouldn’t be too surprised if it made close to 500 hp. After all, the 427ci L88 engine made 430hp, and that was a conservative estimate.

The Offer

Interested in this car? View the listing here.

Why it’s Special

Obviously, it’s not one for the purists, but this example was brought back to stock in terms of its exterior. And while it won’t be prized like a numbers-matching C2, that also means it’ll be much cheaper than one. For the person who likes to take their classics out without worrying too much about market values, this might be the ticket. There’s the bonus of that 468 swap, too.

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What It’s Worth Right Now

According to Classic.com, first-gen Firebird Convertibles are averaging around $53,000, with sales all over the map – from $24,750 for a project to a jaw-dropping $260,000 for the rarest, cleanest examples. Engine, originality, and condition are the big deciders here.

If you’re hunting for a 1968 convertible, prices are all over the place. Decent drivers start around $23,500, while the really clean or original cars can push $70,000. And if you want a Firebird 400, be ready to see some asking prices flirting with six figures.

This Firebird lands right in the sweet spot – not a time-capsule survivor, but not a basket case either. It’s got the restoration work and the long-term owner story, and with bidding at $12,250 and days left on the clock, there’s still plenty of runway before it hits typical market money.

Condition and Details

The current owner picked up this Firebird back in 1999 and never let go. Over the last decade, it’s had a laundry list of new metal – trunk lid, quarters, floors, fenders, and taillight panel – before getting a fresh coat of Mayfair Maize in 2016. The windshield and wiring harness are new, and the black power top was swapped in just a couple years ago.

Under the hood, you’ll find a rebuilt 350 V8 with a Holley four-barrel, Edelbrock intake, and electronic ignition. The engine got new pistons, rings, cam, and lifters during the rebuild. Power goes to the rear through a rebuilt two-speed auto and a 10-bolt limited-slip diff.

The suspension’s been sorted too – new coils, leafs, bushings, ball joints, and tie rods. You also get power steering, front disc brakes, Rally II-style 15-inch wheels wrapped in BFGoodrich Radial T/As, aftermarket gauges, a retro stereo, and black quilted vinyl with woodgrain trim inside.

The Offer

Interested in this 1968 Pontiac Firebird Convertible? View the listing here.

What Makes the 1968 Pontiac Firebird Convertible Unique

The first-gen Firebird hit the scene in 1967 as Pontiac’s answer to the Camaro, sharing the F-body bones but bringing its own attitude, engines, and looks. Convertibles are the real head-turners, with clean lines, a slick hidden top, and all the late-’60s pony car swagger you could want.

What makes this one special? It’s stuck with the same owner for almost 30 years and got a careful mechanical refresh instead of a wild custom overhaul. The factory Mayfair Maize over black stays, but upgrades like front discs, electronic ignition, and new suspension mean you can actually enjoy it on the road.

Final Thoughts

This Firebird is more about driving than collecting dust at a concours. With its rebuilt engine, sorted suspension, and new top, it’s perfect for someone who wants to hit the road instead of the restoration shop.

With the bidding still sitting well below average market values for first-generation Firebird convertibles, it will be interesting to see where the auction lands. Its combination of long-term ownership, documented restoration work, and classic Pontiac styling gives it a solid case as an approachable American muscle-era convertible.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

Imagination knows no bounds, and you can pretty much turn any car you can want it to be. We’ve seen SUVs being turned into dragsters and track toys, and we’ve seen sports cars being transformed into off-roaders. Even automakers are getting in on the latter, too. Huracan Sterrato, anyone?

Of course, there are those who have built off-roaders out of cars that were never meant to go off the beaten path. From time to time, these come up for sale in search of a new owner who can appreciate the unusually interesting build.

The Backstory

What we found on Bring a Trailer is a 2005 BMW Z4. Internally known as the E85, a 2.5i model is currently valued at around $10,800, based on Classic.com‘s assessment. But what we have here probably won’t fall under typical evaluation. That’s mainly because the seller went ham with the off-road mods.

This particular car started out in life as any other Z4 2.5i, and relatively well specified as it comes equipped with a Sport Package. But none of that really matters, because it’s been given a lift kit and all-terrain tires, so it’s far from your usual Z4. Also attached to it is a nudge bar at the front, a carrier basket, and a generous helping of driving lights.

It’s admittedly a little weather-worn, but a good degree of mechanical work has been done to it. It includes a fresh service, a new coolant expansion tank and hoses, and other plastic components under the hood have been replaced.

The Offer

Interested in the car? View the listing here.

Why it’s Special

This Z4 obviously won’t be for everyone, but it’s an interesting car to feature nonetheless. It’s not every day one gets to see a lifted Z4, let alone one for sale. While the roadster isn’t particularly rare with nearly 181,000 made, the unique build adds a touch of personality. All it needs now is an eccentric buyer who can truly appreciate it.

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What It’s Worth Right Now

Ninth-gen Eldorados haven’t exactly been rollercoaster rides on the market lately. Classic.com pegs the average sale at about $25,000, but prices have swung from a bargain-basement $1,400 all the way up to a jaw-dropping $143,000, depending on how rare, clean, or storied the car is. The last similar one sold for $20,000, so there’s still room for surprises.

Zooming in on the 1976 convertibles, most asking prices hover in the mid-$20,000s to just shy of $50,000. If you’re looking at cars with 55,000 to 65,000 miles, expect to see listings between $27,000 and $37,000. But if you stumble across a time-capsule example with ultra-low miles, be ready to pay a premium.

What makes this Eldorado pop? Long-term ownership, low miles, and a color combo that just works. With only 43,000 miles and that eye-catching factory finish, it’s sitting pretty in the sweet spot for collectors. Right now, bidding is only at $5,000, but don’t expect it to stay there for long.

Condition and Details

Crystal Blue Firemist paint? Check. Power white convertible top and a matching parade boot? Double check. Outside, you get all the chrome you could want, remote mirrors, a power antenna, power trunk, cornering lamps, and those classic 15-inch steel wheels with body-color covers and white-stripe tires. Cadillac’s Automatic Level Control suspension and four-wheel disc brakes round out the package.

Inside, the Eldorado wears White Sierra Grain leather across its power-adjustable front bench seat and rear seating area. Luxury features include automatic climate control, cruise control, power windows, power door locks, an AM/FM stereo, and power-adjustable seating. The listing notes some cracking on one of the door trim panels, but otherwise presents the interior as largely original.

Under the hood, this car is powered by Cadillac’s legendary 500-cubic-inch V8, good for 190 horsepower and a hefty 360 lb-ft of torque. Power goes to the front wheels through a Turbo Hydra-Matic three-speed auto. Recent work includes a new battery and some fresh exhaust bits, so it’s not just a garage queen – it’s ready to cruise.

The Offer

Interested in this 1976 Cadillac Eldorado Convertible? View the listing here.

What Makes the 1976 Cadillac Eldorado Convertible Unique

The 1976 Eldorado Convertible is a bit of a legend. It marked the end of Cadillac’s factory convertibles for years, and back then, people thought it was the last drop-top the brand would ever build. That made these cars instant collectibles, and even now, they’re still icons of American luxury from the era.

But history aside, this Eldorado is Cadillac at its most over-the-top. Huge V8 up front, front-wheel drive, a ride softer than your living room couch, and enough power features to make you feel like royalty. It’s the kind of cruiser that turns heads whether you’re rolling down the highway or just pulling into your local cars-and-coffee.

Final Thoughts

This 1976 Eldorado Convertible ticks all the right boxes for collectors: long-term ownership, low miles, factory colors that actually suit the car, and a mostly original vibe. Plus, the recent maintenance means it hasn’t just been gathering dust all these years.

With bidding still in its early stages, it’ll be interesting to see where this Eldorado lands compared to other preserved ninth-generation convertibles currently on the market. For anyone looking for a classic American drop-top with unmistakable 1970s styling and genuine Cadillac luxury, this one makes a compelling case.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

Attainable performance cars will always have a place in everyone’s hearts. For the Japanese, it was sport compacts, while the Europeans honed the hot hatchback. But for Americans, nothing says ‘cheap’ speed than a muscle car. We can thank John DeLorean, Bill Collins, and Russ Gee for effectively kicking off the ’60s performance revolution thanks to the creation of the Pontiac GTO.

The GTO is often credited as the first muscle car, and it was introduced in 1964. After that, it was a horsepower race among Detroit’s Big Three, cranking up the cubic inches and lowering 0 to 60 times along the way.

The Backstory

Pontiac made 96,946 GTOs in 1966. 12,798 units of those were convertibles, and about 1,500 came with a Tri-Power 389 cubic-inch V8 mated with a manual transmission. It’s one of the rarest combinations possible, and as a whole, Classic.com lists average prices for a 1966 GTO convertible at around $64,000. Of course, the more unique the combination, the higher the prices can go. Originality plays a huge part, too.

Admittedly, the one we found on Bring a Trailer isn’t totally original. This ’66 Tri-Power-equipped convertible was once painted Mission Beige, but has been repainted to red. The car was refurbished before the current owner and seller acquired it in 2024. The seats have been reupholstered from Fawn (tan) to white, although the top is still white, just as the build sheet suggests. Its data plate shows that it was built in the second week of April 1966, and was the 909th GTO body to roll out of GM’s Kansas City, Missouri plant. Still, it’s a convertible Tri-Power with a manual, and that makes it pretty special.

The Offer

Interested in this car? View the listing here.

Why it’s Special

The story of the Pontiac GTO is interesting in itself. GM’s ban on factory-backed motorsport meant Pontiac took its efforts out on street performance. What started out as a special trim for the Tempest kicked off the muscle car revolution. The fact that it kicked off a whole movement makes the GTO a hugely significant car, not just within the halls of GM, but the entire motoring industry. It gave power to the people, and its influence is felt to this day in cars that offer a great performance-per-dollar ratio. We say that’s one heck of a legacy.

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What It’s Worth Right Now

According to Classic.com, the market for the 2006-2009 Mercedes-Benz CLK350 Convertible has remained relatively steady over the past year. Market data shows the average sale price sits at $9,284, while the current market benchmark is around $11,556. Recorded sales range from $4,400 at the low end to $18,700 for the best examples, with dozens of sales tracked across the market.

That makes this 4,900-mile Cabriolet a real unicorn. You just don’t see W209 CLK350s with mileage this low – most have racked up 50,000, 100,000, or even more. Cars this well-preserved usually fetch a serious premium, and the condition alone puts it in a league of its own.

Right now, bidding sits at $7,400 with a few days left on the clock. Given the mileage, pristine condition, and all the paperwork that comes with it, don’t be shocked if the final price climbs toward the top end of recent CLK350 Convertible sales.

Condition and Details

Dressed in Capri Blue Metallic with Stone Nappa leather, this CLK350 sports one of the more subtle color combos Mercedes offered for the W209. The blue soft top matches the body perfectly, and the light leather inside gives the cabin a classier vibe than the usual black-on-black setup.

Under the hood sits Mercedes’ 3.5-liter M272 V6, good for 268 horsepower and 258 lb-ft of torque, hooked up to a seven-speed automatic with Touch Shift. Power goes to the rear wheels, so it keeps that classic grand tourer feel instead of chasing outright speed. It rolls on factory 17-inch five-spoke alloys, now wrapped in fresh Michelin Pilot Sport All Season 4 tires put on earlier this year.

Besides the shockingly low mileage, the listing boasts a clean history report – no accidents, no damage. You also get the owner’s manual, service records, heated 10-way power seats, COMAND navigation, dual-zone climate control, a wind deflector, and both blue and original beige floor mats. According to the seller, the car was bought from its original owner in 2025 and has only seen about 800 miles since then.

The Offer

Interested in this Mercedes-Benz CLK350 Cabriolet? View the listing here.

What Makes the Mercedes-Benz CLK350 Cabriolet Unique

The W209 CLK sits in a sweet spot in Mercedes history. It landed before Mercedes went wild with aggressive styling and turbocharged everything, so you get a cleaner look and a naturally aspirated drive that’s getting harder to find. As a Cabriolet, it sticks with a classic fabric soft top instead of a folding hardtop, which keeps the weight down and the lines looking sharp.

The CLK55 AMG usually hogs the spotlight, but for a lot of buyers, the CLK350 is actually the better grand tourer. The M272 V6 is smooth and easygoing, the ride is comfy enough for long road trips, and you won’t lose sleep over AMG-level running costs. A low-mileage, well-kept example like this gives collectors something that’s getting rarer by the day: true originality.

Final Thoughts

Finding any convertible with under 5,000 miles is rare, no matter the badge, and that’s exactly why this CLK350 grabs your attention. It looks like it’s barely been driven, pampered throughout its life, and kept almost entirely stock. The spotless history and stack of service records just seal the deal.

If you’re hunting for a modern classic Mercedes convertible, this is one auction to keep an eye on. The current bid is still below the market average, but cars with mileage this low tend to spark a bidding war as the clock winds down.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

Prices for the 2009–2016 Aston Martin V8 Vantage 4.7 Roadster haven’t exactly been on a rollercoaster lately. Classic.com pegs the average sale at $37,592, but you’ll see everything from bargain basement $19k cars to $62k examples, depending on how pampered and pretty they are. The current sweet spot? Around $44,277.

If you want the lowest miles and the flashiest colors, be ready to pay up. Recent listings show 20,000-mile cars asking anywhere from the low $50,000s to north of $70,000. On the flip side, if you’re okay with a few more road trips on the clock – say, 50,000 to 75,000 miles – you’re looking at a much friendlier $30,000 to $40,000 range.

With 42,000 miles, this Roadster sits right in the Goldilocks zone – not too high, not too low. It’s got the Sports Pack, a squeaky-clean history, the original window sticker, and a beefed-up twin-plate clutch with a lightweight flywheel. If you want a Vantage you can actually drive instead of just stare at in your garage, this one’s worth a look.

Condition and Details

This V8 Vantage started life at Aston Martin Orlando and has soaked up the Florida sun ever since. The Hammerhead Silver paint and black soft top set the tone, while the Sports Pack brings lightweight 19-inch split-spoke wheels, sharper suspension, and a beefier rear anti-roll bar. Inside, you get all the toys: heated power seats with memory, navigation, Bluetooth, premium audio, and parking sensors front and rear.

Under the hood, you get Aston’s 4.7-liter naturally aspirated V8, good for 420 horsepower and 346 lb-ft of torque, all sent to the rear wheels through the Sportshift six-speed and a limited-slip diff. Recent maintenance? Oil change and new battery (yes, in 2025 – someone’s planning ahead), plus a Velocity Automotive Performance twin-plate clutch and lightweight flywheel added in June 2022.

Cosmetically, it’s not perfect – there’s a scratch on the front bumper and a tiny ding on the right rear quarter, but nothing that’ll keep you up at night. For its age and mileage, it’s holding up well, with a clean Carfax and no accident drama. Heads up: there’s a lien on the car, so the title transfer will have to wait until that’s squared away.

The Offer

Interested in this Aston Martin V8 Vantage Roadster? View the listing here.

What Makes the Aston Martin V8 Vantage Roadster Unique

The V8 Vantage is about as pure as modern Aston Martins get. The 4.7-liter upgrade brought more muscle and sharper handling than the old 4.3, but it never lost that grand touring soul. Best of all, it still packs a naturally aspirated V8 that sounds like nothing else on the road.

This particular car also stands out for its color combination. Hammerhead Silver is one of Aston Martin’s signature metallic shades, while the Lords Red leather interior gives the cabin plenty of contrast with the black soft top. Add in the Sports Pack and documented clutch upgrade, and it offers a specification that’s a little more driver-focused than a standard V8 Vantage Roadster.

Final Thoughts

The 2010 Aston Martin V8 Vantage Roadster is in a sweet spot right now. It’s not a museum queen with delivery miles, but 42,000 is hardly a road warrior for a 16-year-old Aston. With its clean history and all the right options, this is a car you can actually drive and enjoy – without worrying about every bug splat.

With bidding just getting started at $2,010, there’s a lot of runway left for this auction. If you want that old-school Aston Martin vibe without the six-figure sticker shock, well-kept V8 Vantage Roadsters like this one are still turning heads and tempting wallets.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

V12 Could Come To The Extreme Aston Martin Vantage

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The spy shots also reveal a deep front splitter, but if you can look past this and the fixed rear wing, the rest of the styling seems relatively restrained. Carbon-ceramic brakes and stiffer suspension will appear on the hardcore Vantage, rumored to be called Vantage RS, and while the 4.0-liter AMG-sourced twin-turbo V8 is the obvious choice, some insiders claim Gaydon’s engineers will cram a V12 under the hood, something they’ve previously admitted is technically possible. Either way, this looks like the most extreme drop-top Vantage yet, and with such wild aero, it appears to be aimed at the Porsche 911 GT3 RS, a car it will easily outmuscle in the power stakes (unless the turbo GT3 RS rumors are true), with over 700 horsepower all but guaranteed for the baby Aston. For the record, the regular Vantage produces a healthy 670 hp with 590 lb-ft of torque. Expect this ‘RS’ variant to cut the 0-60 mph sprint time to below three seconds, helped by a recalibrated ZF eight-speed automatic, and expect some significant weight-reduction measures, including expanded use of carbon fiber.

Autoblog’s Take

The Aston Martin Vantage is the brand’s most accessible sports car, and applying the hardcore treatment to any “entry-level” vehicle of this ilk is always exciting. Given that this Vantage, which debuted in 2024, is an evolution of the car that debuted in 2018, and considering that the marque has now revealed the Valen with a wildly different aesthetic, it seems like the right time to introduce a special-edition send-off to slowly introduce customers to a more aggressive aesthetic before the designers reinvent the Vantage’s looks once again. Furthermore, European emissions regulations mean that this may be Aston Martin’s last chance to put its biggest engine in its smallest car. With this development mule sighting being our first, Aston Martin likely still has considerable work to do, but it should still debut in 2027, with a starting price far beyond the regular Vantage’s sub-$200k base MSRP.

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Technically speaking, the 911 G-Series was produced for just one model year in 1974. However, the nickname stuck for the entire run of the second-generation 911. Among all the generations of the venerated sports car, it’s the one that lasted the longest, from 1973 to 1989. That’s a total of a whopping 16 years, and given design cycles now, it’s something that wouldn’t happen again.

But before the 964 fully succeeded it, Porsche did something special to send off the long-running G-Series. It built a limited number of Speedster models as a nod to the original 356 version as a final-year swan song. Today, these are highly sought-after collectibles.

The Backstory

Just 2,104 G-Series Speedsters were ever made, of which only 823 were specific to the U.S. market. Its iconic status, along with its rarity, keeps its value strong, with Classic.com currently valuing it at around $229,000. That’s nearly double what widebody 3.2 Carrera coupes go for these days.

On Bring a Trailer right now is one of the 823 cars sold stateside. It’s a legit U.S model, complete with those blocky impact bumpers front and back. While not the most aesthetically pleasing part of the car, it’s bonus points for keeping it original. It was delivered to Carlsen Porsche in Palo Alto, California, and it’s had a few owners since. This particular car was previously featured on the same selling platform. We wish we could know more about its service or ownership history, but everything appears to be in order. Either way, this car has a story to tell, and whoever bought this new knew what they really wanted.

The Offer

Interested in this car? View the listing here.

Why it’s Special

There’s the rarity, and there’s the low miles, but the 911 Speedster is more than just the low production numbers. With its unique top and rakish windshield, it’s like no other topless G-Series out there. The ‘double-bubble’ deck that houses the top gives it a one-of-a-kind shape, further differentiating it from other convertible 911s. It was a rare car then and even more so now. Sure, it’s not the most attainable classic, but it’s always a treat to see one preserved.

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What It’s Worth Right Now

If you’re wondering what these Thunderbirds are worth, the market’s been holding steady for clean examples. Average sale price? About $16,000 on Classic.com, with the best ones nudging $18,000 or more. Bargain hunters have snagged rougher cars for as little as $4,200, while pristine, low-mileage gems have fetched up to $42,000.

This particular car? It’s playing in the big leagues. With just 7,000 miles and that 50th Anniversary badge, it’s right up there with the best-kept Thunderbirds on the market. Similar low-mileage examples are often listed anywhere from the low $20,000s to nearly $30,000, depending on how untouched they are.

Since the auction’s still live, we don’t know where the hammer will fall. But with ultra-low miles, limited-edition status, and a pile of original extras, this one’s got a real shot at beating the average – assuming the bidding war heats up.

Condition and Details

Ford reserved a unique specification for every 50th Anniversary Edition Thunderbird. All 1,500 cars left the factory in Cashmere Tri-Coat Metallic with matching Cashmere leather upholstery and anniversary embroidery stitched into the seats. This example keeps that original combination and includes both the removable hardtop with porthole windows and the power-operated soft top.

Under the hood sits Ford’s 3.9-liter DOHC V8, good for 280 horsepower and 286 lb-ft of torque, all sent to the rear wheels through a five-speed auto. The 50th Anniversary cars also came loaded: 17-inch micro-machined wheels, heated power seats, dual-zone climate, cruise, a six-disc CD changer (remember those?), and unique Thunderbird trim.

Originally sold in Missouri, this Thunderbird was acquired by its current owner in 2018. It’s got a clean Carfax, service records, manuals, a hardtop stand and electric lift-up wind deflector, and even some spare parts. The odometer reads just 7,000 miles, though the title is mileage exempt due to age.

The Offer

Interested in this 2005 Ford Thunderbird 50th Anniversary Edition? View the listing here.

What Makes the 2005 Ford Thunderbird 50th Anniversary Edition Unique

The 50th Anniversary Edition was Ford’s way of waving goodbye to the retro Thunderbird comeback. All 11th-gen Thunderbirds borrowed from the 1955 classic, but these anniversary cars got the full Cashmere treatment inside and out, special seat embroidery, matching wheel accents, and a numbered plaque to show off their limited status.

Collectors love these cars when they come with all the original bits: removable hardtop, factory soft top, hardtop stand, electric lift, and the rest of the accessories. Having the full kit sets the best Thunderbirds apart from the average used example. With only 1,500 built, these anniversary cars have a bit more swagger than your run-of-the-mill 2005 model.

Final Thoughts

This Thunderbird ticks just about every box for a modern collectible: super low miles, original anniversary spec, and nearly every factory accessory still in the mix. That’s a recipe for collector appeal, especially compared to the higher-mileage crowd.

Where the auction ends up is anyone’s guess, but this is already one of the cleanest 11th-gen Thunderbirds out there. If you’re into early-2000s American grand tourers with a retro vibe and a limited-production backstory, this one’s worth watching.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

What It’s Worth Right Now

Classic.com tracks the 1970–1982 Alfa Romeo Spider Series 2 market with an average sale price of $21,868 across 42 recorded sales. Values vary widely depending on originality, mileage, and condition, with the market ranging from a low sale of $1,600 to a high of $175,000 for exceptional examples.

That puts this Spider in a pretty intriguing spot. With just 10,000 miles on the odometer, it’s firmly in the low-mileage club that gets collectors’ hearts racing. Sure, mileage isn’t everything, but it definitely sets this one apart from the usual high-mileage survivors out there.

When the listing went live, bidding was barely at $2,000, with plenty of time left on the clock. That’s way under the market average, but if you know Bring a Trailer, you know the real action happens in the final stretch. Expect things to heat up as more bidders jump in.

Condition and Details

Under the hood, you’ll find a 2.0-liter twin-cam inline-four hooked up to a five-speed manual, sending power to the rear wheels through a limited-slip diff. The seller swapped out the factory fuel injection for Dellorto carbs, upgraded the ignition, and bolted on Centerline Alfa headers – so it’s not exactly stock, but it should sound and feel the part.

The Grigio Metallic paint is paired with a black soft top and Ruby leather everywhere you look inside. You get power windows, a cassette stereo, an integrated center console, and a wood-rimmed Personal steering wheel – classic Italian vibes all around.

Since 2020, it’s had a new exhaust, fresh spark plugs and wires, a fuel pump, hoses, drive belt, heater hoses, alternator, throttle cable, crank seal, and valve cover gasket. The seller points out a bit of fading on the convertible top and some yellowing on the headlight covers – minor cosmetic quirks for a car of this age.

The Offer

Interested in this Alfa Romeo Spider Veloce? View the listing here.

What Makes the Alfa Romeo Spider Veloce Unique

The Series 2 Alfa Romeo Spider represents one of the purest versions of Alfa’s long-running roadster. Styled by Pininfarina, it features the rounded nose, slim chrome details, and classic proportions that made the Spider an icon throughout the 1970s and early 1980s. Unlike later versions, the Series 2 keeps much of the original design before larger bumpers and other updates arrived.

The 2000 Spider Veloce is all about that classic sports car feel. Twin-cam four-cylinder up front, rear-wheel drive, five-speed manual, and a limited-slip diff – it’s a lightweight drop-top built for fun, not just numbers. Low-mileage, well-kept examples like this are getting rare, which only makes this one more tempting.

Final Thoughts

This 1981 Alfa Romeo 2000 Spider Veloce is a strong contender if you’re hunting for a classic Italian convertible with low miles. The Grigio Metallic and Ruby leather combo gives it that unmistakable factory look, and the recent mechanical work shows someone’s been keeping it ready for the road.

As with any vintage European ride, you’ll want to check the maintenance records, take a close look at the tires and convertible top, and pay attention to those fuel and ignition tweaks. With the auction just getting started, it’ll be fun to see where this low-mileage Spider ends up.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.