Can you believe that Porsche enthusiasts are already clamoring for Porsche’s non-existent supercar? The Mission S was recently unveiled, and the “vision model” has received overwhelmingly positive feedback from fans, some of which have resulted in genuine inquiries for a car that has yet to go into production.

Remember, the Mission S is just a concept, so it will take the German automaker a while before it even announces production or settles on a retail price. Even so, that hasn’t stopped the hardcore fans with Porsche supercar money burning a hole in their pockets. In fact, these prospective Mission S customers have even asked for contracts and paperwork they can sign right now to get them a Mission S, or whatever derivative comes, in the future.

As Porsche’s CFO, Jochen Breckner stated in Porsche’s Q3 2026 earnings call, “That car [Mission S] received really overwhelming feedback from all the stakeholders and groups that we were targeting with that car. From our perspective, that vision model is, in terms of design and positioning of the brand, a great proof point for our strategy. It’s still a vision model and a design model, but it received really fantastic feedback, and we are really happy with the feedback we received since then.’

What a Concept!

The Mission S is more than just a concept for a new flagship model, but also a concept for Porsche’s vision for the future. It would be awesome to have another Porsche supercar, because it’s been over a decade since we got the 918 Spyder, and even longer since the legendary Carrera GT. It might be high time for Porsche to flex its engineering chops on another limited-run flagship supercar.

However, unlike those legendary nameplates, reports indicate its platform will be in production and won’t be relegated to the archives right after the last production number rolls off the factory floor. This will be a monumental shift for the brand’s lineup because it will be like Porsche (sort of) admitting that putting the engine in the middle, instead of the back, is part of the brand’s future.

The Mission S seems to be more than just a standalone supercar; it will also spawn a new generation of models from the brand. Porsche has already confirmed that the Mission S will set the tone for a new model above the 911. Will it still be called the Mission S? We don’t yet know.

No Price, No Specs, but… Porsche has “Orders”

A manual transmission is also possible in the Mission S, as well as Porsche’s PDK. As usual, Porsche can chuck a three-pedal transmission with high enough demand. Also, according to sources from its debut in New York, the sound that came out of the Mission S was that of a flat engine, but Porsche hasn’t confirmed or denied a flat-eight at this point in time. On that note, Porsche is reportedly considering pure internal combustion and a hybrid powertrain. Perhaps something similar in operation to the 911 GTS, which launched earlier this year.

The thing is, “it will all take some time,” said Breckner. It will be a while before the Mission S turns into a production car, which may mean that we won’t see the final production model until perhaps 2030 or beyond, as per source estimates. If anything, this is a future product for Porsche, with the brand’s future plans of making more money from fewer cars in mind.

What It’s Worth Right Now

Classic.com data puts the second-generation Pontiac GTO, covering 1968 to 1972, at a Classic Market Benchmark of $56,626. The database records an average sale price of $59,795 across 88 sales, with results ranging from $15,000 to $150,000. Its most recent recorded sale was $66,000. These figures cover multiple model years and specifications, so they provide broader market context rather than a direct valuation for this particular car.

There’s plenty to like here: a 400ci V8 with Ram Air, Rally II-style wheels, and that eye-catching Parchment roof and interior. But let’s not gloss over the swapped engine, the faux Judge stripes, patches of rust, and a few interior scars—definitely not one for the originality police or anyone hunting for a showroom-perfect GTO.

Given the car’s condition and what the market’s doing, I’d peg this one somewhere between $25,000 and $40,000—assuming there aren’t any nasty surprises hiding underneath. That’s just a ballpark, not gospel. Right now, the bidding sits at a devilish $6,666, but there’s still time for things to get interesting.

Condition and Details

The GTO got its red paint job back in 2008, and those Judge-style decals showed up in 2012. Up front, you get the Endura bumper and quad headlights, plus a Ram Air hood and a rear wing for extra attitude. The 14-inch Rally II-style wheels wear red accents and white-letter tires. There’s been some bodywork over the years, but photos don’t lie—rust is creeping in near the passenger door and a few other spots.

Under the hood, you’ll find a replacement 400ci V8 with Ram Air, ported heads, a Holley 850 carb, and an aluminum intake—plenty of muscle. The engine got some machine work and a new cam back in 2008, while the TH400 auto went in a year later. The 10-bolt rear axle was freshened up too. There’s a Pypes X-pipe exhaust and an electric fuel pump for good measure. Just a heads-up: let it sit too long and you might spot a transmission fluid puddle.

Inside, you get Parchment vinyl buckets up front, a matching rear bench, black carpets, woodgrain trim, and a center console. The headliner, door panels, and carpets are all new, but the dash is cracked and the radio’s just for show. There are rust holes in the trunk floor, and the odometer’s rolled over—about 5,000 miles have been added by the current owner. You do get PHS docs, the owner’s manual, and an Indiana title in the deal.

The Offer

Interested in this Pontiac GTO? View the listing here.

What Makes the Pontiac GTO Unique

The second-gen GTO is pure muscle car history. Long hood, sculpted lines, quad headlights, and that unmistakable Endura bumper—this thing screams late-1960s cool. Big V8s and rear-wheel drive are the name of the game, and with so many engine and option combos, originality can make or break collector interest.

This one’s a blend of classic GTO looks and some not-so-original upgrades. The swapped V8, auto trans, and Judge-inspired stripes make it more of a driver or project than a museum piece. The PHS docs are handy, especially since the trim tag says it left the factory in Verdoro Green with a Parchment Cordova roof—not the red you see now.

Final Thoughts

This GTO is a tempting way into the classic muscle car world, but don’t let the V8 and old-school looks distract you from the rust, trunk-floor rot, and mechanical gremlins that could eat into your wallet.

I’d call this one a project or a solid driver—not a show queen. If you’re thinking of bidding, check the body, frame, trunk floor, engine, and transmission, and go over the paperwork. The Judge-style flair gives it some attitude, but value it for what it really is, not what it pretends to be.

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.

Moe, owner of the Tech Moe channel, recently bought a new Chevrolet Corvette Grand Sport. He then took delivery of the vehicle and started his two-hour journey home from the dealer. Moe was excited to drive home, but about a mile away from the dealership, the car lost all electrical power, refused to restart, and trapped him inside.

What should have been an exciting ride home turned into the setup for a thriller film. Moe eventually found the mechanical door latch and got out. After he stepped out and tried to figure out what was wrong with the car, the door closed on him, leaving him locked out on the side of the highway.

Eventually, two policemen helped him; one had a Corvette at home and helped Moe find the mechanical keyhole and regain access to the interior. The second officer drove down to the dealership, but it was closed by the time he got there.

The Issue

Moe then contacted OnStar to confirm that the car that he just bought wasn’t stolen. After that, the car started without a problem, and Moe drove it home. When asked by his fans why he couldn’t film the ordeal, he said he is a tech reviewer, not a vlogger, so his first response was to get it sorted out, not film it.

To figure out what went wrong, Moe contacted the dealership near his home to replicate the problem. The thing is, the Corvette Grand Sport worked normally, and technicians couldn’t replicate the issue. With help from OnStar representatives, they determined that the car’s computer network failed to register the key fob during the remote start sequence.

This then caused errors in the anti-theft system’s code, which then caused the Corvette to go completely limp. The errors occurred because the remote start sequence was done with another key fob inside the trunk. As a result, the system glitched out and became totally unresponsive.

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Nothing To Fix Here

So I guess it’s exactly like one of those situations where you just need a hard reset, like your phone or your WiFi. It’s kind of worrying that a small software glitch can cause a ton of headaches, and even more worrying that it was a completely brand-new car that ended up with this error.

You’d think companies would have figured these things out by now, but anyway, at least it’s sorted. Since the incident, Moe was able to get his car well protected with paint protection film, a ceramic coating on the wheels, and even a Uniden R8 radar detector.

Mazda has received countless thank-yous for reviving the light, affordable roadster concept with the MX-5. Many have tried to replicate it and come close to its success, but ironically, because it’s a replica of classic British roadsters, none have truly succeeded. You wouldn’t think such a simple recipe would be difficult to duplicate, but that’s the magic of Mazda’s secret sauce.

Miata is always the answer, they say, and it’s been the only answer for a reasonably priced roadster for years. Even the Fiat and Abarth 124 Spider, both based on the MX-5, were canned after just four years. America tried to take on it with the Pontiac Solstice and Saturn Sky, but ultimately failed despite showing a lot of promise and potential. Toyota tried knocking Mazda off its perch with its MR-S, but the MX-5 barely budged.

Enter the S-FR

Toyota’s last small, affordable sports car was the MR-S, built from 1999 to 2007. After that, the company didn’t build anything nearly as fun and affordable until the GT 86, initially sold in America as the Scion FR-S. It was something the brand so desperately needed to shake off its stodgy image at the time. Yes, there was the Lexus LFA, but it wasn’t exactly accessible.

Then Toyota surprised us all at the 2015 Tokyo Auto Show when it unveiled the S-FR. It stood for Small, Front-engine, Rear-wheel drive, and it was the perfect sibling to the GT 86. Although it was dubbed a concept, it looked very much like a production car, with an engine and a complete interior. Its rounded design was playful and wouldn’t have looked out of place in showrooms, while that theme carried over to the interior.

Reception was overwhelmingly positive, and it was easy to see why. It was a two-door car about the same size as an MX-5, and it followed the same ethos of being simple and light. To say people were begging Toyota to build it would be an understatement.

The Specs

Toyota even released some specs for the S-FR, which did nothing to quell rampant rumors that it was greenlit for production at the time. Its dimensions were similar to those of the roadster from Hiroshima. The SF-R measured 157 inches long, 66.7 inches wide, 51.9 inches tall, and rode on a 97.6-inch wheelbase. For comparison, the MX-5 measures 154.1 inches long, 68.3 inches wide, 48.4 inches tall, with a 90.9-inch wheelbase.

Oddly enough, Toyota claimed there was room for four inside. How actual humans would fit in the back is baffling, but there were back seats, nonetheless. The car also had a front-mid-engine layout, plus it had a six-speed manual to keep things simple – and fun.

Alleged leaked specifications then surfaced online, and they looked promising. It was supposedly powered by a 1.5-liter engine sourced from the Japanese-market Corolla Axio, producing 128 hp and 100 lb-ft of torque. It doesn’t sound like much, but it was on par with the 1.5-liter MX-5 sold in Japan and select markets. As for weight, it was said to be just 2,160 lbs.

There was Also a Racing Version

Before hype had any chance to die down, Toyota made a second version of the S-FR. It was simply called the Racing Concept, and it would’ve looked right at home on a track day.

Toyota announced the S-FR Racing Concept in December 2015 and showed it at the 2016 Tokyo Auto Salon a month later. It featured a carbon fiber front splitter and canards hewn from the same material. The car also sat lower than the first concept shown, plus it came with more aero add-ons in the form of side skirts, a rear bumper diffuser, and a whopper of a wing on the trunk lid.

And Then, Silence

11 years plus countless rumors and reports later, the S-FR is still nowhere near reaching dealers. Toyota never confirmed it for production in the first place, but it sure had people putting their hopes up for the roadster. Besides, the concept made roadshow appearances and became drivable in Gran Turismo. The car generated a lot of hype, and it remains one of Toyota’s biggest ‘what-ifs’ in recent memory.

Toyota’s budget car division, Daihatsu, did show off a concept that somewhat captured the spirit of the S-FR. Unveiled during the 2023 Japan Mobility Show, the Vision Copen was also MX-5-sized, manual, and rear-wheel drive. The S-FR rumor mill then woke up from a long slumber in 2024 after reports said the car finally got the green light and was slated for 2027. Well, 2027 is just a few months away, and so far, we’re not hearing much buzz about it from Toyota.

Some are still hopeful it will reach showrooms someday, but rules and regulations have made it difficult for cars like these to exist. Even Mazda admits that developing the next-gen MX-5 has been a massive challenge because of the requirements. The automotive landscape has changed a lot since the S-FR Concept premiered, but as things stand now, it’s exactly the kind of car we need.

If it’s any consolation, heaps more sporty and exciting vehicles have been made by Toyota since then. The Supra came back (and left again), the GR Yaris and GR Corolla exist, and the GR86 is still around. We’re also getting the Celica back soon, so it’s safe to say Toyota’s fun division hasn’t been idle.

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What It’s Worth Right Now

If you’re wondering what these second-gen Firebirds are pulling in these days, Classic.com says the average sale price for custom models from 1970 to 1981 is $47,307. Sales have bounced between $19,250 and $90,000, with the latest one going for $20,500. Keep in mind, that’s a mixed bag of years and builds—not just ’73 Trans Ams like this one.

This isn’t a numbers-matching, concours queen—it’s a modified driver through and through. With a hot-rodded engine, roll cage, aftermarket seats, and wheels that Pontiac never dreamed of, it’s far from stock. The seller says the original bits were long gone, so a restomod was the only way forward. If you care more about going fast and standing out than chasing originality, this one’s for you. Purists, look elsewhere.

Bidding sits at $25,000, which is under the market average—but don’t call it a steal just yet. The real story is in the quality of the mods, how well it runs, and what paperwork comes with it. The seller claims 630 horsepower, but there’s no dyno sheet to back that up, so take that number with a healthy dose of skepticism.

Condition and Details

Outside, it’s all Brewster Green with bold yellow Trans Am graphics, a shaker-style hood scoop, front air dam, rear spoiler, and that classic Endura front bumper. The body tag confirms it’s a real ’73 Trans Am that started life in this very color. There are some paint chips on the rear spoiler, and those 15-inch American Racing wheels add to the custom vibe.

Under the hood, you’ve got a 455 V8 rebuilt in 2003 and punched out .060 over. It’s packing an Edelbrock intake, aluminum heads, Holley four-barrel, aftermarket cam, roller rockers, and MSD ignition. Cooling is handled by an aluminum radiator and twin electric fans. Power heads to the rear via a four-speed manual, with coated headers and Flowmaster mufflers making up the dual exhaust. The clutch and hydraulic throwout bearing were swapped out in 2026, according to the seller.

Inside, it’s all business: black vinyl, aftermarket buckets, RJS harnesses, a Hurst shifter, AutoMeter gauges, power windows, and a Jensen CD stereo for your road trip playlist. There’s a roll cage with removable door bars, so you know it’s serious. The odometer was swapped in the ’90s, so true mileage is anyone’s guess. If you’re interested, check the chassis, engine, transmission, and cage work, and ask for proof of the rebuild and any recent fixes.

The Offer

Interested in this 1973 Pontiac Firebird Trans Am? View the listing here.

What Makes the 1973 Pontiac Firebird Trans Am Unique

The second-gen Firebird is what really put Pontiac on the muscle car map, thanks to its long hood, wide stance, and unmistakable looks. The Trans Am version cranked things up with a shaker scoop and rear spoiler, making it look ready to brawl. And with a 455 V8 under the hood, it’s pure old-school American muscle.

This car isn’t chasing factory-original status. With its aftermarket engine bits, roll cage, and custom interior, it’s a restomod through and through. The seller points out it’s not a real Super Duty, even if there’s an SD badge floating around. So, if you’re after documented rarity, look elsewhere—this one’s all about the build.

Final Thoughts

This Firebird Trans Am brings together classic looks, a worked-over V8, and a stick shift for good measure. The $25,000 bid is just an opener—the real value depends on how well it’s been put together and how it runs.

Thinking of throwing your hat in the ring? Give the body and undercarriage a good look, check out the engine and transmission, and ask for any maintenance records. The mileage and horsepower are still a mystery, so bringing in an expert wouldn’t hurt. If you’re after a classic with a personal touch instead of a factory-fresh restoration, this Brewster Green Trans Am might just be your ticket.

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 lists the 2012–2013 Ford Mustang Boss 302 with a benchmark value of $38,307. Its market data shows an average sale price of $43,289, a low sale of $29,750, and a high sale of $66,000. The platform records 13 sales totaling $562,752, while 19 examples were listed for sale in the supplied market snapshot.

As always, value comes down to mileage, originality, condition, and spec. With just 10,000 miles, this Boss sits firmly in the low-mileage camp, and that Kona Blue paint helps it stand out from the crowd. It comes with a clean Carfax, window sticker, and owner’s manual, but don’t forget to factor in the cosmetic quirks and equipment list when sizing up its worth.

A ballpark value of $38,000 to $45,000 seems fair based on recent sales, but don’t take that as gospel. The current bid sits at $5,000, but with the auction still live, expect that number to climb—early bids rarely tell the whole story.

Condition and Details

The Mustang uses Ford’s 5.0-liter Road Runner V8, rated at 444 horsepower and 380 lb-ft of torque when new. It features a forged rotating assembly, CNC-ported cylinder heads, and revised camshafts. Power goes to the rear wheels through a six-speed manual transmission and limited-slip differential. An intake manifold plaque identifies this example as number 1,793 built for the 2012 model year.

The Kona Blue Metallic exterior features a Boss-specific front fascia, blacked-out grille, front and rear spoilers, and quad-exit exhaust. It rides on 19-inch, 10-spoke alloy wheels with BFGoodrich g-Force Comp-2 tires. Other hardware includes Brembo front brakes, electric power steering, five-way adjustable dampers, unique coil springs, and a revised rear sway bar and bushings compared with the standard GT.

Inside, you’ll find Charcoal Black cloth buckets with Boss 302 embroidery, engine-turned dash trim, and all the basics—AC, cruise, and a CD stereo for your throwback tunes. A Barton short-throw shifter and blue shift knob joined the party in 2019. The current owner racked up about 6,000 of the 10,000 miles. Carfax is clean, title is South Carolina, and while a dent by the fuel door was fixed, the bumper clip above the left marker is still a bit lazy. You also get dual JLT oil separators and the coveted TracKey programming.

The Offer

Interested in this Mustang Boss 30? View the listing here.

What Makes the Mustang Boss 302 Unique

The Boss 302 name draws on Ford’s Trans-Am racing history. Its return for 2012 brought a more track-focused Mustang with changes to the engine, suspension, steering, and braking systems. Rather than relying on cosmetic upgrades alone, Ford developed a package intended to deliver sharper responses and better control during spirited driving.

The heart of the Boss is its naturally aspirated Road Runner V8, pumping out 444 horses through a proper manual. Add in the limited-slip diff and all the chassis tweaks, and this is no ordinary Mustang GT. This particular car brings low miles, standout paint, and a paper trail to the table, but as always, give it a close look before you get too excited.

Final Thoughts

This Boss 302 checks the right boxes: big V8, manual, track-ready hardware, and low miles. The clean Carfax and paperwork are nice bonuses, but if you’re serious, make sure to eyeball the repaired dent, loose bumper clip, tires, service history, and TracKey before throwing your hat in the ring.

With Classic.com showing a $38,307 benchmark and $43,289 average, expect this Boss to land somewhere in the high $30Ks to mid $40Ks, give or take. The current bid is just an opening act—the real number will show up when the hammer drops.

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 are many ways to skin a classic Porsche 911. You can keep it stock, restore it, do an extreme restomod, and everything in between. You have companies like Singer that enhance the classic cues and combine them with modern powertrains, and you also have RWB that would take a hacksaw to the car and make purists wince.

Then you have Gunther Werks, a firm that specializes in 993-generation 911s and turns these into absolute weapons. The company is no stranger to building extreme 993s, and has rolled out many over the years. We’ve covered several of its builds, the most recent being the Turbo Commission.

Meet the Brundle Edition

If you follow Formula 1 or motorsports in general, the name Martin Brundle should sound familiar. He was wheel-to-wheel with Ayrton Senna, posted strong results in F1, and found greater success in touring car and sports car racing. In other words, the man can steer a car very well. He’s better known by the younger generation as a pundit in F1, which has been his day job for nearly 30 years.

Still, his driving accolades are worth mentioning. With that, Gunther Werks has paid tribute to the man with a very special kind of 993. Dubbed the Gunther Werks Brundle Edition, the touching part is that Martin’s daughter, Charlie, designed it. We know it’s been months since Father’s Day, but we’ll count this as a pretty awesome present.

One of Five

Brundle approved the project, and it’s hard to say no. It’s rather ironic that Brundle never raced in Porsches professionally and quite famously beat the German automaker in the 1990 24 Hours of Le Mans in a Jaguar. Still, he did own several 911s, so there’s still a bit of a connection there.

Charlie paid tribute to her father by designing a livery inspired by her dad’s crash helmet. It’s then complemented by one-off forged magnesium wheels inspired by the Brabham Formula 1 car he drove. Unique Brundle wordmarks also appear inside and out, and other neat details appear in the cabin. Our favorite has to be one of Brundle’s famous sayings immortalized on the dashboard: “The most important bit of the car is the nut holding the steering wheel.” Only five will be built.

Not Just Fancy Paint

But this is a Gunther Werks car, so the 993 gets a healthy amount of upgrades. Starting with the chassis, it has a wider front track, thicker anti-roll bars, and bespoke suspension arms. It even has DGR computer-controlled active coilovers tuned specifically for the Brundle Edition.

As for the engine, it’s a 4.0-liter twin-turbo flat-six built by Rothsport Racing for Gunther Werks, revving up to 7,500 rpm. That tuning delivers 860 hp and 600 lb-ft of torque, all sent to the rear wheels. The best part? It has an honest-to-goodness six-speed manual.

Brundle might not have raced for Porsche, but Guther Werks’ tribute would do the man proud.

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That sounds contradictory only if you assume the people debating a car online are the same people ordering one. That’s where the split exists, and now that the Prelude has been on the market for nearly a full year, we can take a look at the numbers and the responses to this radical new sports coupe. For the Prelude, the dividing line really is about expectations. Honda built a hybrid sports car and named it after a legend. Some fans wanted something considerably more aggressive while others are perfectly content with this newfangled recipe.

The Numbers Require Interpretation

The strongest evidence for the Prelude’s success comes from Japan. Honda launched the coupe there on September 5, 2025, with a monthly sales plan of 300 vehicles. By October 6, it had received approximately 2,400 orders—eight times that monthly target. That is a convincing opening performance for a niche coupe, particularly one entering a market dominated by more practical vehicles. Its customers were quite a bit older than expected. Think men over the age of 60, likely those who waxed nostalgic about their first Preludes.

It’s important to note that the numbers were orders, not actual completed deliveries. Nevertheless, dismissing the launch as a failure requires ignoring the benchmark Honda actually set. The company did not need Civic-sized volume to consider the Prelude worthwhile. It needed customers for a deliberately low-volume halo product. The actual sales figures for the Japanese market haven’t been published.

In the U.S. the Prelude has sold well, but the numbers are measured because production is limited. America isn’t considered the Prelude’s primary market, and dealers may get one or two units annually. Honda has sold 2,077 examples of the new hybrid Prelude in the U.S. through the first seven months of 2026 (January–July 2026), plus an additional 204 units sold during its late-2025 launch (November–December 2025). Those figures aren’t astonomical ones, but given its low production numbers, they’re still signficant. The Prelude also outsold the Subaru BRZ through those seven months. That, alone, is an accomplishment for such a limited production vehicle.

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Why Enthusiasts Aren’t Celebrating

The criticism from enthusiasts isn’t difficult to understand because every Prelude that came before it could be had with three pedals. The current Prelude has more horsepower than ever before (200) front-wheel drive, hybrid propulsion, and no manual transmission. The combination isn’t exactly faithful to the Prelude badge.

Its $43,195 U.S. price, including destination, is also steep. It has the same engine as the Civic Hybrid, which costs $30 grand. On top of that, the MSRP wasn’t even the price that was charged in many cases, due to premiums slapped on by dealerships because the new Prelude was so scarce across the country. One example is a Prelude in California that was marked up more than $20 grand over sticker.

Honda’s S+ Shift system adds another big question about the Prelude’s appeal. It simulates transmission shifts to create a more involving experience than a traditional automatic, rather than providing the mechanical interaction traditionalists love. Some drivers may enjoy the effect; others see simulated shifts as an elaborate answer to a question a manual transmission already answered. The distinction is central to the car’s polarizing identity.

Still, calling it merely a Civic Hybrid in a prettier suit overlooks the car’s new hardware. The Prelude incorporates Civic Type R-derived suspension components and adaptive dampers, with tuning tailored to its grand-touring mission. Its EPA rating of 44 mpg combined also delivers a benefit that horsepower comparisons miss. Honda prioritized chassis sophistication, efficiency, and everyday usability over blistering acceleration.

Different Buyers, Different Scorecards

Japan’s early customer profile helps explain the disconnect. Older buyers played a substantial role in the initial order surge. That suggests the Prelude’s appeal extends beyond enthusiasts demanding maximum performance per dollar. A stylish, efficient coupe can attract customers who value an enjoyable daily drive more than a manual transmission or bragging rights. Older guys didn’t want to shift for themselves, but they wanted to feel young again in a car that might bring back memories.

Although the Prelude has not been universally loved by car critics, not has every driving assessment been dismissive about it. Autoblog staff gave it some solid props but not an unequivocal recommendation. It has been called pleasant, smooth, refined, and sharp. It has not, however, silenced the voices of those who wanted something more analogue. They will have to accept that this is the Prelude for the hybrid and digital age.

Final Thoughts

The Prelude can, therefore, be a limited production commercial success without becoming an enthusiast favorite. Its Japanese launch exceeded Honda’s demand target; its American sales performance is a qualified success. The real blunder would be treating either online disappointment or an early order surge as the complete assessement of the new Prelude. Drivers who want a mildly sporty, sexy-looking, efficient coupe should look no further, but for those who crave a nostalgic and analog driving experience should turn to other fare.

What It’s Worth Right Now

According to Classic.com, first-gen Firebird coupes from 1967 to 1969 have bounced between $5,100 and a wild $93,000, with the average landing at $40,731. The latest sale hit $50,000. Of course, these numbers are all over the map depending on condition and originality, so take them as context, not gospel—especially for a modded ride like this.

Current listings are just as scattered. One ’67 Firebird wants $42,995, another modded one is at $44,900, and yet another is shooting for $59,900. Remember, these are just wishful asking prices, not what people actually paid. It all comes down to condition, originality, and how wild the mods get.

With its 400-cube V8, five-speed manual, and limited-slip, this Firebird is clearly built for folks who want to drive, not just polish. Still, the mystery mileage and a few cosmetic hiccups are worth keeping in mind. That $6,000 bid? Just the opening act—expect the real number to climb.

Condition and Details

Back in 2013, this Firebird got a serious makeover: Viper GTS Blue Pearl paint, a fresh 400 V8, and a Tremec five-speed. It started life in Mayfair Maize, but now sports new glass, shiny chrome bumpers, and fresh floor and trunk pans. The quad headlights, long hood, and those signature louvers keep the classic Firebird vibe alive. Heads up: there’s a paint bubble on the roof, and the wipers have gone missing.

Under the hood, you’ll find an Edelbrock four-barrel carb, aluminum intake, polished valve covers, and an MSD ignition box. Long-tube headers feed a custom exhaust with Flowmasters, so it should sound the part. Power heads to the rear via a rebuilt 12-bolt (allegedly from a Camaro), limited-slip, and 3.73 gears. It rolls on 17-inch Billet Specialties wheels wrapped in BFGoodrich rubber, with power steering, front discs, rear drums, and a dropped stance rounding out the upgrades.

Inside, Parchment vinyl covers the front bucket seats and rear bench, contrasting with the black dashboard and carpeting. The cabin includes a Hurst shifter, center console, heater, and aftermarket tachometer. A Painless wiring harness was installed during the refurbishment, although the seller discloses a burn hole on the driver’s seat. The odometer shows 5,000 miles, but actual mileage is unknown. Service records and a clean Illinois title in the owner’s name are included. An independent inspection would help establish the condition of the drivetrain and other modified components.

The Offer

Interested in this 1967 Pontiac Firebird? View the listing here.

What Makes the 1967 Pontiac Firebird Unique

The first-gen Firebird hit the scene in 1967, Pontiac’s answer to the pony car craze. With its stretched hood, tight cabin, and unmistakable nose, it carved out its own identity—even if it shared bones with the Camaro. These days, early Firebirds are catnip for anyone craving classic American looks and V8 grunt.

This particular car ditches originality for attitude, packing a swapped 400, five-speed, beefier brakes, and a limited-slip. The blue paint and billet wheels bring it into the modern era, but the classic silhouette stays intact. No horsepower numbers are listed, so if you’re curious how hard it pulls, best to check it out in person instead of guessing from the engine size.

Final Thoughts

This Firebird is tailor-made for anyone hunting a classic with a big V8 and a stick, but who doesn’t want a museum piece. The refresh tackled the big stuff, and the drivetrain mods promise a driving experience that’s a world away from stock.

The unknown mileage, roof paint bubble, and driver’s seat damage deserve consideration. The $6,000 bid is well below the supplied market averages, but the final value will depend on bidding and the car’s mechanical condition. Reviewing the service records and arranging an inspection are sensible steps before committing.

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 data for custom first-generation Pontiac Firebirds from 1967 to 1969 shows an average sale price of $34,000, based on two recorded sales. The lowest sale was $30,000, while the highest reached $38,000. The most recent sale was also recorded at $30,000.

Those numbers are just a ballpark, though, because this Firebird is far from your average resto. With its modern guts and upgraded chassis, the real value comes down to how well the work was done, how it runs, and whether the right buyer falls for its upgrades.

So, $30,000 to $38,000 is your rough starting line—not the finish. Hot-rodded classics like this can reel in buyers who want old-school looks with new-school speed, but purists chasing factory specs might look elsewhere. Where the hammer falls will depend on which camp shows up.

Condition and Details

Back in 2017, this Firebird got a fresh coat of silver, a ram-air-style hood, spoilers front and rear, tinted glass, and even shaved door handles with electric poppers—because why not? It rolls on 15-inch Rally II-style wheels wrapped in Big O SXT G/T rubber. Not perfect, though: there are some paint cracks by the rear window and scuffs under the rocker panels.

Under the hood, you’ve got a 6.2-liter V8 said to be borrowed from a 2010–2014 Camaro, with PRC aluminum heads, a Holley EFI 105mm throttle body, long-tube headers, an oil cooler, and a custom exhaust for good measure. Cooling? That’s handled by an aluminum radiator and electric fan. Power heads to the rear via a 4L80E four-speed auto and a limited-slip with 3.90 gears. Heads up: there’s an exhaust leak in the mix.

Chassis-wise, it’s got Hotchkis subframe connectors, CalTrac bars, tubular A-arms, Koni shocks up front, and air shocks out back. Stopping power comes from Baer four-wheel discs with drilled and slotted rotors, hydroboost, and a Wilwood master. Inside, you’ll find black aftermarket buckets, a factory-style rear bench, custom console, power everything, and a TCI ratchet shifter. Tunes come courtesy of a Kenwood stereo and JL Audio speakers, with Dakota Digital gauges to keep tabs on the action. A couple of quirks: the rear-window cranks need replacing, and that odometer reading? Not the full story.

The Offer

Interested in this 1969 Pontiac Firebird? View the listing here.

What Makes the 1969 Pontiac Firebird Unique

The first-generation Firebird ran from 1967 through 1969, establishing Pontiac’s entry in the American pony-car market. Its long hood, compact cabin, and distinctive front-end styling remain recognizable features of the era. The 1969 model represents the final year of this original generation.

This Firebird ditches the purist playbook. With a modern 6.2-liter V8, EFI, auto trans, and beefed-up brakes and suspension, it’s built for driving, not just admiring. Perfect for someone who wants to actually use their classic instead of keeping it locked away in stock form.

Final Thoughts

This is a classic with a twist—perfect for anyone who digs the Firebird’s looks but wants modern muscle under the skin. The Camaro V8, auto box, and upgraded chassis make it a whole different animal compared to a bone-stock example.

Before bidding, buyers should inspect the paint, rocker panels, exhaust system, brakes, and suspension, while reviewing available service records. The 3,900-mile reading should not be mistaken for verified total mileage. These checks will help determine whether the car’s modifications and condition justify its eventual auction price.

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 going rate for a fourth-gen Trans Am WS6 like this one hovers around $26,751. Their data covers 74 sales, with prices all over the map—from $5,500 project cars to $65,617 unicorns. The latest sale clocked in at $24,000, which gives us a decent ballpark for this example.

Of course, mileage, condition, originality, and whether you row your own gears all play into the price. There’s a 1996 WS6 with just 5,000 miles and a manual listed at $28,500, while some low-mileage cars are dreaming big with asking prices north of $39,000. Just remember, asking isn’t always getting.

With just 21,000 miles, one owner, and a stack of factory paperwork, this Trans Am is a tempting find. Expect it to land somewhere in the upper $20,000s—assuming it passes inspection and the auction crowd gets excited. Right now, the high bid sits at $21,212, but there’s still time for things to heat up before the October 28 deadline.

Condition and Details

Outside, you get all the ‘90s greatest hits: pop-up headlights, fog lights, a raised rear spoiler, and dual exhaust tips. The removable glass roof panels let you catch some sun, and those 17-inch five-spoke alloys nail the period vibe. There are a few blemishes in the paint, so give the photo gallery a close look before you start bidding.

Inside, it’s all Graphite cloth with front sport seats, rear buckets, and a power driver’s seat for good measure. Creature comforts? You get air conditioning, cruise, power everything, remote keyless entry, and a 10-speaker stereo to blast your favorite ‘90s jams. The dash sports a 155-mph speedo and a 7,000-rpm tach, and the odometer confirms those low 21,000 miles.

Power comes from a 5.7-liter sequential fuel-injected V8 with Ram Air induction, rated at 305 horsepower and 335 lb-ft of torque when new. It sends power to the rear wheels through a 4L60E four-speed automatic and a limited-slip differential with 3.23:1 gearing. The WS6 package also includes sport-tuned suspension components. Documentation includes the original window sticker, build sheet, owner’s manual, and service records. The window sticker lists an original price of $28,189, and the Carfax report shows no accidents or other damage. The Maryland title carries an “Actual Mileage” brand.

The Offer

Interested in this Pontiac Firebird Trans Am WS6? View the listing here.

What Makes the Pontiac Firebird Trans Am WS6 Unique

The fourth-gen Trans Am nailed the classic muscle car formula: unmistakable looks, a thumping V8, and just enough attitude. The WS6 package cranked up the handling, while the 5.7-liter V8 brought the noise and torque that made ‘90s American performance cars so much fun. Rear-wheel drive and a limited-slip diff kept things old-school—no fancy tech needed.

What makes this one stand out? The low miles and all that documentation are just as important as the spec sheet. The factory paperwork shows exactly how it left the showroom, and the clean Carfax is a nice bonus. The Bright Red paint and T-tops crank up the cool factor, though the automatic might turn off die-hard manual fans.

Final Thoughts

With just 21,000 miles, one-owner history, and a pile of factory docs, this 1996 Trans Am WS6 ticks a lot of collector boxes. The current bid of $21,212 is still shy of Classic.com’s $26,751 benchmark, so this auction could get interesting as the clock winds down.

Thinking of bidding? Give those exterior blemishes a close look, check the tires, comb through the service records, and make sure the engine and auto transmission are healthy. Don’t forget to test the fit and seal of those T-tops. Low miles are great, but don’t let the car’s age sneak up on you—three decades means some maintenance is bound to be lurking.

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 lists the 1968 Shelby Mustang GT500KR with a current benchmark value of $220,991. Its market data shows an average sale price of $233,836 across 27 recorded sales, with a low of $118,610 and a high of $385,000. The most recent recorded sale in the supplied data reached $266,000 on October 20, 2026. These figures show how much prices can vary depending on condition, originality, equipment, and the specific car’s history.

At $131,500, this GT500KR is still trailing the market average, but the auction isn’t over yet. The Acapulco Blue paint, four-speed manual, and all that paperwork make it a tempting target for collectors. The odometer shows around 20,000 miles, though the listing stops short of confirming if that’s the real deal. Also, keep an eye on the paint – there are some question marks about its history that could matter when it comes to value.

Where the hammer finally drops will depend on how picky buyers get about condition. Some GT500KRs have cracked $300,000, but don’t count on that for every car. With bidding still below the benchmark, this Shelby could be a way in for someone willing to do a little homework on originality and paintwork.

Condition and Details

On the outside, you get Acapulco Blue paint, GT500KR stripes, grille-mounted driving lights, and those classic bullet mirrors. There’s a fiberglass hood with a real-deal ram-air scoop, quarter-panel scoops, a rear spoiler, and sequential taillights – basically, all the Shelby cues you’d expect from the late ’60s. It rolls on 15-inch wheels and nails the proportions. The listing calls it a fastback and tags it as chassis 8T02R21106003933.

Inside, you’ll find black vinyl buckets up front, a folding Sport Deck seat in back, and just enough woodgrain trim to remind you it’s the ’60s. There’s an AM/FM radio, air conditioning, and a tilt-away steering wheel for a bit of comfort. The dash packs a 140-mph speedo and an 8,000-rpm tach, plus gauges for fuel and coolant. The odometer reads about 20,000 miles, with the current owner adding roughly 500 of those.

Under the hood sits a 428-cubic-inch Cobra Jet V8, good for 335 horsepower and 440 lb-ft of torque back in the day. It breathes through a four-barrel Holley carb and sends power to the rear wheels via a four-speed manual. The carb got a rebuild in 2022, along with a fresh alternator, voltage regulator, ignition points, and condenser. There’s a dual Flowmaster exhaust with quad tips for extra rumble. You also get power steering, front disc brakes, and rear drums. The paperwork pile includes a Deluxe Marti Report, owner’s manual, service records, delivery docs, and a clean Arizona title. Heads up: some eagle-eyed commenters have spotted possible respray clues – like mismatched door-jamb color and oddities around the headlight buckets and stripes. If you’re serious, double-check the paint and originality before you bid.

The Offer

Interested in this Ford Shelby Mustang GT500KR? View the listing here.

What Makes the Ford Shelby Mustang GT500KR Unique

The GT500KR showed up halfway through 1968, flexing as the heavyweight champ of the Shelby Mustang lineup. KR stands for King of the Road, and this car earned the crown with its 428 Cobra Jet V8 – plenty of muscle to put rivals on notice. Sure, it looks a lot like the regular GT500, but the KR’s functional hood scoop, Shelby trim, and unique rear end make sure nobody mistakes it for a run-of-the-mill Mustang.

Rarity is part of the draw here. Only 1,053 GT500KR fastbacks rolled out in 1968, and about half of those wore Acapulco Blue like this one. The four-speed manual is a must-have for purists, and the stack of documentation sweetens the deal. Big-block V8, stick shift, and all the Shelby hallmarks – no wonder the GT500KR is a bucket-list car for muscle fans.

Final Thoughts

This 1968 Shelby Mustang GT500KR brings all the essentials: 428 Cobra Jet V8, four-speed manual, unmistakable Shelby looks, and a production run that keeps things exclusive. The Acapulco Blue paint and black interior nail the vintage vibe, and the paperwork gives buyers a head start on digging into its backstory.

Condition is the big question mark here, especially with the paint and originality up for debate. The $131,500 bid is still shy of the Classic.com benchmark, but the final price will tell the real story. If you’re thinking about jumping in, go through the photos, quiz the seller about the paint, and get an independent inspection if you can. Doing your homework matters – a classic Shelby’s value lives and dies by its history.

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.

That sounds like Tesla is conceding that the product it is planning to launch won’t even be a road-legal car anymore, so why go that route? Why is a company with a mission statement “to build a world of amazing abundance” announcing a $250,000+ supercar that takes six hours to refill its single-use carbon-overlaid pressure vessel (COPV; responsible for those physics-bending party tricks), and can’t be used to the full on public roads? What does the Roadster have to do with anything in Tesla’s future? Is it all just another way to build hype for SpaceX, since neither company would draw as much attention on its own, before pitching the idea of merging the two companies? Maybe, maybe not.

Arguments for the Tesla Roadster’s Creation

Assuming that the Roadster is unlike pretty much every other Tesla creation to date in that it goes on sale on time, with all promised features, and without any regulatory, reliability, or safety-related compromises, it would be the achievement of the decade, if not the century. And with Tesla’s habit of regularly introducing minor refinements and improvements, it’s likely that the Roadster would get even better after going on sale. Tesla also says it’s working on getting refilling times for the COPV down to half an hour, which would be acceptable for a track day. Cool, but what’s the point of a car this crazy? Just because you can?

Partly, but making ridiculous claims and setting seemingly unattainable targets have made Musk and Tesla go viral time and time again, regardless of whether promises were fulfilled or not. The same applies to the Roadster, targeted in some form for 2028: whether it gets made or not, it has already become one of the marketing triumphs of a generation, generating worldwide buzz across cultures and interests. If it somehow does reach production as intended, it would easily become Tesla’s Veyron moment, setting new automotive standards for others to try to replicate. With cold-gas thrusters and compression tanks from SpaceX and actuating elements borrowed from the Tesla Optimus robot, not to mention new Tesla battery technology, the Roadster would not only be a rolling billboard for multiple Musk enterprises, but it would also act as a symbol of engineering prestige, with tech no other automaker could easily copy for years to come. It would offer an experience that not even Bugatti could rival (albeit just once or twice before a tank refill is required).

I’m not saying Bugatti wants to build a flying car – Mate Rimac already passed on that idea years ago – but if its customers inexplicably wanted to trade 16 cylinders for the novelty of momentary flight, Bugatti would not be able to offer the option. And let’s not forget that when the cold gas is depleted, which should make the Roadster lighter, Tesla promises owners an experience worthy of the title of “last best driver’s car,” as Musk and VP of Vehicle Engineering Lars Moravy have described it. The Model 3 Performance is already so good that some of the world’s premier journalists have likened its agility to that of a BMW M3, and with thruster-controlled yaw angles and traction maximization, the Roadster should obviously be even more capable.

However, Musk’s vision is for people everywhere to be transported by autonomous Cybercab robotaxis, so how does a great driver’s car with over a thousand horsepower fit in? Again, marketing. If the Roadster meets its production target, it would arrive at a time when robotaxis are likely to be far more abundant than they already are today, but long before they’ve become commonplace and achieved mainstream adoption. Launching the spectacular Roadster at this time would give many technophiles an incentive to use a Cybercab instead of robotaxis from other companies. Instead of getting into a completely soulless robotaxi, you’re getting a small taste of something produced by the futuristic company that made a car do a kickflip and then out-perform most hypercars on a track. That will stick. And let’s just take a second to consider how awesome it is that we’re even talking about a flying, flipping car – it’s the stuff humanity has been dreaming of for a century (see the Model 11 Autoplane from 1917 and the Tampier Roadable biplane from 1921).

Tesla could sell both the autonomous robotaxi service, potentially reducing traffic, and the luxury of experiencing the peak of four-wheeled conveyance at Tesla-owned and run looping tracks, like a rollercoaster you can drive to and from its rails. Of course, we’re assuming that Tesla can be trusted with self-imposed safety standards.

The Tesla Roadster is the Smartest Dumb Idea Ever

First of all, this is far from the first production-like or production-ready flying car, and mainly due to regulatory hurdles, none of those projects have gotten off the ground, so to speak, in any convincing manner. Clearly, the flying Roadster is impractical, silly, and highly unlikely to make it to the road as described during the launch event, but let’s ignore all the bright red flags and discuss other, more opaque issues. Like the Veyron, costs cannot be ignored. Bugatti and the Volkswagen Group famously lost money on every single Veyron, despite charging seven figures, which was unheard of in the mid-2000s. But Prof. Dr. Ferdinand Karl Piëch wasn’t as dismissive of the damage broken promises can cause to a brand. Granted, the Veyron project was delayed (by just two years), but Piëch threw all the might of the VW Group at the objective until all other targets were achieved or exceeded, without compromise. By stark contrast, Musk is hardly famous for meeting self-imposed targets or even sticking to a single point of view for very long.

The Tesla Roadster proposes something much wilder than a record-breaking, ultra-luxurious, superbly refined hyper-GT, and while we have no idea what the limited-production flying-and-flipping, invite-only Rocket version will cost, the Thrust version, which still has a 200-liter COVP and four gas nozzles, is priced at “just” $250k. I’m sure that Tesla engineers get a discount at SpaceX (they know the owner), but still, it can’t be cheap to design, develop, and test something this complex and clever, and with Tesla reporting negative cash flow of $1.1 billion in the second quarter of this year (driven mostly by capital expenditures in AI and the production of the Cybercab and the Optimus robot), one can’t help but wonder if a publicly traded company is wise to sink even more resources into yet another wild, potentially unprofitable idea.

Related: Rivian Starts Testing Tesla-Style Driving With Select Owners

Then there’s the issue of the Roadster’s pièce de résistance. Even without the ability to fly causing havoc when some moron decides to do a flip somewhere they shouldn’t (by the way, is the roof strong enough to handle the car’s weight if thrusters fail?), the rear-facing cold-gas thrusters are still *extremely* powerful, and anyone caught standing behind a Roadster as it attempts to reach 60 mph in half a second will surely not come away unscathed. There’s also bound to be an impact on the ears of anyone nearby, and the cold gas thrusters shown in Tesla’s demonstration produced huge clouds of white vapor. Although they disappear quickly, that’s a visibility hazard. Oh, and with the boost of thrusters, the semi-exposed rear tires will surely chuck stones and other debris at following windshields at terrifying speeds. And what happens if a case of unintended acceleration occurs?

Granted, the half-second 0-60 sprint time will surely require a launch sequence to allow everything to be correctly primed and prepared, but what happens if somebody tries to launch this thing on the street at the very moment a previously unseen cyclist or pedestrian enters the picture? Nobody has reactions fast enough to stop or react adequately to acceleration that violent; even Top Fuel dragsters, which this matches to 60 mph, need wide lanes to run safely. And if the Roadster becomes capable of 330 mph, what kind of safety can occupants expect in the event of a crash? What kind of risks might occupants be taking sitting inches from a 10,000-psi pressure vessel?

To my mind, the Roadster is much like the Cybertruck, a fantasy dreamed up by a mind that holds little to no regard for practicality, common sense, or safety. Look into Tesla’s legal disclaimers and procedures, and it claims that the “safety of all” should be a human right. Well, that’s difficult to realize if cars this ludicrous become a regular sight. But as a way to further highlight connections between Musk-owned entities, potentially to build hype for a SpaceX merger, the Roadster has already achieved plenty. Musk has denied the merger rumors, but every CEO does before announcing exactly that.

Tesla Roadster: A Gimmick for a Gimme?

We’ve already seen Starlink and Grok make their way to Teslas, so seeing more SpaceX tech in a Tesla feels almost natural, and if a merger happens, it’ll doubtless create even more opportunities for integration and cross-pollination than just the Roadster. We know that part of Musk’s potential $1 trillion compensation package requires him to improve stock values, and that’s tough selling just Model 3s, Model Ys, Cybertrucks, humanoid robots, and autonomous vehicles, especially when other large, innovative companies like Hyundai are competing for space. But those bullish on merger potential say, “Build more hype for SpaceX and Tesla with a vehicle that would use tech from both companies before merging them, and you suddenly have one super corporation that has connections to energy generation and storage, satellite communications, transportation and logistics, artificial intelligence and supercomputing software, robotics, reusable rockets, and semiconductor and chip production.” Such a multi-tethered company could be an interesting platform for military and surveillance applications, government contracts for which tend to bring in plenty of money. This theory helps both Tesla and SpaceX, the latter of which reported almost $4 billion of negative cash flow in the first half of 2026.

Related: Tesla Robotaxis Face Investigation Over Alleged School-Zone Speeding

So with regulatory and safety concerns making the Rocket Roadster practically impossible as a street-legal vehicle (albeit potentially worked around with some kind of “off-road only” lock), not to mention the fact that Tesla’s stunt-performing demonstration vehicles did not allow a view of the cabin, suggesting they’re simplified models rather than complete, full-weight cars, it seems that the Roadster in its ultimate form is destined to be delayed even longer than the nine years we’ve already been waiting, possibly indefinitely. And Tesla’s own fine print for just the Thrust version’s reservation agreement is already tempering expectations. According to Clause 4: “Delivery: You understand that Roadster is still under development at the time you entered into this Agreement, and so we cannot guarantee when your vehicle will actually be delivered or if it will be delivered [at all].”

The Bottom Line: We’re Talking About Tesla, and That’s All That Matters

All of this suggests the Roadster demonstrations were not meant to preview something anybody can own, but to generate hype for yet another cash-consuming dream that needs a miracle to become profitable. Musk is a master of moving debts and leveraging stocks to achieve his objectives, but that may not work forever. For reasonable individuals who want reservations fulfilled, the flying Roadster is pie-in-the-sky stuff, at least for the foreseeable future and at least until the NHTSA gives cold-gas thrusters a pass and the FAA hands out licenses in the mail. Although Tesla has pleasantly surprised me once or twice before, I’ll gladly eat my hat if the Roadster enters production as promised before the end of the decade, never mind 2028. The company took four years to make the Cybertruck, and although that’s far simpler than this Roadster, it still falls short of some of Musk’s promises. To that point, let’s not forget the countless crashes, lawsuits, recalls, and fires that have proven Tesla, like any other company, often delivers imperfect products. Yet no failure seems capable of dimming enthusiasm among Tesla’s most ardent fanatics.

Tesla and Musk have amassed such a large, faithful following that even without meeting targets time and time again, there will always be some willing to wait around, hooting and hollering every time the man makes a crazy statement/promise or moves a self-imposed goalpost. That’s not a political statement (and I hope the comments section stays free of them); Tesla is a juggernaut of a company, and it’s perhaps as demanding of its remarkably talented staff as Apple in the Steve Jobs era, but even with a $1.48 trillion market cap, I struggle to fathom the possibility of a reality in which Tesla will introduce the flying Roadster before its CEO finds another near-impossible side quest to redirect resources towards. And why not? Attention is the new currency, and Musk keeps finding new ways to cash in.

What It’s Worth Right Now

According to Classic.com, the 1982–1987 Buick Grand National sits at a benchmark value of $48,325. Out of 36 sales, the average price lands at $47,550, with numbers swinging from $18,500 all the way up to $95,700. The latest sale? That one hit $39,200.

If you want proof that mileage and condition matter, just look at the current asking prices. Some 1987 Grand Nationals are listed anywhere from about $41,900 to $69,995. There’s even a 3,000-mile example with a jaw-dropping $149,900 sticker. Of course, asking isn’t the same as getting. As always, originality, paperwork, and how the car actually runs are what separate the real deals from the wishful thinking.

This car shows 16,000 miles and comes with a clean Carfax, but the mods mean it’s not a time-capsule survivor. At last check, bidding was at $16,000 with nearly a week left to go – so don’t read too much into that number just yet. The $48,325 Classic.com benchmark is a good starting point, but what this Grand National actually brings in will come down to its condition, the mods, and how much the bidders want it.

Condition and Details

This Grand National rocks black paint, a sculpted hood, sport mirrors, tinted glass, a rear spoiler, and dual exhausts. The wheels? 15-inch chrome with black accents, just as the listing says. Paperwork includes the owner’s manual, service records, a clean Carfax, and a New Hampshire title stamped Antique Vehicle.

Inside, you’ll find front buckets and a rear bench in black and Sand Gray cloth, with Turbo 6 logos stitched into the headrests and floor mats. It’s got air conditioning, cruise, power everything, and a Delco AM/FM/cassette with a graphic equalizer for your ‘80s mixtapes. There’s an aftermarket center armrest and cupholder for a bit of modern comfort, plus extra gauges by the A-pillar and center console. The odometer reads 16,000 miles, but as always, do your homework on the mileage.

Under the hood sits a turbocharged and intercooled 3.8-liter V6, factory-rated at 245 horsepower and 355 lb-ft of torque, all sent to the rear wheels through a four-speed auto. This one’s got an Alky Control ECU chip and an aftermarket intake, but eagle-eyed commenters have spotted possible tweaks to the intercooler and brakes – definitely something to ask the seller about. The clean Carfax is nice, but don’t skip a real inspection.

The Offer

Interested in this Buick Grand National? View the listing here.

What Makes the Buick Grand National Unique

The Grand National isn’t your typical ‘80s muscle – it ditched the big V8 for a turbo 3.8-liter V6. Underneath, it’s a Regal, but with enough attitude to take on the flashier muscle cars of its day. That all-black look and subtle styling? Pure Grand National DNA.

1987 was the Grand National’s last hurrah, with Buick also rolling out the ultra-rare GNX. The standard Grand National still draws fans for its turbo punch, unmistakable ‘80s style, and the fact you could actually drive it every day. Collectors chase originality and paperwork, but if you want to rack up miles, a tastefully modded car like this one might be the ticket.

Final Thoughts

This Grand National brings low miles, classic looks, and that turbo V6 that put Buick on the performance map in the ‘80s. The clean Carfax and service records are a plus, but you’ll want to double-check the mileage and make sure everything’s running right.

Before bidding, buyers should clarify the extent of the modifications and have a specialist inspect the engine, turbocharging system, and brakes. The $16,000 bid recorded in the supplied listing is well below Classic.com’s market benchmark, but bidding still had time to develop. Its eventual value will depend on the final price and how well the car’s condition and equipment hold up to closer inspection.

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 1969–1970 Ford Mustang Boss 302 has a benchmark market value of $88,177. Over the past year, 28 recorded sales averaged $97,483, with prices ranging from $56,000 to $192,500. The most recent recorded sale was $80,000, suggesting continued collector interest in Ford’s short-lived performance model.

If you’re wondering what these cars actually fetch, here’s the rundown: a tweaked 1970 Boss 302 went for $93,302 last October, while two others from the same year pulled in $80,000 and $69,925. There’s even a 1969 Boss 302 with 33,000 miles currently listed at a jaw-dropping $129,995. Clearly, originality, condition, and just how wild the mods get can send prices all over the map.

For this particular ’69, you’re probably looking at a fair value somewhere between $75,000 and $100,000—assuming the paperwork and mechanicals are all in order. Right now, the bidding sits at $55,000, so there’s still room to climb. The rebuilt engine and five-speed swap might tempt folks who actually want to drive their classic, but purists chasing factory specs might see things differently.

Condition and Details

This Mustang still rocks its original Bright Yellow paint, set off by black stripes, spoilers front and rear, louvers on the back window, and color-matched mirrors. It sits on 15-inch Magnum 500-style wheels with BFGoodrich Radial T/As. The seller gave it a ceramic coat in 2022, but admits there are some paint touch-ups, a few blemishes, and a ding on the lower right-rear quarter panel.

Inside, you’ll find black vinyl on the high-back buckets and rear bench. There’s an AM radio, heater, shoulder belts, and a classic two-spoke wheel. The dash sports a 120-mph speedo and an 8,000-rpm tach. The odometer says about 41,000 miles, but the true number is anyone’s guess—speedo repairs happened in both 2023 and 2025.

Pop the hood and you’ll find a 302 V8 rebuilt just last year, now breathing through a Holley four-barrel. The radiator’s been re-cored, and both the water pump and carb got a freshen-up too. The original gearbox is gone, swapped for a Tremec five-speed in 2023, sending grunt to a 3.91:1 limited-slip diff that was overhauled in 2022. Power steering and front disc brakes mean it’s not just a straight-line bruiser.

The Offer

Interested in this 1969 Ford Mustang Boss 302? View the listing here.

What Makes the 1969 Ford Mustang Boss 302 Unique

The Boss 302 was developed during Ford’s involvement in the Trans-Am racing series, competing against cars such as the Chevrolet Camaro Z/28. Its high-revving 302ci V8 combined a small-block engine with cylinder-head technology intended for performance driving. The production model also featured suspension and handling improvements designed to make it more capable than an ordinary Mustang.

The ’69 Boss 302 is a bit special – it’s the first year for the model, and it keeps things subtle with no hood scoop, setting it apart from the wilder Mustangs of the era. This one comes with a Deluxe Marti Report, Ownercard, build records, and California plates, so there’s plenty of paperwork for anyone who likes their classics with receipts.

Final Thoughts

This ’69 Boss 302 walks the line between collector cred and real-world usability. The rebuilt V8 and five-speed make it a tempting option for anyone who actually wants to drive their classic, though the mods might turn off the originality diehards. With bidding at $55,000, it’s still trailing Classic.com’s $88,177 benchmark, but there’s time left on the clock.

Thinking of throwing your hat in the ring? Make sure to check the engine’s authenticity, go over the rebuild docs, take a close look at that quarter-panel damage, and double-check the title and mileage history. The California title is signed but undated, so that’s another box to tick. At the right price, this Boss 302 could be the perfect pick for someone who wants to actually enjoy their classic Mustang, not just stash it away.

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 data for second-generation Pontiac Trans Am standard variants from 1970 through 1981 lists a market benchmark of $42,016. The report records an average sale price of $44,284 across 202 sales, with total sales volume reaching $8,945,391. Recorded prices range from $2,400 to $228,000, while the most recent sale stands at $66,000.

A quick scan of current listings shows just how much condition, originality, and options can swing the price. Some examples are floating in the low-$20,000s, while others shoot past $100,000—though keep in mind, those numbers cover a mix of years and specs.

With just 421 miles, a one-owner backstory, the special anniversary trim, and that WS6 package, this Trans Am has all the right ingredients to fetch a premium. The catch? There’s not much market data on 10th Anniversary Editions with mileage this low. The current $25,000 bid shows people are paying attention, but the real story will be told when the hammer drops.

Condition and Details

The 10th Anniversary Edition doesn’t exactly blend in. Platinum paint, silver interior, Firebird screaming across the hood, spoilers front and rear, and those classic T-top roof panels—it’s all here. This one still wears its 15-inch turbine-style alloys and factory-fresh white-letter Goodyear Polysteel Radials. There’s a blemish on the right taillight, but otherwise, it’s a proper showpiece.

Power comes from a 403-cubic-inch V8 rated at 185 horsepower and 320 lb-ft of torque. It uses a four-barrel carburetor and shaker-style air cleaner, paired with a three-speed automatic transmission and Safe-T-Track limited-slip differential. The WS6 package adds four-wheel disc brakes, a quick-ratio steering box, and a larger sway bar.

Despite its low mileage, the car needs attention after years in storage. Work in September 2026 included radiator repairs, fuel-line flushing, and replacement of the heater core, fuel tank, fuel filter, spark plugs, and shocks. The HVAC controls work intermittently, and the windshield washer sprayer is inoperative. The listing includes the build sheet, 2026 service records, and a clean Montana title in the name of an LLC.

The Offer

Interested in this 1979 Pontiac Firebird Trans Am 10th Anniversary Edition? View the listing here.

What Makes the 1979 Pontiac Firebird Trans Am 10th Anniversary Edition Unique

The 10th Anniversary Edition marked a decade of the Trans Am nameplate with distinctive styling and a coordinated Platinum-and-silver finish. Its special graphics, turbine-style wheels, and T-top panels set it apart from standard examples, making originality and documentation particularly relevant to collectors.

The WS6 package isn’t just for show—it brings four-wheel disc brakes, quicker steering, and a beefier sway bar to the party. Paired with the V8 and auto, it keeps that late-70s muscle vibe alive. The ultra-low mileage is a big draw, but after all those years in hibernation, you’ll want to keep an eye on the mechanicals.

Final Thoughts

This Trans Am checks all the right boxes: special anniversary looks, V8 power, and the good stuff from the factory. With just 421 miles and a stack of paperwork, it’s a tempting find for any collector.

Still, if you’re interested, get an independent inspection and double-check the mileage, originality, and mechanicals. The recent service knocks out some age-related gremlins, but the HVAC and washer issues are still hanging around. With no reserve, this auction should show us what the market really thinks of a survivor like this.

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

So, what’s the going rate for a first-gen Camaro these days? Classic.com pegs the 1967-1969 Camaro market at a $50,646 benchmark. Dig into the numbers and you’ll find an average sale price of $55,941 from 343 sales, with the cheapest one going for $11,000 and the priciest topping out at a wild $192,500.

There’s a little bit of everything out there, from bone-stock survivors to wild customs and drop-tops. Right now, you’ll spot modified 1968 Camaros asking $29,900 and $47,000, a tweaked ’69 at $54,500, and a convertible from the same year at $67,500. Clearly, what you get—and what you pay—depends on how the car’s been built, what shape it’s in, and whether you’re after a coupe or a convertible.

This LS3-powered beast isn’t your run-of-the-mill factory Camaro. With its modern drivetrain, stick shift, and chassis upgrades, it’s aimed squarely at the restomod crowd. Classic.com’s numbers give you a ballpark, but they don’t tell the whole story for a build like this. The final price tag? That’ll come down to how well it’s been put together, what paperwork comes with it, and how much the bidders want it.

Condition and Details

On the outside, you get Pearl White paint, RS-style hideaway headlights, an SS-style hood with fake air intakes, shiny chrome bumpers and trim, and LED taillights. It rolls on 17-inch Torq Thrust-style wheels wrapped in Pirellis. Underneath, there’s adjustable front coilovers, traction bars, a reworked suspension, and four-wheel disc brakes to keep things in check.

Under the hood, there’s a crate 6.2-liter LS3 V8 that went in back in 2018. It’s got a cone-filter intake, an aluminum radiator with an electric fan, long-tube headers, and a dual exhaust with an X-pipe for that proper muscle car soundtrack. Excessive Autosports handled the spark plugs and custom tuning in July 2026, and the dyno says it’s good for 388.5 horsepower and 384.6 lb-ft of torque at the wheels. All that grunt goes to the rear via a Tremec five-speed manual and a Positraction diff.

Inside, you’ll find TMI bucket seats up front, custom blue-and-white seats in the back, blue carpet, a blue headliner, and a custom center console with a B&M shifter. There’s Vintage Air climate control, cruise control, a Jensen stereo, and Pioneer speakers out back. AutoMeter Phantom gauges keep tabs on all the important stuff. The battery’s been moved to the trunk, and the undercarriage is finished in shiny gloss black. The seller does mention the glovebox stop is missing, so keep an eye out for that. As always, check the car out in person and go through the build docs before you start bidding.

The Offer

Interested in this 1967 Chevrolet Camaro? View the listing here.

What Makes the 1967 Chevrolet Camaro Unique

The first-generation Camaro debuted in 1967 as Chevrolet’s answer to the Ford Mustang. Its long hood, compact cabin, and rear-wheel-drive layout helped establish a design that remains recognizable today. The first model year also holds particular appeal for enthusiasts interested in the beginning of the Camaro nameplate.

This one’s a restomod through and through. You get the classic Camaro shape, but with an LS3 V8, a manual gearbox, beefed-up suspension, and modern brakes. The custom interior, climate control, and upgraded sound system make it comfy without losing that old-school vibe. It’s a personalized performance machine, not a museum piece.

Final Thoughts

This Camaro brings classic American muscle looks, a modern V8, and a five-speed manual to the table. With its upgraded suspension, four-wheel discs, and custom interior, it’s perfect for anyone who wants a classic with a twist—not just another stock restoration.

Classic.com’s $50,646 benchmark gives you a rough idea of the market, but what this car actually brings depends on how well the conversion was done and how the auction shakes out. Make sure to check the build docs, look over the drivetrain and chassis, and sort out the mileage—there’s about 2,100 miles on the build, but the odometer reads 2,200.

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.

Chevrolet-Corvette’s got a good following in Japan, enough for the Golden Bowtie to have some limited editions, apparently. The latest in the lineup is a Chevrolet Corvette C8 Stingray convertible called the “V8 Tourer.”

So even American cars are now in Japan with their own specifications and trim levels. Now, while it may seem that the Japanese are going to keep all the good stuff for themselves again, this is not the case because this particular Corvette Convertible got a slight debuff compared to the C8s we’re currently getting in the United States.

V8 Tourer

Information about the new trim is available on Chevrolet Japan’s website, and there is also an additional tidbit that you ought to know about the V8 Tourer. Apparently, this JDM spec is limited edition, with only 15 units available, making it a very rare C8 Corvette. The production number alone might be enough to whet Corvette collectors’ appetites, but there is a catch apart from its exclusive availability in Japan.

The limited production is intriguing, but this spec doesn’t get the updated 6.7-liter small-block engine that the U.S. gets. Instead, it comes with the 6.2-liter small-block V8 that makes 495 horsepower and 470 lb-ft of torque. It’s a stark contrast to the 2027 model-year Corvettes in the United States with the 6.7-liter. The V8 Tourer gets about 40 horses less than the new C8s with the 6.7-liter V8, but its cosmetic enhancements can still make it a desirable model.

For starters, the edition is painted in Red Mist Metallic tintcoat paint, complemented by Sterling Silver racing stripes that cover the hood, roof, and the rear spoiler. In addition to the paint job, it features a modest rear spoiler, a red engine cover, and black painted brake calipers under forged aluminum wheels in nickel with a five-spoke design.

The interior is also in tan leather, contrasted with black leather throughout, leaning into the “Tourer” name. You also get GT2 bucket seats and special badges on this limited edition, which is also a nice upgrade over the standard seats. You could say the color scheme harks back to the cars that come out of Maranello, but I digress. It’s not a bad way to spec out a C8 Corvette.

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Price and Availability

As stated, the Chevrolet Corvette V8 Tourer will be limited to 15 units and will be sold only in Japan. The asking price is 21,500,000 JPY, or about $136,000. Compared to standard models in Japan, the brand is asking an additional $12,000 on top of the standard C8 Corvette convertible.

In summary, Chevrolet Japan is selling a limited-edition C8 Convertible with a 6.2-liter V8 instead of the 6.7-liter V8 we get in the United States, but the exterior and interior upgrades are noteworthy, as are the special badges and the limited production. I’d argue, however, that you could still spec out a USDM Corvette similarly, and you’ll also get the updated 6.7-liter V8. Japan still sells Corvettes with the 6.2-liter, but it won’t be long before the new 6.7-liter V8 arrives in the Pacific.

What It’s Worth Right Now

Classic.com pegs the 1999–2004 Saleen S281 at a benchmark $20,020. The average sale price? $20,925, but that’s based on just two sales – one at $15,450, the other at $26,400. Not exactly a mountain of data, so take these numbers as ballpark figures, not gospel.

A quick scan of current listings shows how wild the price swings can get. There’s a 1999 S281 with a whopping 150,000 miles at $18,999, a tweaked 2004 with 29,000 miles at $25,950, and another ’99 with 27,000 miles asking $29,000.

With just 9,000 miles, a manual gearbox, and all the Saleen bits still intact, this one could easily land somewhere between $25,000 and $35,000 – assuming it’s as clean as it looks. That’s just an educated guess, though. The real test will be what the auction crowd is willing to cough up.

Condition and Details

Draped in Saleen S7 Silver with shadow-black stripes and proudly wearing production number 296 under the left headlight, this coupe doesn’t try to blend in. The extended rear spoiler, custom bumpers, side skirts, louvered scoops, and twin center exhausts make sure you know it’s no ordinary Mustang GT. It also rolls on 18-inch Saleen five-spokes and N2 struts. Fresh tires (from 2024) and a recent brake fluid flush (September 2026) round out the highlights.

The cabin features black leather upholstery with gray inserts, Saleen-branded seats and floor mats, and pedal covers. Equipment includes a power-adjustable driver’s seat, Mach sound system, six-disc CD player, cruise control, and air conditioning. The Saleen instrumentation includes a 200-mph speedometer and a 7,000-rpm tachometer. The odometer shows 9,000 miles, and the car comes with its owner’s manual. Its Carfax report shows no accidents or other reported damage.

Under the hood, you’ll find a 4.6-liter SOHC V8 with a Powerflash tune and Power Pulley, all hooked up to a Saleen Quick-Ratio five-speed and a limited-slip diff. Recent maintenance includes fresh oil and a new air filter (September 2026). The car started life at Villa Ford USA in Orange, California, bounced back there in 2006, and then hung around another California dealer until 2026. As always, a third-party inspection is smart to make sure everything’s as original and well-kept as it looks.

The Offer

Interested in this 2004 Ford Mustang Saleen S281? View the listing here.

What Makes the 2004 Ford Mustang Saleen S281 Unique

The S281 was Saleen’s answer to the regular Mustang GT, mixing Ford’s V8 muscle with Saleen’s signature bodywork, suspension, wheels, and interior touches. Built during the 1999–2004 New Edge years, it became Saleen’s bread-and-butter model and still stands out in Mustang history. The unique bumpers, side scoops, rear spoiler, and that all-important serial number make sure you spot one from a mile away.

This one ups the ante with ultra-low miles and a manual shifter. The performance tweaks and limited-slip diff play perfectly with the V8, and the clean Carfax plus a well-documented history only sweeten the deal. Still, don’t let the low mileage fool you – after twenty years, it’s smart to double-check that everything’s as good as it looks.

Final Thoughts

With just 9,000 miles, all the Saleen styling, a five-speed manual, and a spotless accident record, this S281 is a standout from the early-2000s American performance scene. The silver paint and black-and-gray interior keep things classy without shouting about it.

A preliminary value estimate of $25,000 to $35,000 provides a starting point, though the final price will depend on bidding activity and verified condition. For enthusiasts who appreciate the New Edge Mustang era, this car offers V8 power, three-pedal driving, and distinctive Saleen details in a relatively low-mileage package.

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

If you’re wondering what these things go for, Classic.com says the average sixth-gen Camaro ZL1 fetches about $76,822, with sales ranging from $34,650 to a wild $176,000. Keep in mind, that’s across all sorts of years and trims – including the hardcore 1LE – so it’s more of a ballpark than a direct price tag for this Collector Edition.

Asking prices are all over the map. You’ll find a 2023 ZL1 convertible with 32,000 miles at $64,500, or a 2022 coupe with 20,000 miles at $73,378. But if you want something rare and barely driven, brace yourself: a 2024 Panther Collector’s Edition with 152 miles is listed at $147,995, and a six-mile Garage 56 edition is pushing $200,000.

This car’s original window-sticker price was $93,425. Its limited production, manual transmission, and 62-mile odometer reading could justify a premium over a standard ZL1, although the final auction result will depend on bidder interest. Classic.com’s broader figures offer a useful benchmark, but the car’s special-edition status makes direct comparisons more relevant than the market average alone.

Condition and Details

The Collector Edition stands out with Panther Black Matte paint, a black center stripe, Satin Black mirror caps, black Chevrolet bowties, and distinctive Panther badging. It also features 20-inch split 10-spoke forged wheels, an exposed-weave carbon-fiber rear wing, and an optional carbon-fiber hood insert. Together, these details give the coupe a more exclusive appearance than a regular ZL1.

Inside, it’s all Jet Black leather and sueded microfiber, with red accents and seatbelts to spice things up. Heated and cooled Recaro seats, carbon-fiber trim, and all the tech you’d expect – Apple CarPlay and Android Auto, wireless charging, dual-zone climate control, a head-up display, and even a Performance Data and Video Recorder.You also get the original window sticker, owner’s manual, and a pile of accessories.

Power comes from a supercharged 6.2-liter LT4 V8 producing 650 horsepower and 650 lb-ft of torque. A six-speed manual sends power to the rear wheels through an electronic limited-slip differential. Magnetic Ride Control suspension, Brembo brakes, and a dual-mode exhaust complete the performance package. The listing reports a damage-free Carfax. It also states that a body control module-related customer-satisfaction program was addressed under warranty in October 2026.

The Offer

Interested in this Camaro ZL1 Collector Edition? View the listing here.

What Makes the Camaro ZL1 Collector Edition Unique

The ZL1 combines a supercharged V8 with a performance-focused chassis, while the Collector Edition adds exclusive styling and limited production. Only 350 examples were produced for 2024, making this car less common than a standard ZL1. Its manual transmission also appeals to enthusiasts who prefer a more involved driving experience.

The model’s timing matters, too. The 2024 model year marked the end of the sixth-generation Camaro, giving this edition a place in the nameplate’s final chapter. Its low mileage, numbered production status, and distinctive factory specification make it an interesting candidate for collectors, though future appreciation is never guaranteed.

Final Thoughts

With 650 horsepower, a six-speed manual, matte-black paint, and just 62 miles, this Camaro ZL1 Collector Edition offers a combination of performance and rarity. Its reported damage-free history and included documentation add to its appeal.

The key consideration is the final auction price. Comparable ZL1 listings show that rare, low-mileage examples can command substantial premiums, but asking prices do not guarantee market value. Buyers should review the complete listing, verify the car’s condition, and weigh its rarity against their budget. For enthusiasts seeking a preserved example of the final-generation Camaro, this car is 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 reports an average sale price of $56,792 for first-generation Pontiac GTO hardtops from 1964 through 1967, based on 76 sales. Recorded prices range from $6,100 to $121,000, reflecting differences in condition, originality, and modifications.

A quick look at current listings shows a handful of 1967 GTO hardtops with asking prices from about $51,900 to $79,995. These aren’t final sale numbers, but they give you an idea of what sellers are hoping for if you’re hunting for a first-gen GTO.

That $15,500 bid? Way under the market average so far, but there’s still time left on the clock. The swapped odometer means the real mileage is anyone’s guess, and the repaint, mods, and refurb all play into what it’s actually worth. The final hammer price will tell us what buyers really think of this one.

Condition and Details

Under the hood, you get a 400ci V8 with shiny valve covers and a chrome air cleaner. The three-speed auto was rebuilt just this May, sending power to the rear wheels where it belongs. Recent work includes a new distributor, ignition coil, fuel pump, fresh ignition timing, and a new dual exhaust to let that V8 sing.

It rolled out of the factory in Starlight Black, but got a fresh coat under previous ownership. You get the classic stacked headlights, hood scoop, chrome bits, and 15-inch Rally wheels wrapped in BFGoodrich Radial T/As. Most of the chrome trim was swapped out in 2024, along with new front springs, shocks, and stabilizer links. The underside got undercoated last November, though the photos show some paint chips and scratches – so it’s not perfect.

Inside, it’s all black vinyl with bucket seats up front, a rear bench, Grant steering wheel, digital gauges, Hurst shifter, and a Bluetooth radio for your tunes. The upholstery, carpet, and other bits were redone in 2019, and the dash and console covers got a refresh more recently. You get the owner’s manual, service records, and a clean New Jersey title. Just remember, the 1,400 miles showing are on a replacement odometer.

The Offer

Interested in this 1967 Pontiac GTO? View the listing here.

What Makes the 1967 Pontiac GTO Unique

The first-generation GTO helped establish the American muscle-car formula by combining a midsize body with a large-displacement V8. The 1967 model retains its recognizable stacked headlights, long hood, sculpted bodywork, and distinctive grille, making it one of the more recognizable examples from the nameplate’s early years.

This GTO keeps its classic looks but throws in some modern touches: digital gauges, Bluetooth radio, and a Grant steering wheel. The automatic is a plus if you want to cruise instead of row your own gears. With its mods and freshening up, it’s a solid pick for someone who wants to drive, not just collect.

Final Thoughts

You get classic muscle-car style, a 400ci V8, and a bunch of recent mechanical updates with this GTO. The rebuilt transmission and suspension are definite pluses, but the repaint, visible flaws, and swapped odometer are things you’ll want to check out up close.

Sure, $15,500 is way under the Classic.com average, but that doesn’t automatically make this a steal. Check the service records, look over the car in person, and get an independent inspection if you can before you decide how high to go.

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 pegs the Demon 170’s market value at $143,636, but the numbers are all over the map. Average sale price? $136,640 across 59 sales, but you’ll find everything from bargain-basement $28,500 examples to wallet-busting $209,000 unicorns. The latest one changed hands for $129,000, so there’s plenty of room for surprises.

Asking prices? Take your pick. Recent listings swing from $127,995 to almost $200,000, with low-mileage examples scattered between $139,900 and $174,900. Of course, these are just wishful thinking until someone actually ponies up the cash.

Low miles, a numbered badge, and a laundry list of factory goodies all stack the odds in this car’s favor. The original window sticker? $144,875. Classic.com’s benchmark is a decent starting line, but the real number will come down to how wild the bidding gets. And if you think it’ll go for the $7,500 opening bid, I’ve got a bridge to sell you.

Condition and Details

On the outside, you get that sinister Destroyer Gray, an Air-Grabber hood proudly shouting ‘Alcohol Injected,’ flared rear quarters, a front splitter, and a Satin Black spoiler. The wheels? Black-forged aluminum, 18 inches up front, 17 out back, all wrapped in Mickey Thompson rubber and clamped by four-piston Brembos. There’s even 3M paint protection, so you don’t have to worry about rock chips ruining your day.

Inside, you’re greeted by Demonic Red Laguna leather everywhere – heated and cooled front seats, rear bench, and even the door panels. The Premium Group throws in a suede headliner, memory for the driver’s seat, a stitched-up dashboard, and a monster 18-speaker Harman Kardon system. Carbon-fiber trim, dual-zone climate, remote start, and UConnect with Apple CarPlay and Android Auto round out the tech. Odometer? Just 812 miles. And yes, you get the digital window sticker, accessories, and even a Simpson Racing parachute for when things get a little too spicy.

Under the hood sits a supercharged 6.2-liter Hemi V8, hooked up to a TorqueFlite eight-speed auto and a limited-slip diff. On regular E10 fuel, you get 900 horsepower and 810 lb-ft, but pour in E85 and it cranks up to a mind-bending 1,025 horsepower and 945 lb-ft. Launch control, line lock, a tweaked transbrake, and Drag Mode suspension mean this thing is built for the strip. The Carfax is clean, but there’s at least one open recall, so double-check before you get too excited. The car’s currently chilling in Waterloo, Ontario.

The Offer

Interested in this Challenger SRT Demon 170? View the listing here.

What Makes the Challenger SRT Demon 170 Unique

The Demon 170 is Dodge’s last hurrah for the Challenger, and it’s one of the most powerful muscle cars you can actually buy. That supercharged Hemi V8 cranks out up to 1,025 horsepower on E85, with all the drag-race toys – launch control, a tweaked transbrake, and trick suspension. But unlike a bare-bones race car, you still get creature comforts like climate control, smartphone hookups, and a killer sound system.

Dodge only built about 3,300 of these Last Call monsters for 2023. This one’s got the numbered plaque, barely any miles, the original window sticker, and a pile of options – just the kind of stuff collectors drool over. It’s a cut above your run-of-the-mill Challenger.

Final Thoughts

Limited production, just 812 miles, and a four-digit horsepower figure – this Demon 170 is definitely one to keep an eye on. The $144,875 sticker and Classic.com’s $143,636 benchmark are good for reference, but real-world sales tell the real story, not the wishful thinking of current listings.

Thinking of bidding? Make sure you check the recall status, dig into the service history, and see what extras come with the car. If you’re importing, don’t forget about the paperwork and extra costs. In the end, the final price will come down to how much bidders want it and how clean the car really is.

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.

1

The Xpeng Aridge Land-Based Aircraft Carrier may not have a sexy name, but what it proposes brings sci-fi film to life. It’s a 6×6 van-like extended-range EV with all-wheel drive, rear-wheel steering, up to 620 miles of range, and seating for four, but those facts pale into insignificance alongside the fact that the vehicle is both a mobile garage and a charging station for an electric VTOL two-seater stored in the back of the EREV.

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Xpeng says the automated onboard mechanism handles the VTOL’s extraction and return in under five minutes, so if it meets all approvals and passes certification, buyers may soon have a way to beat the traffic even after getting stuck in gridlocked congestion. Thousands of pre-orders have already been placed, so there are plenty of people interested in being early adopters. We can see this being popular on I-95.

2

AITO will enter the European market in 2027 as a luxury brand offering the 9, 8, 7, and 6 SUVs, which are available as all-electric vehicles or EREVs. In these images, we’re taking a closer look at the AITO 9 (sold as the M9 in China), available with up to 666 horsepower, active suspension, rear-wheel steering, and a 0-62 mph time of just 4.6 seconds. The 9 here is the five-seater, which means it’s the EV, with the range extender offering one more place to sit. Naturally, the former is the best way to enjoy this SUV’s features, which include a projector screen for watching media.

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Along with seating that lets rear passengers stretch out and headlight elements that can display messages like “Bonjour Paris” or project warnings onto nearby surfaces, the 9 offers star-like lighting in the headliner à la Rolls-Royce, Huawei’s ADS 5.0 driver aids with multiple radar, LiDAR, and camera systems, and autonomous parking. With Bentley- and Maybach-inspired looks, plenty of tech, and BMW-like pricing, this could be a hit when it goes on sale in the fall of next year, but without Huawei branding, it could also face challenges in imprinting itself on the minds of buyers.

3

Despite base pricing that vastly undercuts a Porsche 911 GT3 (just over $100,000 for the entry-level model in China; around $185,000 in Europe), the Denza Z offers performance that puts you in mind of much pricier metal. Three electric motors (one in front and two at the rear axle) produce a whopping 1,582 hp and 915 lb-ft of torque. Up to 254 miles of range is claimed from the 76kWh battery, but that will be hard to achieve when you’re in something that can get to 60 mph in around 2 seconds, even less if you have the Racing version. A top speed of 217 mph is also quoted.

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There’s even a drift mode, carbon-ceramic braking, and air suspension with magnetorheological dampers, and the ability to charge at BYD’s 1,500kW Flash chargers. That means 10-90 percent charge can be achieved in as little as nine minutes, making the Denza Z theoretically usable as a real track car. Electric vehicles with a performance focus are a tough sell, but for those who have access to industry-leading infrastructure, this is seriously tempting as a Porsche alternative, so long as you don’t mind fake engine sounds.

4

With clear inspiration from Range Rover in both the front end and the overall silhouette, the Xpeng G9L was revealed at the Paris Motor Show as an ~$84,000 luxury electric SUV with individual rear chairs that are ventilated and heated with massaging (the front gets the same, plus adaptive seating tech), Nappa leather, and a 21.4-inch 3K display that appears from the ceiling. This is complemented by a 23-speaker sound system, and up front, there’s a 17.3-inch touchscreen. A motor show highlights just how bad a touchscreen can look with regular use, but that’s the affordable way to wow many buyers these days. Finally, an 8.8-inch driver display sits behind the wheel, with a head-up display included as standard.

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Underneath, the G9L features an 800-volt platform that can charge at 540 kW, with the ability to reach 80 percent charge from 10 percent in under 12 minutes. A 110 kWh (gross) battery feeds rear- or all-wheel-drive variants with 367 hp or 585 hp, respectively, and the vehicle is future-proofed for Level 2++ partially automated driving, expected to become available in 2027. Notably, European G9Ls will be built in Graz, Austria, at the Magna Steyr plant responsible for the Mercedes-Benz G-Class, Toyota GR Supra, and BMW Z4, among other vehicles.

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Finally, the AVATR Concept T09 caught our eye as a potential alternative to the Audi Q9 and BMW X7. A gas engine combined with a trio of electric motors results in an extended-range hybrid powertrain that makes over 1,000 hp, with tech from Changan, CATL, and Huawei. A turbocharged 2.0-liter makes 208 hp, while the motors develop 241 hp up front and 302 hp each at the back. A 71.24kWh Freevoy battery from CATL helps achieve a CLTC-rated estimate of between 186 and 205 miles of all-electric driving.

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We didn’t get a look inside, but the six-seater places occupants in a 2+2+2 layout, giving everyone individual chairs, with those up front looking at a 10.25-inch instrument cluster and two 17.2-inch touchscreens. With pricing expected to start around $70,000 for the base version, the T09 offers a lot of luxury for around $18,000 less than a current-gen X7 or Q9, and the two-tone paint, big wheels, and angular aesthetic certainly help convey a sense of opulence that its price does not. Clearly, China has something for every niche, and pricing is always competitive. Which, if any, would you want if these cars were sold in America? Let us know in the comments below.

Both electric sedans felt most natural when driven smoothly, but the Lexus’s controls, ride, and cabin encouraged that approach more consistently. The Mercedes still seemed eager to appeal to someone younger and sportier, even though its most convincing quality was how pleasantly it settled into a relaxed cruise. My time with each vehicle was brief, and the comparison, of course, reflects that context. The models’ specifications nevertheless create a useful buying dilemma: my CLA 250+ and ES 350e Luxury were priced just $1,010 apart.

All prices include destination and are in U.S. dollars. Starting prices use published U.S. pricing; the Lexus’s as-equipped price is the event sheet’s “estimate.” Charging times are manufacturer estimates under suitable conditions; battery figures use each manufacturer’s stated basis.

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Exterior Design: Both Look Better in Person

The Mercedes’ MANUFAKTUR Patagonia Red Metallic paint, intricate AMG wheels, and contrasting black details gave it considerably more presence than I expected. Its shape looked more cohesive in person than on a screen, though some of the styling still felt a little self-conscious. The guppy-nose front end still takes some getting used to, and the overall form factor still feels a bit too reminiscent of the bulbous EQS, but my general takeaway was that it didn’t look as offensive as I had initially thought. The Lexus, though, changed my opinion much more drastically once I saw it in metal.

Perhaps I have an old soul, but the Lexus won me over differently than the CLA. While I felt less sour about the Benz after seeing it in person, I grew quite fond of the ES’s appearance on closer inspection. Wavelength paint and the large multi-spoke wheels suited its sweeping proportions brilliantly, helping the unusual details feel part of a broader design and instantly making the outgoing-generation ES look a decade older. I initially doubted both cars’ appearances, but the ES made the stronger case for changing my mind. Those wheels, though, despite how striking they look, also come with a real-world caveat. Lexus quotes 307 miles with its standard 19-inch wheels, but 292 miles with the 21-inch set fitted here. They may have improved my opinion of the design, but at the cost of a slight range drop.

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Interior: The Mercedes Aims For Younger Athleticism; The Lexus Modernizes Familiar Serenity

The CLA’s interior also appeared quite striking in person. Its layered materials, contrasting colors, and sculpted details gave it an eccentric character that made the cabin feel younger and more athletic, and its Burmester sound system stood out, delivering a sound experience that feels two classes above. However, the expanse of screens across the dashboard made the cabin feel a bit overstimulating, and it felt like a slightly lazy design choice in a cabin that’s otherwise quite intricately layered. My Pinnacle-equipped car included a passenger display, and I struggled to see how often that extra screen would improve an ordinary journey. Plenty was worth admiring, but plenty also competed for my attention.

The Lexus traded some immediate drama for a much calmer atmosphere. Its screens took up substantial space, yet they felt less like they dominated the dashboard, leaving room for more sculpted depth. Physical buttons and familiar controls cut the learning curve the CLA’s tech-heavy cabin introduces, but the difference went beyond visual restraint. Patterned bamboo accents were exquisite to look at and to the touch, while the soft-textured Mark Levinson speaker covers and subtle metal details added even more depth to the cabin’s finely-applied upholstery. Its own fantastic sound system complemented an environment that felt confidence-inspiring and prestigious.

My ES tester also came with the $3,635 Executive Package, adding rear-seat adjustments, heating, ventilation, massage, and a passenger-side ottoman, extending the emphasis on comfort into the rearward cabin. Additionally, although Mercedes’s $1,050 SKY CONTROL option lets the fixed panoramic glass switch between transparent and opaque in selectable zones, I particularly appreciated that the Lexus’s sunroof could actually be opened, and its power-operated visor blocked out the glare of sunlight more effectively than the CLA’s overly complex system.

Driving: Comfort Works Better When the Controls Agree

The Lexus leans into being what I’d affectionately call a “comfy old geezer car,” even with its edgy, contemporary look. Its priorities were clear: a comfortable ride, a quieter cabin, and controls that made smooth progress feel natural. It absorbed bumps better than the Mercedes and kept tire noise out better, despite its larger wheels. Lexus makes EV driving feel uncomplicated, and isn’t afraid to admit that comfort and ambiance take precedence over performance and tech.

The CLA’s priorities felt a bit less obvious to me. Power arrived more gradually than I expected, lacking some of the immediate response I ordinarily find in an EV. That could appeal to someone who finds abrupt electric acceleration unpleasant, yet its throttle calibration, steering response, and sensitive braking still seemed to anticipate more aggressive inputs than its relaxed driving character encouraged, and the steering also lacked the precision I wanted when trying to drive more enthusiastically. Driven gently, the CLA became more convincing, but the Lexus made that same style of driving easier to achieve.

Road noise further complicated the Mercedes’s luxury credentials. The sound its tires made was more noticeable than I expected, and even more apparent than in the Subaru Trailseeker, Toyota bZ Woodland, and Toyota C-HR I drove at the same event shortly beforehand. Even over minor bumps, this CLA’s dashboard produced a high-pitched squeak; a quirk which I don’t often associate with high-quality fit and finish. Sport mode’s synthetic acceleration sounds did little to improve matters; the noises were strange and abstract to me, without a convincing character that made the car any more enjoyable. The Mercedes does offer one-pedal driving, though, a highly valuable EV convenience the Lexus, for some reason, lacks. The ES’s familiar two-pedal approach suits its easy-to-use character, but the lack of one-pedal driving in any modern EV feels like an egregious omission that could turn away far too many potential buyers who are already familiar with the nuances of EV driving.

Range and Charging: The Mercedes Has an Edge

The Mercedes still has a much stronger technical argument than those cabin and driving criticisms might suggest. It offers more power, quicker acceleration, a larger battery, and a significantly higher maximum DC charging rate. Mercedes advertises up to 374 miles for the CLA 250+, but the official window sticker on the unit I tested claimed a 317-mile EPA-estimated range. Compared with the Lexus’s EPA-estimated 292-mile range, that gives the tested Mercedes a mere 25-mile advantage, and the Lexus also carries the higher combined MPGe rating.

Charging remains a meaningful strength for the Mercedes. Its published 10–80% estimate is 22 minutes, compared with 28 minutes for the Lexus. That may not sound like much, but imagine spending an extra six minutes at the gas station each time you fill up, and suddenly that added convenience doesn’t seem so trivial. Consider the 320-kW and 150-kW peak ratings alongside those charging-time estimates. To be clear, though, those are published figures; range and charging performance warrant a longer test than these event drives provided, and they’ll vary heavily with conditions and driving style. But for someone who regularly travels long distances, those advantages deserve serious weight.

Value and Verdict: Lexus For Ease Of Mind, Mercedes For Tech Savviness

At almost identical as-equipped prices, I admittedly preferred the Lexus. Its appeal came from the way its attributes worked together: the softer ride, quieter cabin, more natural controls, attractive materials, and calmer presentation all supported the same idea of luxury. Despite earning my vote for the Best Battery Electric Vehicle (BEV) category at Drive Revolution, more NWAPA journalists ultimately voted in favor of the Mercedes-Benz for the award, which not only took home that trophy, but also tied with the Lucid Gravity Grand Touring for second place overall at the event, with the Genesis GV60 Magma placing first, against a field of combustion-powered, hybrid-powered, and other battery-powered entrants. So even if I’d personally take the Lexus here, I can’t as easily say there’s a definitive winner between these two surprisingly compelling electric luxury sedans in terms of what I would actually recommend.

The Mercedes’ extra performance and charging capability provide strong reasons to choose it over the Lexus. Buyers who enjoy its more extravagant interior and youthful styling may also find those qualities worth the compromises I noticed. The CLA offers a unique definition of attainable luxury in the electrified modern era, but for me, a luxury sedan should make everyday driving feel easier, calmer, and more special, and the ES did that more convincingly during these drives. Both cars improved on my first impressions in person, but the Lexus followed through more consistently once I started driving and stuck with me most after I handed back the keys.

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What It’s Worth Right Now

Classic.com pegs the market benchmark for a 1963 Corvette L76 327/340 at $152,930. The average sale price? $156,463, with past sales swinging from $62,500 all the way up to $278,000. The latest sale in their data was $93,000. These numbers cover all L76-powered C2 Corvettes, no matter the body style or condition.

Recent sales prove just how much specs and originality matter. One 1963 L76 split-window coupe pulled in $259,000 on Bring a Trailer (September 2026), while others couldn’t even crack $140,000.

A preliminary value of $100,000 to $150,000 seems reasonable for this refurbished example, subject to inspection and verification of its originality. The current $90,001 bid in the supplied auction snapshot sits below that range, although bidding can change before the sale ends. The 196-mile reading should not be mistaken for verified lifetime mileage.

Condition and Details

The fiberglass body started life in Ermine White. During the 2016 refresh, it was pulled off the frame and treated to bodywork on the rear, doors, and hood before getting a fresh coat. Grille, chrome, and stainless trim all got some love, plus new headlight motors, windshield, and weatherstripping. The car keeps its signature split rear window, fender vents, quad taillights, and dual exhaust.

Under the hood sits a 327-cube L76 V8 with 340 horses, a four-barrel carb, and a high-lift cam. The engine got a rebuild in 2016, along with a new radiator, wiring, and fuel system bits. Power goes through a rebuilt four-speed manual to a Positraction diff. Suspension got fresh shocks, tie rods, bushings, and rear springs, and the four-wheel drum brakes were serviced too.

Inside, you get reupholstered red vinyl buckets, new door panels, carpet, headliner, dash pads, and pedal pads. There’s an AM/FM radio, heater, rebuilt analog clock, and lap belts. If you’re interested, check out the service records and restoration photos, and definitely get an independent inspection to see how the car stacks up for condition and originality.

The Offer

Interested in this 1963 Chevrolet Corvette Split-Window Coupe? View the listing here.

What Makes the 1963 Chevrolet Corvette Split-Window Coupe Unique

The 1963 model kicked off the second-gen Corvette, or C2, with a fresh body and fully independent suspension. The split rear window? That was a one-year-only deal before Chevy switched to a single pane, which is why collectors go wild for these. Add in hidden headlights and that sculpted fiberglass body, and you’ve got a true icon.

The L76 engine brings the muscle – 340 horsepower, four-speed manual, and Positraction diff. This car’s restoration history is a plus, but make sure to separate what’s been restored from what’s still factory. Condition, authenticity, and paperwork are still king when it comes to collector value.

Final Thoughts

This Corvette brings classic looks, a stout small-block V8, and a manual gearbox, plus a paper trail of restoration work. White on red is as traditional as it gets, and the records and photos give you a head start on sizing up the car.

What matters most? Mileage, restoration quality, and originality. The odometer only shows miles since the refresh, so don’t count on it for the car’s full story. Get a pro inspection and compare with other split-window coupes to see if the final price adds 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.

What It’s Worth Right Now

Classic.com lists a $77,223 benchmark market value for the 2006 Dodge Viper Coupe, based on historical data. Its recent one-year figures show an average sale price of $82,680 across five sales, ranging from $44,000 to $118,800. Across its broader dataset, the site records 50 sales with an average of $68,858.

As with any Viper, mileage, condition, and the spec sheet can make or break the price. But with just 2,000 miles and that ultra-rare VCA Edition badge – not to mention the original raffle ticket – this one could easily outshine your run-of-the-mill SRT-10 when the hammer drops.

Sure, Classic.com’s $77,223 benchmark and the recent $82,680 average are good to know, but don’t count on them to predict where this Viper will land. The missing VCA plaque and an open recall on the Carfax are curveballs to keep in mind. In the end, it’ll all come down to how wild the bidding gets and what shape the car’s really in.

Condition and Details

This Viper shows off in Viper Red Clear Coat with those classic white stripes, HID headlights, fog lights, a hood scoop, and side-exit exhausts that scream muscle. It sits on polished five-spoke alloys – 18-inch up front, 19-inch out back – wrapped in Michelin Pilot Sports, with Viper-branded calipers clamping down on ventilated rotors. Even with the low miles, you’ll want to give the paint, tires, and anything that might have suffered from sitting a close look.

Inside, you get black leather and microsuede seats with red stitching and Viper logos stitched in for good measure. There’s air conditioning, push-button start, power windows, and even an old-school in-dash CD changer. The dash is all business, with a 220-mph speedo, a big central tach, and gauges for everything from oil pressure to voltage. The odometer shows just 2,000 miles, but heads up – the serialized VCA plaque is missing.

Under the hood, you’ve got the legendary 8.3-liter V10 pumping out 510 horsepower and 535 lb-ft of torque. Power goes straight to the rear wheels through a Tremec six-speed manual and a limited-slip diff. The seller’s already swapped the oil to get it ready for sale, but don’t forget – Carfax shows at least one open recall, so run that VIN with Dodge before you get too excited.

The Offer

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

What Makes the Dodge Viper SRT-10 Unique

The third-gen Viper SRT-10 is all about old-school muscle: a naturally aspirated V10, rear-wheel drive, and a six-speed manual. That 8.3-liter lump up front delivers mountains of torque with zero turbo trickery, and the long hood, wide stance, and side pipes make sure nobody mistakes it for anything else.

The VCA Edition cranks up the rarity – just 50 coupes in this red-and-white combo for 2006. The fact that this one was a raffle prize just adds to the story, though the missing plaque could be a sticking point for purists. Still, with so few miles and that limited-production status, it’s definitely one to watch.

Final Thoughts

This Viper checks all the boxes: rare spec, barely any miles, and a massive V10 with a stick shift. Classic.com’s numbers give you a ballpark, but what it actually sells for will come down to how much the bidders want it and what kind of shape it’s really in.

If you’re thinking of throwing your hat in the ring, double-check the recall status, give the car a thorough once-over, and don’t forget to eyeball the tires and anything else that might have aged in storage. The missing VCA plaque is worth factoring in, too. For anyone hunting a standout American sports car, this Viper has a lot going for it – as long as the paperwork and condition stack 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.

The Toyota Celica first appeared in the 1970s as an affordable sports coupe. The GT-FOUR versions built a strong rally reputation with their turbocharged engines and all-wheel drive. Production of the seventh generation ended about twenty years ago, leaving a gap in Toyota’s lineup.

Now, ever since a Toyota executive hinted at the Celica’s return at Rally Japan two years ago, the rumor mill has been in overdrive. We’ve seen prototypes, anecdotes of a rally comeback, and plenty of speculation about what Toyota might be cooking up.

If the latest reports are on the money, this isn’t just a nostalgia trip. Toyota could be working on a turbocharged, all-wheel-drive coupe that channels the spirit of the rally-bred GT-FOUR, giving the Celica name a fresh twist that stands apart from the rest of Toyota’s sports car stable.

Design, Name, and Other Early Details

What might the new Celica look like? Based on the prototype sightings, expect a low two-door coupe with sharp LED headlights, a large front grille, big air intakes, flared fenders, and a prominent rear wing.

The prototype spotted in Portugal is believed to be linked to Toyota’s preparations for next year’s World Rally Championship regulations. However, a direct link between that competition vehicle and the road-going Celica remains unconfirmed.

As for what they’ll call it, ‘Celica Sport’ has popped up in the rumor mill, but ‘GR Celica’ is also in the running. Toyota’s lips are sealed for now.

Inside? Your guess is as good as ours – Toyota hasn’t shown off the cabin or spilled any details about features. Where it’ll fit in the lineup is also up in the air. It could carve out its own space, separate from the rear-drive GR86. If Toyota goes hybrid, the Honda Prelude might be a rival, but expect the Celica to put performance front and center.

Of note, the images here are unofficial renderings, not the real deal from Toyota. They are meant to give us a taste of what a rally-inspired Celica could look like based on prototype sightings, but don’t be surprised if the production car ends up looking pretty different.

Turbo Power, Hybrid Technology, and All-Wheel Drive

The biggest development concerns the powertrain. Reports suggest Toyota is considering a new 2.0-liter turbocharged inline-four, potentially based on its G20E engine currently being developed and tested through motorsports.

The GR Yaris M Concept gives us a sneak peek at what Toyota might be up to. Unlike the regular GR Yaris, this wild experiment puts the engine in the middle and sends power to all four wheels. It’s already been tearing up Japan’s Super Taikyu Series while Toyota fine-tunes the hardware.

Some say the new Celica could crank out around 400 horsepower, but nothing’s set in stone. Hybrid tech is also on the table, though Toyota hasn’t decided if it’ll be a regular hybrid or a plug-in.

A six-speed manual and an eight-speed GR-DAT automatic are both rumored, but the real cliffhanger is whether Toyota sticks with a front-engine setup or goes all-in on a mid-engine layout like the GR Yaris M Concept.

As for when we’ll actually see it, 2027 or 2028 is the best guess so far, but Toyota’s keeping quiet. For now, the next Celica is still a moving target – engine, drivetrain, and even its final form are all up in the air.

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What It’s Worth Right Now

Classic.com data for custom second-generation Dodge Chargers from 1968 to 1970 shows an average sale price of $152,386 across 97 recorded sales over the past 12 years. The market page lists a Classic Market Benchmark (CMB) of $159,121, with five examples currently advertised for sale. These figures cover a variety of customized Chargers, making them a useful reference rather than a direct valuation of this particular car.

Current listings illustrate the range. A 1970 Charger 500 is advertised for $131,998, while a 1969 Charger is listed at $109,451. Another 1969 example carries an asking price of $174,995, and a customized 1968 Charger R/T is offered for $179,100. Classic.com also records a $176,000 sale for a 1968 Charger on Bring a Trailer in October 2026, while its reported top sale is $363,000. Condition, originality, and modifications can significantly affect prices.

Sure, the Fast Five connection might crank up the appeal for movie car collectors, but there’s no hard data showing a blockbuster price bump for film history alone. The salvage title is another curveball. With bidding kicking off at $5,000, it’s tough to pin down what this Charger is really worth without a closer look. In the end, the final price will come down to how much bidders care about its wild backstory and custom touches.

Condition and Details

The Charger wears matte gray paint, a black lift-off hood with exposed pins, and satin-black exterior trim. A mesh grille sits behind four headlights, while 20-inch multi-piece wheels with satin-black centers wear Mickey Thompson Street Comp tires. Koni dampers are fitted, and the braking system includes a Wilwood master cylinder, cross-drilled front discs, and a line lock. The rear uses a live axle with hydraulic drum brakes.

Under the hood, you get a 426 Hemi V8 with dual Edelbrock carbs and four-into-one headers, all feeding into a rumbling exhaust with Flowmaster mufflers. Cooling is handled by an aluminum radiator, and power goes to the rear wheels through an A727 three-speed auto. The listing skips the horsepower figure, so don’t just guess based on the engine size – this one’s all about the build.

Inside, you’ll find a full roll cage wrapped around Beard racing seats, black cloth, and bright red Simpson harnesses. The interior is all business: custom aluminum panels, a bead-rolled bulkhead, Sidewinder shifter, hydraulic handbrake, and AutoMeter gauges scream track-ready. Out back, there’s a JAZ fuel cell and the battery sits in a Taylor aluminum box. There’s no odometer, but the Ohio title claims 8,991 actual miles. Oh, and the trunk lid doesn’t latch – it’s held down with added weights. With all these mods and that salvage title, a deep inspection is a must.

The Offer

Interested in this 1969 Dodge Charger? View the listing here.

What Makes the 1969 Dodge Charger Unique

The second-gen Dodge Charger is muscle car royalty, especially in 1969 trim. That long hood, wide stance, and unmistakable front and rear make it a favorite for collectors and customizers alike. This one ditches the factory look for matte gray paint, blacked-out trim, oversized wheels, and a bare-bones, race-inspired interior.

The Fast Five link is the cherry on top. This Charger got screen time in Rio de Janeiro scenes, tying it to one of the biggest action franchises out there. With the Hemi V8 and all those wild mods, it’s perfect for someone chasing a movie star car instead of a bone-stock classic. Just make sure to check the paperwork and see exactly how much time it spent in the spotlight.

Final Thoughts

This Charger is all about the mix: classic muscle looks, a 426 Hemi, racing gear, and a Fast Five backstory. It’s not for purists chasing factory specs – it’s for anyone who wants something with attitude and a Hollywood twist.

Thinking of bidding? Check the salvage-title paperwork, give the engine and chassis a good look, and make sure the film history checks out. That $5,000 bid is just the starting line, not the finish, and there’s a $495 doc fee on top. If you’re after a Charger with movie cred, this one’s worth a look – just be sure it lives up to the hype.

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

If you’re wondering what these wild Mustangs go for, Classic.com pegs the average value for modified ‘69-‘70s at just over $96,000, with a high-water mark around $99,000. That’s across 162 sales in the last 13 years, with 13 more currently up for grabs. Of course, these numbers are all over the map, since every custom build is its own animal.

Zoom in a bit, and the numbers get even wilder: a smaller sample averages $106,000, but prices swing from $31,900 all the way up to a jaw-dropping $346,500. It all comes down to how well the car’s been built, what’s under the hood, and whether the paperwork checks out.

Right now, $50,000 is a bargain compared to those averages, but the auction isn’t over yet. The 427 and stick shift are big draws, but don’t forget: this is a custom build, and there’s a mismatch between the VIN and the warranty tag. The hammer price will come down to how much bidders want it—and what a close inspection turns up.

Condition and Details

This Mustang struts around in bright green with black stripes, a hood scoop, LED headlights, dual racing mirrors, Sport Slats, and a rear spoiler for good measure. It rolls on 17-inch American Racing VN 427 wheels wrapped in Toyos. One note: the driver’s door was swapped out during the refresh.

Under the hood, you’ll find a Ford Performance 427 crate V8, fed by Holley Sniper fuel injection and sparked by MSD ignition. Ceramic-coated headers and a shiny CVF serpentine setup round out the look. Cooling? That’s handled by a three-core aluminum radiator and twin electric fans. Power goes through a Tremec five-speed and a Ford 9-inch rear with 3.91 gears and a Traction-Lok diff. The engine’s a 2012 build, but the listing keeps its actual output a mystery.

The chassis gets the full treatment: Mustang II-style front suspension with adjustable coilovers, tubular control arms, power rack-and-pinion steering, Wilwood discs up front, and drums out back. Scott Drake leaf springs, sway bars front and rear, and subframe connectors keep things tight. Inside, you get black vinyl seats with green accents, a Shelby-style wheel, digital gauges, Vintage Air, and Bluetooth tunes. It’s titled as a 1970 Mach 1, but heads up – the warranty tag doesn’t match the VIN, so double-check the paperwork before you get too excited.

The Offer

Interested in this 1970 Ford Mustang SportsRoof? View the listing here.

What Makes the 1970 Ford Mustang SportsRoof Unique

The ‘69-‘70 Mustangs went bigger and bolder, and the SportsRoof’s swooping roofline is still a favorite among Mustang diehards. This one cranks up the attitude with modern wheels, loud paint, black stripes, and a rear spoiler, but keeps that unmistakable fastback shape.

The 427 crate V8 and five-speed manual put this car in a different league from your average Mustang. With fuel injection, modern cooling, reworked suspension, and sharper steering and brakes, this is pure restomod territory – not a numbers-matching restoration. Whether it’s a winner comes down to how well it’s been built and whether the paperwork backs it up.

Final Thoughts

At $50,000, this Mustang is a tempting alternative to the sky-high prices some custom builds command. The V8, stick shift, and upgraded chassis make it a solid pick if you want classic fastback looks with modern muscle underneath.

Thinking of bidding? Get a pro to check it out, make sure the VIN and warranty tag story adds up, and take a close look at the engine and drivetrain install. Don’t forget to eyeball the bodywork, suspension, brakes, and fuel injection, too. These steps will tell you if the price matches the build quality.

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.

Coupes have thinned out by a lot over the years. Simply put, the money isn’t in those cars anymore, and the small sales figures they make aren’t much incentive for automakers to bother building them. Still, there’s the occasional flight of fancy that eventually reaches showrooms, but more often than not, coupe concepts remain, well, concepts.

While Peugeot has zero presence in North America as hard as it tried, the French automaker has rolled out genuinely great cars over the years. Its coupes, in particular, have been lookers, not merely sedans with the rear doors removed. The coupe versions of the 304, 404, 504, and 406 come to mind, most of which Pininfarina designed. Its last production coupe was the RCZ, which was produced from 2009 to 2015. While it wasn’t particularly mind-blowing to drive, it was certainly distinct-looking.

RCZ Take Two

It’s been over a decade since the last RCZ rolled off Peugeot’s assembly line. The company made a coupe concept a couple of years ago with the e-Legend, but it never reached production. Now it’s trying again with the RCZ Vision, and it seems Peugeot is more serious about building it.

While there’s no confirmation of production, a couple of clues make it likely a road-going version will be made. The concept rides on Stellantis’ STLA One platform, which is bound to be used in other models under Stellantis’ wing. As Peugeot is also one of the main brands that the conglomerate is pouring more resources into, a showroom version of the RCZ Vision might serve as a proof of concept that one may buy soon.

Concept Highlights

Peugeot claims it uses a 1,000v architecture, allowing rapid charging from 10 to 80% in just 10 minutes. Battery size wasn’t mentioned, but it has a solid-state battery developed with Factorial Energy. Range is estimated at 373 miles on a single full charge. As for power, it’s rated at 500 hp, which is far more than the most powerful RCZ model made over a decade ago.

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Its interior is something worth talking about, mainly because Peugeot wants to implement as many of the things seen inside in actual production models. It looks wild, but you’ll be pleased to see real, physical controls rather than everything being controlled via a screen. If Peugeot wants to put those in its cars soon, then we very much approve of that decision. There’s also the ‘Hypersquare’ steering wheel that is said to reach other Peugeot cars as early as next year.

Faithful to the Original?

When the original RCZ launched 17 years ago, it was a shocking design that barely changed from the concept. The RCZ Vision takes many cues from the older car, namely its glass bubble roof and short nose. The elongated rear end is another nod to the past.

What’s different are the lights, which are part of Peugeot’s new design language, Feline Future. The front and rear lights each consist of three light bars, creating a rather interesting 3D illusion. Park it side by side with the 2009 model, and you’ll see that the lineage is clear, but modernized.

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As for the rest of the car, it has heaps of ‘by-wire’ tech. The steering, brakes, and powertrain are all done with no physical connections, and Peugeot and Stellantis as a whole would like to put this in most (if not all) of its future products. While it’s unlikely we’ll see Peugeot back in America any time soon, some of the tech shown here might eventually make its way to a Jeep, Chrysler, or Ram model.

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What It’s Worth Right Now

Classic.com data for the first-generation Chevrolet Camaro SS, covering 1967 to 1969, shows an average price of $60,902 across 843 recorded sales, with total sales volume of approximately $51.3 million. Its Classic Market Benchmark (CMB) stands at $69,483, offering a general reference for the market.

Dig a little deeper, and you’ll find some Camaros selling for as low as $33,900 and as high as $363,000, with an average around $78,000. That wild price swing comes down to originality, condition, engine specs, and just how rare the car is. Factory-fresh examples get the big bucks, but for modified rides like this one, it’s all about how well the build was done – and whether it catches the right buyer’s eye.

Right now, the bidding sits at $25,000 – well below the market average, but this car isn’t playing in the same league as a bone-stock collector’s piece. With all the mods, it’s more of a restomod for someone who wants to drive, not just polish. There’s still time left on the auction clock, so expect that number to climb.

Condition and Details

This Camaro started life in Medium Blue Metallic with a black vinyl roof, but that’s ancient history. In 2013, it got stripped to bare metal, patched up, and resprayed in sinister black. Outside, you’ll spot RS-style hideaway headlights, a cowl hood, front air dam, and Fesler billet trim. The rear wheel wells were hacked to fit those wide wheels, and there are photos to prove the frame repairs.

Inside, you get TMI buckets up front and a reworked rear bench, all wrapped in black vinyl with Alcantara inserts. There’s a center console, power windows, electronic trunk release, blue footwell lights, and custom SS mats. The MOMO steering wheel feels just right, and you’re looking at a 120-mph speedo and tach. Odometer says 1,500 miles, but who’s counting the real total?

Under the hood, you’ll find the original 396 V8 punched out to 402 cubes, with a Howards roller cam, high-comp pistons, and ported heads. It breathes through an Edelbrock intake and Holley 750 carb, with ceramic-coated headers dumping into a dual exhaust. Power goes to the rear via a ZF six-speed and limited-slip diff. Ridetech coilovers, a four-link rear, and Wilwood discs mean it should handle as well as it looks. Build records and Norwegian paperwork come with the deal.

The Offer

Interested in this 1968 Chevrolet Camaro SS? View the listing here.

What Makes the 1968 Chevrolet Camaro SS Unique

The first-generation Camaro debuted in 1967 as Chevrolet’s answer to the Ford Mustang. The SS package brought a more performance-focused character, including available big-block V8 engines. Its compact proportions, classic styling, and extensive aftermarket support have helped make the early Camaro a popular choice among collectors and enthusiasts.

This Camaro isn’t chasing originality points. With its blacked-out look, beefed-up big-block, six-speed, fat wheels, and upgraded chassis, it’s a restomod built for driving, not for museum duty. If you care more about performance than matching numbers, this one’s speaking your language.

Final Thoughts

With a $25,000 bid on the table, this is one of the cheaper tickets into a seriously modified first-gen Camaro SS. The upgrades hit all the big stuff – drivetrain, suspension, brakes – but as always, value comes down to how well it’s been put together and what’s hiding under the surface.

Thinking of bidding? Check the build records, look over those frame repairs, and get a mechanic to give it a once-over. Don’t forget about shipping from Norway, import fees, and registration headaches. But if you want a classic Camaro with modern guts, this restomod deserves a spot on your shortlist.

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 average 1969–1970 Mustang Mach 1 fetches $66,815, with 903 sales on record. The market benchmark sits at $76,237, and total sales have racked up a cool $60.3 million. Of course, those numbers cover everything from basket cases to concours queens.

Zooming in on 1969 models, the average jumps to $90,923 from 89 sales, with the cheapest one going for $33,750. It just goes to show how much things like engine spec, originality, and restoration quality can swing the value of a Mach 1.

When we checked the Bring a Trailer listing, bidding had already hit $77,500 after 13 bids. That’s above the market average, but this car’s got a 390 V8, a four-speed manual, and a documented freshening-up to set it apart. Just don’t get too excited about the 443 miles on the clock – the listing says about 450 miles have been added since the overhaul.

Condition and Details

This Mach 1 rolled off the line in November 1968 and first called Memphis, Tennessee home. It still wears its original Gulfstream Aqua color, though it’s had a respray. Outside, you get all the right touches: Mach 1 graphics, a hood scoop with pins, front spoiler, dual mirrors, and quad exhaust tips. It sits on 15-inch Magnum 500 wheels wrapped in Firestone Wide Oval white-letter tires.

The 390 V8 was rated at 320 horsepower from the factory and, per the seller, got a full overhaul in 2023. Power heads to the rear wheels through a four-speed manual and a Traction-Lok diff. You also get power steering, front disc brakes with assist, and rear drums.

Inside, you’ll find black vinyl buckets with red accents, a folding rear bench, center console, Hurst shifter, AM radio, and Vintage Air climate control. The sale throws in an Elite Marti Report, build records, a repro window sticker, warranty tag, and a Texas title. If you’re serious, a pre-purchase inspection is a smart move to check the restoration and mechanicals.

The Offer

Interested in this Mustang Mach 1? View the listing here.

What Makes the Mustang Mach 1 Unique

The 1969 Mustang Mach 1 took the classic pony-car shape and cranked up the attitude with performance styling and beefier engines. The hood scoop, front spoiler, and Mach 1 graphics make sure nobody mistakes it for a regular Mustang, and the S-Code 390 V8 brought serious muscle for its time.

This one pairs that big-block with a four-speed, period-correct wheels, and a documented refresh. Whether it’s a winner comes down to how well the restoration was done, how true it is to spec, and if it stands up to a close look.

Final Thoughts

This Mach 1 sticks to the muscle-car playbook: V8 up front, power to the rear, and a manual in the middle. The Gulfstream Aqua paint and Magnum 500s nail the vintage vibe, and the paperwork gives buyers plenty to dig into.

With bidding already at $77,500, this Mach 1 has blown past the average. If you’re thinking about jumping in, make sure to check the restoration, mechanicals, and paperwork before deciding if the price is worth it.

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’s numbers for fifth-gen Dodge Viper GTs (2015-2017) show an average price of $173,044 from 35 sales, with a market benchmark at $205,078. Keep in mind, these stats cover the broader GT crowd, not just this SRT GTC, so take them as context.

Another slice of the data puts the average at $225,762 from eight sales, with prices swinging from $128,000 all the way up to $325,000. Recent deals? A 2015 Viper GT went for $189,999, while a 2017 GTC hit $308,000 – both in September 2026. Clearly, things like mileage, condition, and how wild the spec is can send Viper prices all over the map.

Right now, the $125,000 bid is under the market averages from Classic.com, but remember, those numbers mix in all sorts of Viper GT and GTC flavors. This one’s got just 7,000 miles, a wild paint job, and a clean bill of health, which all help its case. The auction isn’t over yet, so expect the price to move.

Condition and Details

Orange with black stripes just works on the Viper’s long hood, wide hips, and low roof. Factory goodies? GTS hood, rear spoiler, HID headlights, and those unmistakable side-exit exhausts. It sits on 18-inch fronts and 19-inch rears – Sidewinder II wheels in hyper-black, shod with Pirelli P Zeros. Brembo brakes and ventilated rotors handle stopping duties, keeping the Viper’s old-school, mechanical vibe alive.

Pop the hood and you’ll find Dodge’s monster 8.4-liter V10, good for 640 horsepower and 600 lb-ft of torque – no turbos, just pure displacement. Power heads straight to the rear wheels via a Tremec six-speed manual and a limited-slip diff with a finned cooler. There’s launch control and an aluminum X-brace up front, but the real story is that this Viper sticks to the big-engine, rear-drive formula that’s almost extinct these days.

Inside, you get Sepia leather with suede inserts and Viper-script headrests – a nice break from the usual all-black. Creature comforts? Automatic climate, keyless entry, push-button start, backup camera, power pedals, Harman Kardon sound, nav, Bluetooth, and a touchscreen. The listing says 7,000 miles, clean Carfax, and a clean Florida title. Bonus: the seller throws in an award and some scale models. Still, check the photos, see it in person if you can, and get an independent inspection before you pull the trigger.

The Offer

Interested in this Dodge Viper SRT GTC? View the listing here.

What Makes the Dodge Viper SRT GTC Unique

The fifth-gen Viper is one of the last American beasts to rock a big, naturally aspirated V10 as its calling card. That 8.4-liter lump cranks out 640 horsepower with zero turbo trickery, and the six-speed manual plus rear-wheel drive means you’re always in the hot seat. The long hood, side pipes, and wide rear end make it unmistakable, but it’s not just about looks. This car is all about raw power and a mechanical feel that puts you in charge – something you don’t get from most modern performance machines.

The GTC badge brings its own flavor. This one’s got the GTS hood, Sidewinder II wheels, and what the seller says is a special-order orange paint with the P-99 code. The Sepia leather and suede interior is a rare twist compared to the usual black. Since Viper production wrapped up after 2017, clean examples like this are catnip for anyone chasing a modern car with old-school attitude. How this one stacks up will come down to its originality, paperwork, condition, and what it finally sells for.

Final Thoughts

This 2015 Dodge Viper SRT GTC checks a lot of boxes: low miles, 640-horsepower V10, six-speed manual, and a spec you won’t see every day. The clean history and factory kit are big pluses, and the $125,000 bid is still under the market averages from Classic.com. Those numbers are good for context, but don’t treat them as gospel for this exact car.

Thinking about making a move? Check the photos and docs, confirm the paint and options, dig into the service records, and get a pre-purchase inspection. Even with low miles, it’s smart to check the tires, brakes, and other wear bits. If everything lines up, you’re looking at a rare shot to own a V10-powered American sports car with a manual and a spec that’s hard to ignore.

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.

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.

What It’s Worth Right Now

If you’re wondering what these things go for, Classic.com says the average sale price for a 1969-1970 Boss 429 is $315,382, with a market benchmark of $388,684. That’s across 214 sales, so it’s not just a fluke – these cars are serious collector bait.

Dial it in to just the 1969 models, and the average jumps to $471,692 from 26 sales. Prices have swung from $175,000 all the way up to a jaw-dropping $1,045,000. It all comes down to condition, history, and the nitty-gritty details.

With just 13,670 miles, original paint, a matching drivetrain, and paperwork to back it up, this Boss 429 is ticking all the right boxes for collectors. The $200,000 bid is well below the averages, but the real story will be told when the hammer drops.

Condition and Details

Dressed in Black Jade, this SportsRoof comes with a Deluxe interior, four-speed stick, and a 3.91 Traction-Lok rear. Richmond Auctions calls it one of the most original Boss 429s left. Out of just 859 built for 1969, this one still has its numbers-matching engine, transmission, and rear end. Mileage? Still at 13,670.

The body? Mostly untouched. The paint meter says it’s still wearing thin factory paint almost everywhere, with just a few small spots blended to fix minor scratches. All the original sheet metal is still there, including the front fenders and valance. No rust, and you can still spot the factory pinch-weld blackout on the rockers and trunk drop-offs.

Boss 429 guru Lyle Essick checked this one out and confirmed all the right numbers are in the right places – radiator-support buck tag, dash plate, and driver’s door plate all match up. You’ll still find original Kar Kraft chalk marks and the hood rotation number, 83, hanging around. The car keeps its Magnum wheels, oil cooler, air-cleaner snorkel, and a bunch of other original bits. There’s even a pile of removed parts – distributor, fan, smog gear, power steering, shifter linkage, fuel pump, master cylinder – thrown in for good measure. Paperwork comes with, and the appraiser thinks the original build sheet might still be hiding under the carpet.

The Offer

Interested in this Ford Mustang Boss 429? View the listing here.

What Makes the Ford Mustang Boss 429 Unique

The Boss 429 was born in the golden age of street and strip rivalry, when Detroit was out to prove a point. Ford needed a home for its 429-cubic-inch V8, so it stuffed it into the Mustang, creating one of the wildest, most specialized muscle cars of the era. The bulging bodywork, massive hood scoop, and mean stance make it stand out from the usual Mustang crowd. With so few built, it’s no wonder collectors go nuts for these.

What makes KK1877 special? It’s all about the details. Original paint, matching drivetrain, Kar Kraft scribbles, and a stash of parts show exactly how this car rolled out of the factory. The authentication report is the cherry on top. For collectors who care about history as much as horsepower, this stuff matters just as much as how shiny the paint is.

Final Thoughts

Low miles, original paint, numbers-matching drivetrain, and paperwork from a Boss 429 expert – this ’69 Mustang has all the right ingredients. In a world where condition and history can make or break a sale, this one stands out. The $200,000 bid is under the market average, but we’ll have to wait and see where the gavel lands.

Thinking about making a move? Double-check the authentication report, go through the paperwork and parts, and get an independent inspection if you can. Make sure the car’s condition matches the listing. If everything lines up, KK1877 could be a killer find for anyone after an unrestored, collectible late-’60s Mustang.

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.

Showing just 17,000 miles on the digital odometer, this Georgia-based Japanese icon pairs race-derived engineering with everyday road compliance. Finished in Jet Black over a functional carbon-fiber aero package, the coupe stands as a pristine example of Godzilla’s ultimate road-going iteration.

What it’s worth right now

Current collector metrics show that top-tier R35 models remain exceptionally strong in today’s performance market. According to recent NISMO sales data from Classic.com, examples from this era hold an average market value of $340,655 across logged transactions, with top-tier sales touching $499,975 and the most recent result landing at $305,000.

With the current bid standing at $100,000 and a full week left in the auction, this listing offers significant upside for buyers monitoring supercar values. Given that the absolute lowest recorded sale for a NISMO in this dataset rests at $162,324, securing a clean-title car near the six-figure mark represents an increasingly rare buying opportunity.

Condition and Details

The factory Jet Black paint presents itself in excellent condition, accented by extensive carbon-fiber bodywork covering the hood, roof, trunk lid, front fenders, and massive rear wing. The selling dealer notes a slight scratch on the carbon rear diffuser, but the body overall retains its sharp lines, grounded by 20-inch RAYS six-spoke forged alloy wheels wrapped in aggressive Toyo Proxes R888 R tires.

Inside, the cabin balances track focus with high-end creature comforts, featuring heated Recaro bucket seats upholstered in black leather with red synthetic-suede inserts. Drivers benefit from an Alcantara-wrapped steering wheel, carbon-fiber center console trim, dual-zone automatic climate control, Apple CarPlay, and an 11-speaker Bose sound system.

The Offer

Interested in this car? View the listing here.

What Makes This Nissan GT-R Unique

What sets the NISMO apart from standard GT-R models is its factory-installed GT3-spec high-capacity turbochargers and bespoke ECU recalibration. Breathing through a high-flow Fujitsubo titanium exhaust system, the hand-assembled twin-turbo V6 pushes output to a staggering 600 horsepower and 481 lb-ft of torque.

Underneath, the chassis receives structural seam bonding, custom-tuned Bilstein DampTronic adaptive suspension, and massive Brembo carbon-alloy brakes featuring six-piston front calipers. Combined with Nissan’s intelligent ATTESA E-TS all-wheel-drive system, the car delivers relentless grip and cornering speeds that rival modern exotics costing twice as much.

My Take

For buyers seeking the pinnacle of Japanese performance heritage, this low-mileage GT-R NISMO delivers an unmatched blend of power, rarity, and corporate provenance. It represents the pinnacle of twin-turbo engineering before hybrid powertrains became the industry default.

If bidding stays anywhere near its current trajectory heading into the final hours, someone will drive away with an absolute bargain in the modern supercar arena. Keep a close eye on this auction as deadline energy pushes collectors toward final bids.

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.

A documented 1967 Chevrolet Corvette Coupe L68 is currently set for auction at Bring A Trailer. Originally delivered through Palmyra Motors in New York, this classic American sports car boasts a well-documented timeline and three decades with its current owner. Its historical accuracy was established early on in its life when it received prestigious Bloomington Gold recognition in 1984.

This active listing currently commands significant attention from serious classic automotive collectors. Bidding sits at $42,767 with seven days remaining on the clock. Given its NCRS Top Flight honors in 1989, 1990, and 1998, we can expect considerable movement as the deadline approaches.

What it’s worth right now

Recent market data provides clear context for this vehicle’s valuation trajectory. Over the past few years, the average exchange for similar models rests at $148,000, drawn from a sales count of 12 documented transactions. The total dollar volume across these specific sales has reached a substantial $1,776,000, reflecting sustained demand for well-preserved C2 examples.

The financial spectrum for this specific trim spans significantly, with the lowest recorded sale at $73,700 and the top sale achieving an impressive $231,000. Considering the most recent recorded transaction closed at $168,000, this meticulously documented coupe represents a strong asset in the current collector landscape.

Condition and Details

The fiberglass exterior wears a period-correct Rally Red finish, having been appropriately refinished in lacquer. Distinctive visual elements include the signature black-striped stinger hood, retractable headlights, and chrome split bumperettes. A side-exit exhaust system equipped with heat shields completes the aggressive, factory-correct profile of this classic coupe.

Underneath, the chassis benefits from a comprehensive late-eighties frame-off refurbishment. The car rides on 15-inch Rally wheels wrapped in Firestone Deluxe Champion tires, supported by a fully independent suspension setup. Stopping power is managed by reliable four-wheel disc brakes, ensuring the chassis dynamics match the engine output.

The Offer

This specific lot provides buyers with a comprehensive package, including the highly sought-after Protect-O-Plate, original tank and window stickers, and initial sales documentation. The inclusion of decades of service records and physical awards adds immense provenance to the physical vehicle.

The following data outlines the current parameters of the sale for interested bidders tracking the auction.

Interested in this car? View the listing here.

What Makes this Corvette C2 Unique

The centerpiece of this vehicle is the 427-cubic-inch L68 V8, factory rated at an impressive 400 horsepower and 400 lb-ft of torque. The engine underwent a thorough, documented rebuild in 1994, which included a polished crankshaft, Ohio pistons, and Sealed Power lifters. It breathes through an authentic tri-power setup featuring three Holley two-barrel carburetors.

Power delivery is managed by a traditional four-speed manual transmission feeding into a Positraction differential with 3.70:1 gearing. The combination of its potent, heavily documented driveline and an uncompromised black vinyl interior makes this a benchmark example of late-sixties American performance.

My Take

Finding a 1967 C2 with this level of uninterrupted documentation and historical certification is uncommon. The fact that the engine stamping pad was decked during its 1994 rebuild might give purists a moment of pause, but the extensive paper trail easily offsets that technicality.

This is a rigorously maintained driver’s car that successfully balances show-quality provenance with actual road capability. For collectors seeking a blue-chip muscle car with an indisputable pedigree, this lot represents a highly viable acquisition target.

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 average price for a 2015 SLS AMG GT Final Edition Coupe is $398,498, based on a dozen sales over the last nine years. The current market benchmark is even higher at $445,098, with nearly $4.8 million in total sales volume. Of course, these numbers are for the whole Final Edition market, not this exact car – so things like mileage, condition, and options still play a big role in what it’s actually worth.

Recent sales vary greatly. Classic.com shows one going for $325,000, but the one-year average is a whopping $520,667, with sales ranging from $325,000 up to a wild $803,000. That kind of spread just proves how unpredictable prices can get for rare cars like this. Don’t assume every Final Edition will fetch top dollar – mileage and options make a big difference.

Right now, the $250,000 bid is just the opening act for this 496-mile unicorn. The ultra-low mileage, Mars Red paint, and carbon-fiber goodies are catnip for collectors who want a time-capsule SLS AMG GT. But don’t get ahead of yourself – the real value will come down to where the auction lands, not just what the averages say. With bidding still live, it’s anyone’s guess what the hammer price will be.

Condition and Details

This SLS wears Mars Red with a carbon-fiber hood, front splitter, and a fixed rear wing – Final Edition hallmarks. You get the legendary gullwing doors with pop-out handles, bi-xenon headlights, carbon-fiber mirror caps, and those straked front-fender vents. Out back, polished exhaust tips complete the look. It sits on staggered Y-spoke alloys – 19-inch up front, 20-inch in the rear – wrapped in Michelin Pilot Super Sports. The odometer? Still stuck at 496 miles. Chassis number: WDDRJ7JA8FA011437, for the detail-obsessed.

Inside, you’re greeted by Designo Black Nappa leather with diamond stitching, carbon-fiber trim, and Alcantara touches on the ceiling and rear shelf. You get heated, power AMG Sport seats, Keyless Go, dual-zone climate, a rearview camera, and COMAND navigation. The Alcantara steering wheel with aluminum paddles sits in front of a 240-mph speedo. Unsurprisingly, the interior looks as fresh as the mileage suggests.

Under the hood sits a hand-built 6.2-liter M159 V8, good for 583 horsepower and 479 lb-ft of torque. Power goes to the rear wheels via a seven-speed dual-clutch and a limited-slip diff. You also get AMG Ride Control suspension, speed-sensitive steering, and big AMG brakes with cross-drilled rotors. The car comes with manuals, a clean Carfax, and a Florida title. No reported accidents or damage, but as always, get an inspection and check the service records before you buy.

The Offer

Interested in this Mercedes-Benz SLS AMG GT Final Edition? View the listing here.

What Makes the Mercedes-Benz SLS AMG GT Final Edition Unique

The SLS AMG is a standout in Mercedes history – a modern performance coupe that borrows plenty from the brand’s classic sports cars. The long hood, cabin pushed way back, and those wild gullwing doors make it instantly recognizable. The naturally aspirated 6.2-liter V8 gives it a personality you just don’t get from today’s turbocharged engines. The GT version adds a seven-speed dual-clutch and rear-wheel drive, sticking to the old-school front-engine, rear-drive formula.

The Final Edition is special because it’s the SLS AMG’s swan song – only 350 were made. The carbon-fiber hood, front splitter, and fixed rear wing set it apart from the regular versions. And with just 496 miles, this one is practically untouched. For collectors, it’s the perfect storm: rare, naturally aspirated V8, gullwing doors, and barely any miles.

Final Thoughts

This 2015 SLS AMG GT Final Edition is a rare mix: super low miles, bold looks, and a naturally aspirated V8. The Mars Red paint and black Nappa leather keep things classic, while the carbon-fiber bits scream performance. With just 496 miles, it’s aimed at someone who wants a collectible that’s barely seen daylight. Just remember, low miles don’t guarantee perfect condition – check the service records, tire age, fluids, and get a proper inspection.

The current $250,000 bid is under the Classic.com averages, but the auction isn’t over yet – and those numbers aren’t set in stone. If you’re interested, compare the final price to other Final Edition sales, double-check the paperwork, and give the carbon fiber, paint, and mechanicals a close look before you commit. If everything lines up, you could snag a super low-mileage, limited-run Mercedes performance coupe.

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.

Porsche 911 GT3 Cup MR 30: Big Engine, Big Aero

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Manthey began its story partly by modifying engines before focusing more on aero, suspension, cooling, and handling, and the new 911 GT3 Cup MR 30 combines both approaches again, with the 992.1-based race car’s water-cooled six-cylinder boxer engine being heavily revised to displace 4.2 liters and produce 552 horsepower. This is sent to the rear axle through a six-speed sequential transmission, and during early development with less power, the package helped the car achieve a time of 7:58.605 on the Nürburgring Nordschliefe’s long NLS track configuration. Manthey has crafted the entire front end, including fenders and hood, as well as the rear bodywork, wheel arch extensions (expanding the track width by 20 millimeters in front and 50 mm at the rear), rear lid, and rear wing from recycled carbon fiber. This is combined with a central radiator to improve exhaust air flow and keep the car going in the event of a minor impact, and the bodywork also helps optimize brake cooling with larger inlets. A new front splitter with an integrated underbody, added flics, and a new rear with enlarged end plates and modified mountings are also added, with the latter allowing for the fitment of a more aerodynamic intake. Even the wheels were addressed, with Manthey fitting its own forged design that saves 8.3 pounds, reducing unsprung mass. Six-way adjustable coilover suspension with modified kinematics and optimized spring rates are also included. In a nutshell, it looks fast and will be epic on track.

Porsche 718 Cayman GT4 RS Clubsport MR 30: The Ultimate 718 Racer

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911s first come to mind when thinking of Manthey, but the mid-engine 718 platform has also been used to great success, and the new GT4 RS Clubsport-based MR 30 is just as wild and wonderful as its rear-engine sibling. Here, instead of uing forged wheels, the Cayman gets carbon fiber, saving 12.5 lbs. The engine hasn’t been fiddled with, so it still produces only 493 hp, but that’s plenty in something this light and focused. Again, carbon fiber is used throughout, including in the fenders with their lightweight headlights, the front bumper and splitter, and the redesigned rear end with its bumper, trunk lid with lightweight window, and rear wing. The car also gets a carbon fiber diffuser and added front flics for more downforce, and like the 911, it’s got a central radiator, so the hood features a specially designed vent. Cooling optimization continues with the brake system, which has ducts developed using insights from the Porsche 911 GT2 RS Clubsport EVO.

Final Thoughts

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Manthey has not disclosed pricing for either of these cars, but with special anniversary liveries, ’30 Years Manthey’ badges, special-edition logos, and headrests with the anniversary logo, not to mention a very low production run, neither will be cheap. But if you’re not a professional racer and you want to get as close to the ultimate Porsche track experience as possible, the MR 30 anniversary editions are just what the doctor ordered. And if you miss out, don’t worry too much. Porsche is expected to be bringing the gas 718 back, and the GT3 RS is about to made even more extreme than ever.

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What It’s Worth Right Now

Classic.com puts the average third-gen Firebird Base Model at $8,944, based on 47 sales over the last 13 years. The Classic Market Benchmark sits at $9,407, with 13 cars currently up for grabs. Keep in mind, though, these numbers are for base models – not the Formula 350 – so take them as a ballpark, not gospel.

Prices are all over the map. There’s a 1992 listed at $8,500 with 123,000 miles, a ’91 at $13,000 with 88,000 miles, and another ’92 asking $17,900 with just 11,000 miles. One 1990 with 32,000 miles is shooting for $26,900. Of course, asking prices are just that – what sellers hope for, not what buyers actually pay. Things like trim, engine, mileage, originality, and paperwork all play a part in the final number.

This Formula isn’t your run-of-the-mill base Firebird. With the 5.7-liter V8 and WS6 package, it’s in a different league. As of October 9, 2026, bidding on Bring a Trailer had hit $15,000 with six bids and about five days left. That’s already above the average, but it’s not the end of the story. Without recent sales of similar Formula 350s, it’s tough to pin down an exact value. The final auction price will tell us what the market really thinks.

Condition and Details

Finished in White (code 40), this Firebird keeps all the sharp, angular lines that made the third-gen stand out. You get a domed hood, hood vents, rear spoiler, dual exhaust, and those classic pop-up headlights. It sits on 16-inch Hi-Tech Turbo cast-aluminum wheels wrapped in fresh BFGoodrich g-Force Comp-2 A/S tires as of August 2026. The listing says it’s a one-owner car until this year, comes with a clean Tennessee title, a damage-free Carfax, and plenty of photos showing off every angle – inside, outside, engine bay, and underneath.

Under the hood, you’ve got a 5.7-liter V8 with tuned-port injection, good for 235 horsepower and 330 lb-ft of torque from the factory. Power goes to the rear wheels through a four-speed auto and a limited-slip diff. The WS6 package sweetens the deal, and you get power-assisted vented disc brakes at all four corners. The seller says the engine just got an oil change for the sale. Inside, it’s all Medium Dark Gray cloth with front buckets, individual rear seats, a Delco cassette stereo, power windows and locks, A/C, cruise, and a rear defogger – pure late-’80s vibes.

The 28,000 miles on the clock are a big draw, but don’t just take the number at face value – double-check the mileage and service records. Carfax shows no accidents or damage, but there’s at least one open recall that needs sorting before you hand over any cash. A pre-purchase inspection is a must: engine, transmission, cooling, suspension, brakes, electrics, underbody, and any signs of age. Make sure the WS6 gear and other factory goodies are actually there and that the car matches the photos.

The Offer

Interested in this Pontiac Firebird Formula? View the listing here.

What Makes the Pontiac Firebird Formula Unique

The Firebird Formula always played the middle child in Pontiac’s lineup – plenty of go-fast hardware, but without all the flashy Trans Am extras. This ’89 nails the formula: 5.7-liter V8, WS6 package, limited-slip diff, and a look that’s pure late-’80s. The white paint, subtle bodywork, pop-up headlights, and those era-correct wheels keep the nostalgia strong.

Low miles and a single-owner story make this one even more tempting. Old performance cars are usually a minefield of mods, missing records, and sketchy pasts, but this Firebird’s paperwork and spec list are solid – assuming the inspection checks out. Sure, the automatic might turn off the manual diehards, but it means you get a cruiser that still packs V8 punch and rear-drive fun.

Final Thoughts

This ’89 Firebird Formula brings together the 5.7-liter V8, WS6 package, and low miles, all wrapped in classic late-’80s style. The $15,000 bid on the listing gives us a taste of current demand, but don’t treat it as gospel. Classic.com’s numbers help with context, but comparing base Firebirds to a Formula 350 is apples to oranges. The real story will be told when the auction hammer drops.

If you’re thinking about buying, start by confirming the mileage, originality, service records, and mechanical health, and don’t forget to chase down that open recall with the dealer. Even with low miles and a clean story, a car this old needs a thorough once-over. If it all checks out, you’re looking at a great way to relive the days when V8 coupes, pop-up headlights, and subtle performance were still roaming the streets.

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.

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.

Currently sitting at a bid of $70,000 with seven days left, the car is offered in California on consignment by a local Bring a Trailer partner. It includes the original window sticker showing an $85,200 initial price, a GT2 Assembly Cam with production photos, a clean Carfax report, and a Virginia title carrying an actual mileage brand.

What it’s worth right now

Tracking down one of these track-focused brutes is a serious challenge for modern collectors. These historical sales records show that only 3 have been sold in as far back as 13 years ago, according to Classic.com. Such extreme rarity means that whenever one breaks cover, affluent enthusiasts pay very close attention to the bidding action.

Because so few ever change hands, valuation requires a close look at recent market trends. The sparse transaction history yielded an average of $120,255 and a market price of $147,965. With the current auction sitting at just $70,000, bidders should expect the final hammer price to climb significantly higher before the virtual gavel falls.

Condition and Details

Finished in brilliant Stone White Clearcoat with dual blue racing stripes, this pristine example boasts an aggressive exterior. The odometer shows 29,000 miles, with only 1,000 of those added since the vehicle was last sold on Bring a Trailer in May 2022. It wears staggered 18-inch BBS wheels wrapped in fresh Continental ExtremeContact Sport O2 tires fitted in preparation for the sale.

The driver-focused cabin features two-tone black and blue leather bucket seats adorned with exclusive Viper GTS-R embroidery. Red Oreca-branded five-point racing harnesses ensure both occupants stay firmly planted during aggressive cornering, while standard creature comforts like air conditioning, power windows, and an Alpine CD stereo remain fully operational.

The Offer

The current listing presents a highly original example of American racing heritage. Every mechanical specification reflects this limited-production trim’s track-focused nature.

Bidding is currently open, and all factory documents are included with the sale. The vehicle is ready for immediate transfer to its next owner.

Interested in this car. You can view the listing here.

What Makes This Dodge Viper Unique

This commemorative model offers far more than just a flashy appearance package. The massive 8.0-liter V10 engine was factory-reworked specifically for the GT2 Championship Edition, bumping the factory-rated output to an impressive 460 horsepower and 500 lb-ft of torque. A limited-slip differential and an upgraded Borla exhaust system help put that immense power directly to the pavement.

The exterior aerodynamics are completely functional and directly inspired by the actual race cars. The factory aero package includes a deep front splitter, ground-effect side skirts, and a massive fixed rear wing for serious downforce. Inside, a serialized plaque mounted near the shifter proudly identifies this exact chassis as number 37 out of the 100 ever produced.

My Take

The Dodge Viper has always been an unhinged powerhouse, and this GT2 Championship Edition represents the absolute pinnacle of its legendary second generation. It perfectly captures the raw, visceral essence of late-90s American motorsport dominance without sacrificing its street-legal status.

Given the severely limited production run and stellar provenance, this car is a blue-chip collectible for serious Mopar enthusiasts. While the current bid feels like an absolute bargain, I fully expect a fierce bidding war as the auction nears its dramatic conclusion.

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 the Ford Mustang first came out in 1964, the most potent engine available was a 289 cubic inch that made 271 hp and 312 lb-ft of torque. Those were strong figures for the era, but fast forward 62 years and even a base Mustang makes more than that. For reference, today’s 2.3 EcoBoost puts out 315 hp and 350 lb-ft, easily dusting the original model.

As for the current Mustang, the most powerful is the GTD, with its supercharged 5.2-liter V8 pumping out 815 hp and 664 lb-ft. That’s thrice the horsepower and double the torque of the original 289 from ’64.

The Fastest ‘Stangs

The GTD is easily the most powerful Mustang ever built, with over 800 hp on tap. The thing is, it’s not exactly easy to get. Never mind that you’ll need over $300,000 to buy one; you also have to win a lottery to get one.

So, if you want a Mustang that’s nearly as powerful as the GTD without the eye-watering price tag and without going through all the hoops to get one, there is a solution. That comes in the form of the Dark Horse SC, which you can think of as an ever-so-slightly friendlier version of the model above it.

One still gets a supercharged 5.2-liter V8, although power has been reduced to 795 hp and 660 lb-ft of torque. We still wouldn’t call it slow, and it makes even more than the last fast factory ‘Stang, the GT500. That one made ‘just’ 760 hp and 625 lb-ft.

In the Dust

So, just how much faster is the Dark Horse SC than the GT500? After all, power is nothing without control, and the more you add, the more time-sapping wheelspin you get. That’s especially true in a rear-wheel drive car like the Mustang. Well, we finally know the answer, as Motor Trend put out timing gear for it.

Per its test results, the Dark Horse SC hit 60 mph in 2.9 seconds, 100 mph in 6.2 seconds, a 45-65 mph passing time of 1.1 seconds, and a quarter-mile time of 10.8 seconds at 131.8 mph. Those numbers make the already potent GT500 from a few years ago look slow: 0 to 60 in 3.6 seconds, 0 to 100 in 7 seconds, and the quarter-mile in 11.3 seconds at 131.6 mph. One might think a 50-lb weight gain would’ve somewhat negated the power advantage, but it didn’t.

A (Relative) Bargain

The Dark Horse SC is one-third the price of a GTD, give or take. It’s still not cheap, though, as its base price starts under $110,000. But if you go for the Track Pack, it’s a $36,500 option that brings the price closer to $150,000. We now live in an era where Mustangs can go for six figures, but the performance the hottest versions deliver still makes these a relative bargain.

Only a pony car can give you the option of having nearly 800 hp for less than a loaded luxury SUV, as well as go head-to-head or even outrun cars twice the price. That said, it’s a little sad that the Mustang is, again, the only one left of its kind. Of course, that could all change if Chevrolet actually plans to revive the Camaro or if Dodge finally puts a Hemi in the Charger.

Lucid Cosmos Is a ‘Coupe SUV’

The spy shots only capture the driver’s side and rear of the mid-size Lucid Cosmos, but from any angle, the dramatically sloping roofline makes the SUV stand out. This coupe-like design makes the Cosmos look athletic, and large wheels inside bulbous wheel arches also increase the sense of sportiness, as do chiseled side skirts. Recessed door handles are also evident, and there’s a green light at the top of the B-pillar, along with what appear to be other unactivated indicators. The sharp roofline culminates in a large upturned spoiler, so rear visibility will be impaired, but a camera at the rearmost end of the roof will solve that problem. We can also see a very narrow LED strip that will form part of the modest taillight cluster, and while we can’t see the front, a patent filed in June gave us an early look at the Cosmos. Much like the Air, it’s got a narrow LED strip up front too, with slim headlights just beneath. The drawings filed in Europe also revealed a low, catfish-like intake grille for powertrain and brake cooling, with an angled LED strip framing each end and potentially acting as air curtain intakes or scoops for dedicated brake cooling inlets. The drawings also indicated that the thin strip we see at the back of the Cosmos doesn’t run continuously from end to end, as in the Air, instead being punctuated by a large Lucid wordmark.

Autoblog’s Take

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Under the skin, this will be supported by Lucid’s new Midsize platform, which also underpins the Earth SUV and another mystery vehicle yet to be announced. Alongside a 69 kWh battery pack with 300 miles of range, Lucid’s new Atlas drive units, which are lighter, smaller, and cheaper to produce, should help the Cosmos achieve its sub-$50k target base MSRP, and if all goes well, it could help Lucid attract a large portion of the relatively small overall EV market. Should that happen, Lucid will be free to expand and produce more vehicles, but if the Cosmos has as flawed a launch and life as the Air, brilliant as its engineering is, Lucid could become the next Fisker. Of course, with the backing of Saudi Arabia’s primary sovereign wealth fund, it’ll be a long time before Lucid falls that far, and avoiding issues is exactly why the Cosmos has been pushed to the second half of 2027 at the earliest. Hopefully, Lucid delivers a competitive and glitch-free product before affordable options from others make it obsolete.

If you’re unsatisfied with the usual greyscale that we call colors in cars these days, BMW is more than willing to paint your car a special color from the factory. The BMW Individual program started way back in 1991 and made its public debut in 1992. Its first car was an E32 7 Series 750iL, designed by Karl Lagerfeld.

Since then, special shades have been applied to various BMW models, and in 2006, the program finally made it to the U.S. It has produced true bespoke models, and it’s not limited to the more expensive cars. Don’t be surprised if you see a low-spec 3 Series with a unique color if you’re abroad.

A One-of-One M4 CS Exists

The BMW M4 CSL was only available in three colors. These were Frozen Brooklyn Grey, Black Sapphire, and Alpine White, so there weren’t many choices. According to BMWBlog, more than half were in Frozen Brooklyn Grey, with the remaining two colors covering the rest.

However, the site, along with MDataWorks, found one owner who didn’t want any of the readily available paint jobs. Instead, said owner went to the Individual catalog and chose Frozen Tampa Bay Green for their M4 CSL. Turns out, no one else thought of choosing other shades for their coupe; hence, whoever bought the green CSL has a legit one-of-one.

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Potential Sighting

Spotting the truly Individual M4 CSL won’t be easy, but it might have been sighted recently. MDataWorks says it was spotted in Berlin, and that the photo was later shared to a public Facebook page. Based on the car’s plate, it’s registered in Germany, so it’s not a tourist wandering around the city in a very distinct car.

While the unique color scheme does nothing for performance, we do have to say that Frozen Tampa Bay Green works very well with the M4 CSL. After all, that color already suits the standard M4, and the matte Frozen finish adds an air of distinction. It’s a fitting color for a unique car, and props to the owner for going outside of the usual color choices.

We’re genuinely curious if the car also has Individual touches on the inside. We wouldn’t be surprised if it does, which would make this car even more special. The G82 M4 CSL is rare, with only 1,036 built, but the person who chose this spec has made their example stand out.

There have been some 3-abreast mid-engined sports cars like the Talbot-Matra Bagheera and Murena, the McLaren F1 and Speedtail, the Gordon Murray Automotive T.50 and T.33, the Scuderia Cameron Glickenhaus SCG 004S, the Czinger 21C, and the boutique Spanish Tramontana hypercar, but two actual rows and four passengers? Rear seats can be squeezed in if you move the engine back and stretch the wheelbase, but it was only ever attempted six times. The biggest surprise of all may be that you can still buy a car with such a layout today.

Lamborghini Urraco (1972-1979)

Italian automakers dominate this list, and although Maserati also had a mid-engine 4-seater on the market by 1972, Lamborghini already showed its Bertone-designed pre-launch Urraco at the 1970 Turin Auto Show, so it wins by a nose as the first car with this layout. The Urraco was meant to be a more accessible junior Lambo with rear seats to sell in higher volumes than the V12 flagships and to compete with the Porsche 911, and it’s a segment that the automaker considers competing in again now, after a half-century hiatus.

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The Urraco was the Latin 911, and received a brand-new steel monocoque chassis developed especially for it, along with a new naturally aspirated V8 engine in capacities ranging from 2.0L to 3.0L and developing 180 to 247 hp. The engine was installed transversely, and all-round independent McPherson strut suspension was used in a bid to save enough space to squeeze everything in. All of this was fitted into a wheelbase of a mere 96.46 inches – shorter than a VW Golf 2. There may have been rear seats, but they were only suitable for the tiniest of children, and adults of small stature would endure only for short distances if the front seats were moved well forward.

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Maserati Merak (1972-1983)

Maserati’s approach with the Merak was different, as it was essentially the existing 2-seater Maserati Bora converted into a 4-seater car, complete with the same platform and wheelbase. Finding extra space was tough, and partly achieved by swapping the Bora’s V8 with a V6 engine made from aluminum and developed for use in the Citroën SM to shrink the engine bay.

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With its upright rear window and open flying buttresses, it’s hard to believe a second row fits in. Indeed, these seats are so cramped that they were only really ever used for a few pieces of extra luggage, as only toddlers could really be transported in them.

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Dino/Ferrari 208 and 308 GT4 (1973-1980)

Ferrari stretched its 2-seater Dino 206/246 tubular spaceframe structure to create the 208 and 308 GT4, adding more than eight inches to the wheelbase to create space for a second row. It was initially marketed as a Dino until May 1976 and a Ferrari from then on. The Bertone-designed body’s angular proportions invited many Urraco comparisons at the time; perhaps that is part of the reason Ferrari never asked Bertone to design a car for them again!

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It used the same transverse V8 powertrain layout as the Lambo as well, but using Ferrari’s naturally aspirated Dino V8 in 168-hp 2.0 and 252-hp 2.9L guises (the latter only with 240 hp in the U.S.). Just like its rivals, rear-seat legroom was virtually nonexistent unless the front seats were moved well forward, and they rarely carried more than a few pieces of luggage.

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Ferrari Mondial (1980-1993)

The 1980 Mondial carried over a modified version of the GT4 tubular spaceframe, but with the wheelbase stretched an additional four inches to 104.3 inches. The Mondial was just the stretched version of the Ferrari 208/308/328 mid-engined 2-seater sports car of the ’80s made famous by Magnum, P.I. on television.

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The Mondial would spawn a Cabriolet variant, which had the distinction of being the only 4-seater, rear-engined convertible ever built in automotive history. Despite the wheelbase stretch, rear-seat legroom was still severely restricted by the limitations of the layout, and was toddler or emergency seating at most.

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BMW i8 (2014-2020)

The BMW i8 brought the 4-seater mid-engined sports car into the 21st century with space-age looks and an advanced plug-in hybrid powertrain that changed the public perception of hybrids forever. It utilized a 131-hp front-wheel electric motor and a mid-mounted turbocharged 228-hp 1.5-liter 4-pot, which combined to produce 369 hp. The i8 was previewed as the 2009 BMW Vision EfficientDynamics show car, the 2011 i8 Concept, and the 2012 i8 Concept Spyder; the production variant came on stream in 2014. It could drive 15 miles on electricity alone.

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With a long 110.2-inch wheelbase and a compact 3-cylinder engine installed transversely behind the passenger cabin, BMW managed to provide 28.2 inches of rear-seat legroom, which would be considered very cramped by most modern standards (even a Ford Mustang offers 29 inches), but it was more than any mid-engined 4-seater has had up until that time, and was just about adequate for small children to use on a regular basis.

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Koenigsegg Gemera (2026+)

Which brings us to today, and the only 4-seater mid-engine sports car left, which is also a unicorn. Koenigsegg calls its Gemera hybrid a “Mega-GT”; it has up to 2,300 hp and massive Dihedral Synchro-Helix doors that provide easy access to both rows.

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Stretching nearly 196 inches on a 118.1-inch wheelbase, it’s Accord-sized, and Koenigsegg says it’s been engineered to accommodate four adults of at least six feet tall, providing the interior space typically associated with a midsize sedan. It finally went into production in 2026, and only 300 will be built at a starting price of $1.7 million.

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Final Thoughts

The 4-seat mid-engined sports car was a flawed concept from day one, and though it’s an interesting oddity that we enjoy chatting about today, it was never a practical car, and rear-seat space was usually so poor that humans could rarely be accommodated in the second row. Only the BMW i8 finally brought a modicum of 2nd-row liveability for small kids, and just as we thought we’d seen the best the format can offer, Koenigsegg upsets the apple cart with a multi-million-dollar hybrid hypercar that takes this flawed ’70s Italian concept and turns it into a practical reality for adults – at a massive cost and with assured unicorn rarity value.

What It’s Worth Right Now

Classic.com lists the first-generation Pontiac Firebird coupe market with an average price of $41,365 across 43 sales, with recorded sales ranging from $5,100 to $93,000. The most recent sale shown is $33,000. The data covers 1967 through 1969 Firebird coupes and includes both original and modified examples.

If you’re shopping for a first-gen Firebird, get ready for sticker shock—or maybe a bargain. Modified ’69s are listed anywhere from $44,900 to a wild $72,999, while the more original survivors float in the $30,000s to $50,000s and up. It’s a reminder that when it comes to these cars, everything from condition to how wild the mods are can send the price swinging.

This particular Firebird is currently at a $10,000 bid, with two bids recorded when the listing information was captured. That sits well below the $41,365 Classic.com average, although the comparison is not a direct one because this car is a heavily modified build with unknown total mileage. The auction’s final price will provide a more useful market reference for this specific combination of 400ci V8, four-speed transmission, and custom upgrades.

Condition and Details

The Firebird got a full makeover back in 2009, emerging in a shade of green borrowed from the Dodge Viper’s Snakeskin palette. There’s a hood tach, fake fender vents, a decklid spoiler, dual exhausts, and enough chrome to catch the sun from a mile away. It rolls on 15-inch Billet Specialties wheels wrapped in Cooper Cobra Radials, with Wilwood brakes and QA1 suspension bits making sure it handles better than anything from 1969 had a right to.

Inside, the Firebird has white vinyl bucket seats and a matching rear bench, along with a center console, Hurst shifter, woodgrain trim, Pontiac-logo floor mats, and a fire extinguisher. A wood-rimmed steering wheel sits ahead of a custom dashboard fitted with AutoMeter Phantom II gauges, including a 160-mph speedometer and tachometer. The digital odometer shows 7,000 miles, but the listing states that the total mileage is unknown.

Under the hood, you’re greeted by a 400ci V8 loaded with Edelbrock heads, a Holley 770 carb, polished intake, MSD ignition, and an aluminum radiator with twin electric fans. Power runs through a Borg Warner Super T-10 four-speed to a 10-bolt rear with a 3.55 Posi. Long-tube headers, an X-pipe, MagnaFlow mufflers, and beefed-up subframe connectors round out the go-fast hardware.

The Offer

Interested in this Pontiac Firebird? View the listing here.

What Makes the Pontiac Firebird Unique

The first-gen Firebird is a legend in Pontiac’s muscle-car story, but this ’69 coupe throws out the rulebook. Instead of staying stock, it mixes the classic body with a 400ci V8, four-speed manual, beefier brakes, modern suspension, aftermarket wheels, and a custom interior. It’s a muscle car with its own attitude.

Mechanically, this Firebird is a far cry from stock. Edelbrock heads, Holley carb, long-tube headers, MSD ignition, and a free-breathing exhaust turn the 400ci V8 into a proper street brawler, while the Posi rear and four-speed keep it true to its muscle-car DNA. And let’s be honest, the green paint and white interior make sure nobody mistakes it for your neighbor’s Sunday cruiser.

Final Thoughts

This Firebird isn’t about originality – it’s about attitude. Forget preservation points; this is a custom first-gen Pontiac through and through. The odometer’s 7,000-mile claim sounds tempting, but with unknown total mileage, it’s best to focus on the 2009 rebuild and all the mechanical upgrades that make this car what it is.

With bidding at just $10,000, this Firebird is a bargain compared to the $41,365 Classic.com average, though that number covers everything from bone-stock survivors to wild customs. If you’re after a ’69 Firebird with a 400ci V8, four-speed, and a laundry list of upgrades, this auction is your chance to see what the market thinks of a build like this.

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.`

Stellantis has published its third-quarter sales highlights, and the company described Q3 2026 as “steady” versus Q3 2025. The company reported that sales are up 3% across all brands under the Stellantis umbrella. In total, Stellantis sold 324,277 cars in Q3 this year.

“Against a highly competitive industry backdrop, we delivered a disciplined third quarter, supported by our motivated dealer network, which continued to drive our retail business,” said Michael Orange, Head of U.S. Retail Sales and Network Performance. “Retail sales increased for the Ram 1500 (+42%), Dodge Durango (+18%), Jeep Grand Wagoneer (+14%), and Chrysler Pacifica (+7%), while the Jeep Cherokee Hybrid posted its best retail sales month in September.”

Ram Leading the Charge

The Ram 1500 is leading the sales growth for Stellantis. New models and updates have helped the brand, as it reports total full-size pickup sales up 73% compared to Q3 of 2025. Ram’s total pickup sales also rose by 34% versus Q3 2025. Brand sales are also up 29% over Q3 2025.

New models and variants of the Ram 1500 have spurred interest in the brand, with notable releases like the 2027 Ram 1500 Rumble Bee 5.7L, which caused a buzz at Ram, selling out within 90 minutes of its release. For the lucky few who were able to order, the Rumble Bee will arrive at dealerships in Q4 of 2026.

Electrified Jeeps and Dodges Are Up, Chrysler’s Still (Only) Selling the Pacifica

Stellantis’ other hard hitters aren’t hitting as hard as Ram, though they’re putting up a respectable quarter. In Q3 this year, Jeep reports that Wrangler total sales are up 5% versus Q3 last year. Growth is growth, but the biggest improvement for the Jeep brand was the Q2 2026 vs. Q3 2026 Cherokee Hybrid retail sales growth of 53%. This was likely driven by higher fuel prices throughout the year.

Meanwhile, Dodge reported a modest 2% year-over-year increase. That’s quite a small number compared to Ram’s Q3 2026 vs. Q3 2025 figures. Still, the brand is doing better on micro metrics. The Dodge Charger retail sales have increased by 22% compared to Q3 2025, and the brand is also reporting that the Durango got its best Q3 total sales, finally topping the best Q3 the brand had in 2005.

Apart from that, Chrysler’s still selling the Pacifica, and it’s doing a steady job at it. Pacifica sales are actually up by 6% compared to the same time last year in 2025. It also appears Chrysler is only selling the Pacifica, as total brand sales are up 6% versus Q3 2025.

Italian Brands, Coming Soon

As expected after Stellantis decided to focus its efforts on most of its core brands, the Italian automakers under its wing are chill. No sales records have been reported for now, but the brands are moving.

For Fiat, the Topolino arrived in select dealerships in the U.S. in the third quarter of this year. This is great news because the model marks the first time Stellantis has entered the micromobility segment in the country.

Alfa Romeo has teased a new model for the 2026 Paris Motor Show and confirmed the Giulia and Stelvio buzz models will debut on October 12, 2026. It’s quiet for Stellantis’ Italian sector, but rest assured that new things are on the horizon for the two brands.

What It’s Worth Right Now

Classic.com currently lists an average price of $152,985 for the 1967-1968 Ford Mustang Custom market, based on 75 sales totaling $11.5 million. The site’s recorded sales range from $29,000 to $363,575, with the most recent sale at $137,500. It also shows a current benchmark value of $132,583 and 39 cars for sale in the market category.

Of course, those numbers are all over the map – most customs aren’t built quite like this beast. Recent listings swing from $61,999 to $229,999 and beyond, depending on how wild the build is, what shape it’s in, and how much the seller thinks they can get away with.

This Mustang isn’t just another pretty face – it’s had way more mechanical work than your average custom, with that monster 879-horsepower dyno sheet, T56 manual, custom rear end, and serious suspension and brake upgrades. No word yet on what the current bid is, so we’ll have to wait and see just how much someone’s willing to shell out for this over-the-top build.

Condition and Details

The Chili Red paint job came courtesy of a previous owner, with plenty of wet-sanding and buffing to get it shining. Like most old Mustangs, it had its share of rust gremlins – front subframe rails, shock towers, and radiator support all needed attention. The seller replaced everything from the firewall forward, plus floor pans and inner fenders. There are still some paint chips and stress cracks, all shown up close in the listing photos.

The chassis has been substantially reworked. TCI independent front suspension uses RideTech adjustable coilovers and an upgraded sway bar, while the rear features a TCI three-link setup with a chromoly X-brace and torque-arm brace. Wilwood drilled and slotted brakes handle stopping duties. The car also has custom 18×8.5-inch front and 18×11-inch rear BC Forged three-piece wheels wrapped in 265/40 and 315/35 Toyo Proxes tires.

The star of the show is the Dart 363ci stroker V8, loaded with AFR 205 heads, forged guts, a custom cam, Holley Super Sniper EFI, and a shiny ProCharger D-1X. Meth injection and a Ron Davis radiator keep things cool, while ceramic-coated Doug’s headers dump into a dual 3-inch exhaust with Borla XR-1s. The dyno sheet? 879.21 horsepower at the wheels, 21 psi, 7,200 rpm. Not exactly subtle.

The Offer

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

What Makes the 1968 Ford Mustang Fastback Unique

What really sets this Mustang apart is just how far it’s been taken from stock. Forget just swapping in a bigger engine – this Fastback gets the full treatment: 363ci Dart stroker, ProCharger, six-speed manual, custom rear end, modern suspension, beefy brakes, chassis bracing, and wide wheels. It’s built for way more performance than Ford ever dreamed of in 1968.

The powertrain is particularly unusual for a first-generation Mustang. The Dart block uses billet four-bolt main caps, a Scat forged crankshaft, forged H-beam connecting rods, Wiseco forged pistons, AFR 205 heads, and a custom-ground camshaft. The ProCharger D-1X then pushes the combination to a dyno-tested 879.21 horsepower at the rear wheels.

Final Thoughts

This 1968 Fastback isn’t playing in the same league as your average restored Mustang. Its value comes down to build quality, that wild 879-horsepower number, all the chassis upgrades, and how clean the finished product is. Classic.com’s $132,583 CMB and $152,985 average for custom ’67-’68 Mustangs are a good starting point, but every car is its own animal.

You get build records, a clean Iowa title, and paperwork for all the mods. The 6,200 miles on the clock? That’s just what the current owner has put on since the rebuild. If you’re thinking about bidding, check the rust repairs, paint quality, all the hardware backing up that monster engine, and make sure the paperwork matches the story.ild.

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 pegs the R32 Skyline GT-R base model at a CMB of $46,372, but the market is all over the place. The average sale sits at $50,109 from 32 sales, but prices have swung from as low as $21,000 to a wild $151,200. The latest sale? Just $21,000. If you needed proof that R32 values are a rollercoaster, there it is.

Right now, Classic.com has 17 R32 GT-Rs up for sale, and the price tags are all over the map. Modified cars are floating between $55,000 and $71,000, but if you want something bone-stock or ultra-original, be ready to shell out. There’s a 1993 with only 9,000 miles listed at $138,000, and a 1991 Nismo Fine Spec that’s aiming for the stratosphere at $175,000.

This GT-R lands right in the middle of the pack when it comes to mileage and spec. With about 53,000 miles, it’s not a garage queen, but it’s far from worn out. The single-turbo swap and suspension tweaks set it apart from the purist crowd, so it’s more of a driver’s special than a museum piece. As always, the final hammer price will come down to how much buyers dig the mods and the car’s story.

Condition and Details

Dressed in Black Pearl Metallic with a two-tone gray cloth interior, this GT-R keeps things classic. Outside, you get the factory-style front spoiler and rear wing, rear wiper, left window deflector, and lightweight aluminum hood and front panels. The seller notes some paint flaws, and you can check the paint-meter readings in the gallery if you want to get picky.

Underneath, you still get the R32’s four-wheel independent multilink suspension and Super HICAS four-wheel steering, now with Fortune Auto coilovers and a Spats rear strut tower brace. It sits on 18-inch XXR wheels with sticky Toyo Proxes R888 tires and ventilated discs all around. Inside, it’s right-hand drive with monoform front buckets, sculpted rear seats, air conditioning, a JVC CD stereo, and a leather-wrapped shifter.

Under its hood, you’ll find the legendary 2.6-liter RB26DETT inline-six, but this one’s ditched the factory twin-turbo setup for a single Garrett turbo. It also has a Leask Spec oil catch can and a Tomei Expreme Ti muffler. Power goes through a five-speed manual to all four wheels via Nissan’s ATTESA system, with a limited-slip diff out back. The replacement odometer reads 86,000 kilometers (about 53,000 miles), and the current owner has added around 1,500 miles.

The Offer

Interested in this 1989 Nissan Skyline GT-R? View the listing here.

What Makes the Nissan Skyline GT-R Unique

The R32 Skyline GT-R is a legend in Nissan’s performance history, thanks to its RB26DETT inline-six, ATTESA all-wheel drive, and Super HICAS four-wheel steering. This car hails from the very first year of the R32 GT-R, keeping the classic recipe: turbocharged 2.6-liter engine, five-speed manual, limited-slip diff, and all-wheel drive.

What sets this GT-R apart from a bone-stock R32 is its list of mods. The original twin-turbo RB26DETT is now a single Garrett turbo setup, with Fortune Auto coilovers, a rear strut tower brace, 18-inch XXR wheels, and a Tomei exhaust rounding out the upgrades. This one’s built for driving, not just collecting dust in a showroom.

Final Thoughts

The approximately 53,000 miles shown on this 1989 Skyline GT-R give it a reason. With about 53,000 miles, this 1989 Skyline GT-R sits at a sweet spot for R32 mileage. The Black Pearl Metallic paint and gray cloth interior keep things subtle, but the mechanical tweaks – especially that single-turbo conversion – give it some extra attitude.

Purists might pause at the mods, but for the right buyer, that’s all part of the appeal. Average sale price: $50,109, with a recorded range of $21,000 to $151,200. This auction should provide another data point for the market, with the final result ultimately determined by the bidders and the car’s condition, documentation, and modifications.

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.