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Was it a coincidence or a “sign?” An unexpected find at the Hershey swap meet reconnects one man with family history.

What once was lost now is found! Deb and I stumbled upon tangible family history at the 2021 AACA Eastern Fall Nationals in Hershey, Pa. To our amazement and delight, the neon “B GAS” sign that hadn’t been seen by family members since the early 1990s was on display in Chocolate Field North.

Long before old-car hobbyists connected on the internet and social media to buy and sell cars, parts, and automobilia, they met in person at swap meets and flea markets. Certainly, online commerce is popular and efficient, but nothing beats the in-person experience of swap meets. And the largest automotive flea market, the annual AACA Eastern Fall Nationals in Hershey, Pa., is a yearly family reunion of vintage-automobile fans. The vehicles brought them together initially, but it is the lasting friendships that keep them coming back to reconnect.

“Family” is what makes Hershey so great, and it’s why I keep attending, but of all my trips, the 2021 visit ranks as the most personally moving Chocolate-town experience. To convey this Hershey moment properly, I first need to relate a little of my family history.

A close-up view of the double-sided neon “WEBB CUT PRICE GAS” sign as it appeared at Mathiowetz Body Shop in 1960. In this original configuration, the sign was approximately 12-13 feet long and had a flashing neon arrow on each end pointing to the word “GAS.” “WEBB” and “CUT PRICE” were painted and not illuminated.

Webb Oil Co. and Mathiowetz Body Shop

In 1930, my grandfather, Wendelin Mathiowetz, known to family and friends as “Stutz,” built and operated a small gas station in Sleepy Eye, Minn. The little wooden station was a part of the fledgling Webb Oil Co., an independent chain created in 1923, based in Minnesota, that offered “Cut Price” fuel and lubricants. Unfortunately, a fire in 1932 leveled Stutz’s building, but the site was quickly redeveloped as a bigger, better Webb Cut Price service center. Soon thereafter, Stutz provided body and fender work, wheel alignment, headlamp alignment, and tire mounting and balancing in the building, thus expanding his business to better serve local motorists.

Stutz ran his Mathiowetz Body Shop for many years, and was well known for his neatness, perfection, and business acumen. He continually upgraded the building with the latest Bennett gas pumps, painted-metal and neon signage, and new body-shop equipment. In the early years, the station used several visible gas pumps, a large double-sided neon “WEBB GAS” sign on the canopy covering the pump island, and other homemade signs pointing out various promotions. By the 1950s, modern, short electric pumps replaced the tall visibles, and a new, longer, double-sided neon “WEBB CUT PRICE GAS” sign replaced the first sign.

Family Tradition

Tragedy struck the Mathiowetz family and business in 1960. In October, Stutz was killed in a single-car accident east of Sleepy Eye. He was survived by his wife (Rose, my grandmother, who passed away in 2009) and two sons (Bob, my uncle, now 89, and Charles, my father, who passed away in 2020). Bob assumed ownership of the business, and, for the next 25-plus years, he operated the gas station/body shop with great success. Two of Bob’s sons, Lowell and Marv, became owners of the business in the early 1990s after Bob stepped away from daily duties. Today, Lowell, Marv, and Lowell’s son, Jeff, continue the family tradition of providing excellent body repair in the same brick building Stutz erected in the 1930s.

As for Webb Oil Co., time wasn’t kind. In the early 1980s, the small Midwestern chain was purchased by a larger corporation, and Webb became an oil industry footnote. Because of this business change, Bob discontinued offering any gasoline in the late 1980s/early 1990s and focused exclusively on collision work. Soon, the underground tanks were unearthed, the gas pumps were taken away, the concrete pump island was razed, and the neon sign removed.

I photographed the body shop in July of 1988 during a visit. The modified, weathered “B GAS” sign hangs over the Webb gas pumps. Note that the supporting poles and pump-island light fixtures are the same ones pictured in the 1960 image.

The “B GAS” Neon Sign

A few of the Webb items from the station remain in the personal collections of Bob and Marv, but other pieces were sold or scrapped. One of the items, the double-sided neon “WEBB CUT PRICE GAS” sign, was sold to a local antique dealer in the early 1990s.

The sign, which Stutz put into service around 1950, was originally about 12-13 feet long with red neon tubing for the word “GAS” and a flashing arrow on each end pointing inward. At some point in the late 1960s or early 1970s, the sign was shortened, which eliminated the ends and flashing neon arrows. The alteration left an unusual and distinctive appearance, which, for many years, had me perplexed.

Because the sign wasn’t repainted after its modification, on each side one could read the letter “B,” the word “GAS,” and a portion of the letters “C” and “P.” In all of my visits to the station when I was young, I often wondered why the sign read “B GAS.” Later, of course, I could see that the “B” was the last remaining letter of the word “WEBB,” and the faint “C” and “P” were leftovers from the words “CUT PRICE.” After the sign left the building, we never saw it again, and I often wondered what had happened to it.

A close up shows the truncated sign that read “B Gas”

Unbelievable Discovery

In 2021, my girlfriend, Deb, and I traveled from our home in central Wisconsin to Hershey to take in all of the AACA action and display our 1964 Amphicar in Saturday’s car show. As we were walking through Chocolate Field North of the flea market, a large Firestone neon sign on a trailer caught our attention. As Deb was examining it, I walked around the trailer to look at the other signs that the vendor had for sale. Immediately, I recognized a sign that I had seen so many times before. When Deb joined me, I exclaimed, “This is the sign from the body shop!” Its distinctive appearance was a dead giveaway. It was almost too unreal to comprehend. How could our family sign from Minnesota be at Hershey? It was 1,200 miles away from home, and about 30 years after I had last seen it.

The vendor walked toward me and said, “I think the sign was cut down at one time.” I replied, “Yeah, my uncle did it. This sign is from my grandfather’s gas station.” I quickly followed with, “Where are you from?” His response? “Minnesota.”

The vendor, Mike Wegleitner, was closing up his space for the night, but we quickly made a handshake deal. I was certain that the sign was, indeed, the sign, but because the item was rather expensive, I asked if the sale could be contingent upon confirmation from my cousin, Marv, back home. Mike, fascinated by the whole story, was extremely cooperative and agreed, and we met the following morning, my 60th birthday, to close the deal.

We e-mailed pictures of the sign to Marv at the body shop. He quickly called me and said, “Keith, that’s the sign!” I had to ask, “Are you sure, Marv?” Without hesitation, he proclaimed, “I’d bet my life on it! Unbelievable! Congratulations!”

Mike explained that he had recently “picked” the sign from a warehouse in Duluth, Minn. The warehouse was full of signs collected over many years; the signs were destined to decorate a bar/restaurant in the Canal Park area of the city. The business never materialized, and the signs sat untouched. Except for broken neon tubing, the extremely weathered “B GAS” sign looked exactly the same as it did at the body shop in the 1980s.

After careful repair and conservation, the “B GAS” sign now hangs proudly over the collector cars in our garage. The sign retains the identical weathering patterns that it had in 1988.

Conservation and Display

Because Deb and I were tight on space in our tow vehicle and trailer, Mike graciously transported the 7-foot sign back to Minnesota, where Deb and I retrieved it a few weeks after Hershey. A difficult decision had to be made. Do I restore the sign as originally configured, or do I just replace the broken letters and let it be? In the end, I decided to just replace the letters, as the unusual appearance is how I always remembered the sign and was the clue to its discovery.

A short while later, we delivered the sign to Gail Schroepfer of Northern Advertising, Inc. in Antigo, Wis. A seasoned neon craftsperson, Gail crafted the replacement neon letters based on vintage photos that I had. She also replaced the non-working transformer and brittle wiring to make it a safe and reliable unit. In the process, we located the flasher device that once controlled the neon arrows, and we learned that the old transformer dated to 1950.

The sign now hangs proudly over the collector cars in our garage, and it is literally the center of attention. Interestingly, three of the five cars in the garage had been beneath the sign before, when they were being fueled with Webb Cut Price gasoline back in the 1970s and 1980s.

Don’t let anyone tell you that swap meets are only about rusty parts and tools. They are family reunions, and, at Hershey, I was uniquely reunited with family members past and present.

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Oklahoma-based Finale Speed’s carbon-fiber 1970 Dodge Charger bodies will cost $199,000 according to the company’s website.

Dodge in August announced the carbon-fiber bodies as part of a new round of items for its Direct Connection parts program, along with carbon-fiber parts for the current Dodge Challenger and a Challenger rolling chassis for drag racing.

Finale Speed carbon fiber 1970 Dodge Charger body

The bodies were designed to original specifications, but ride on a custom chassis with some extra structural bracing, according to Finale Speed. The material itself is prepreg carbon fiber cured in an autoclave that gets a flat finish by default. Options include a $20,000 clear coat and $12,500 Forgeline three-piece wheels and tires.

Direct Connection’s website says bodies will be delivered as part of a rolling chassis with a Hellcat 6.2-liter supercharged V-8 crate engine installed. It will be up to customers to choose the transmission. Neither company has said how much weight the carbon-fiber body saves over the original steel body, but it must be significant.

Finale Speed carbon fiber 1970 Dodge Charger body

When the carbon Charger body was announced in August, Direct Connection said it would also work with Finale Speed on Plymouth Barracuda and Road Runner bodies, although it hasn’t said when those will be available.

Finale Speed isn’t the first company to remake a classic muscle car in carbon fiber. Wisconsin-based SpeedKore Performance Group has produced carbon-fiber bodies for multiple vehicles, and used them on Charger builds for Stellantis design boss Ralph Gilles and comedian Kevin Hart, as well as a mid-engine 1968 Dodge Charger that appeared in the most recent “Fast and Furious” movie, “F9.”

This article was originally published by Motor Authority, an editorial partner of ClassicCars.com.

Amelia Earhart didn’t own her Cord 812 long before she famously disappeared over the South Pacific in July 1937, during an attempt to fly around the world. Yet, just as her disappearance led to decades’ worth of investigations in an attempt to piece together the story of her final flight, so did the dismantling of her Cord lead to decades’ worth of sleuthing in an attempt to piece the car back together. Now restored, the Cord has taken numerous honors on the concours circuit, including Best in Show at this weekend’s Chattanooga Motorcar Festival.

“It’s been a journey, to say the least,” Travis LaVine of LaVine Restorations, the shop that restored the Earhart Cord, said.

The first step on that journey was documenting the car. Earhart was famously photographed standing by her Cord and her Lockheed Electra 10E in September 1936, and Earhart’s estate included plenty of information about the car. Given that E.L. Cord was heavily involved in the aviation world (and the Cord’s hidden headlamps were aviation units), it made sense that Earhart would be drawn to the Cord 810/812. According to LeVine, the Cord was one of the last 200 built in 1936, so it had a mix of components from 1936 and 1937 model years and is technically considered a 1937 Cord 812. It also had a number of rare accessories, including a suicide knob on the steering wheel and a compass, another natural for Earhart.

Amelia Earhart with her Cord 812

Amelia Earhart with her Cord 812 and her Lockheed Electra, September 1936.Photo via Purdue University Libraries

Following her disappearance, her husband, George Putnam, had her declared dead in 1939 and proceeded to sell off assets from her estate—including the Cord—to help pay for the extensive searches he conducted. Despite the connection to Earhart, the car was unceremoniously parted out. The body, a desirable phaeton convertible painted in Palm Beach Tan and fitted with maroon leather interior, went to California. The engine went to another car. It kept other Cords on the road, LaVine noted, especially at a time when the cars were quickly falling out of favor and mechanics were less than eager to work on the front-wheel-drive pioneers, but it seemed Amelia Earhart’s Cord was gone forever.

Then, in the 1980s, a Texan named Ray Foster started to re-assemble the pieces with the assistance of records from Earhart’s estate. “He spent decades doing that,” LaVine said. “There was nothing he was not able to find.” In the latter part of the 2010s, once he had everything assembled, he turned to LaVine Restorations “to find the right steward to take it the last mile.” That right steward ended up being Jack Boyd Smith, Jr., who was already sending his cars to LaVine Restorations, and who bought the car, which LaVine said was somewhat assembled but still partly in boxes.

Smith and the LaVine team then spent 10,000 hours just in research, documentation, and tracking down those rare accessories, then another two years on the full restoration of the car. “We spent a lot of time at the Auburn Cord Duesenberg Museum just to get the leather and the car’s color right,” LaVine said.

With the restoration complete, Smith debuted the car at the Pebble Beach Concours d’Elegance in 2021, where it took second place in the American Classics Class. Shortly after, Smith and the LaVine crew took it to the Auburn Cord Duesenberg Festival where it not only took home the event’s best of show award but also scored 1002 out of 1000 points in judging, according to LaVine. “Apparently you get up to three extra points for accessories,” he said. Smith followed that showing with a trip earlier this year to Lake Como, Italy, where the Cord placed second in its class at the Concorso d’Eleganza Villa d’Este, then brought it back to the States for the showing at the Chattanooga Motorcar Festival, where the Cord won the Prewar American Classic class on its way to winning Best of Show.

Class winners from the 2022 Chattanooga Motorcar Festival

u200bAmerican Muscle, first in class: Brian Dunham, 1972 Ford Mustang Mach 1

American Muscle, first in class: Brian Dunham, 1972 Ford Mustang Mach 1

Chattanooga Motorcar Festival show winners

u200bFerrari Grand Touring, first in class: John Gerhard, 1966 Ferrari 275 GTB

Ferrari Grand Touring, first in class: John Gerhard, 1966 Ferrari 275 GTB

u200bPeople's Choice: Don Phillips, Marty Robbins #42 Dodge Daytona

People’s Choice: Don Phillips, Marty Robbins #42 Dodge Daytona

u200bFerrari Competition, first in class: Stephen Bruno, 1952 Ferrari 212 Pinin Farina cabriolet

Ferrari Competition, first in class: Stephen Bruno, 1952 Ferrari 212 Pinin Farina cabriolet

u200bFerrari Competition, outstanding in class: Kevin Cogan, 1959 Ferrari 410 Superamerica

Ferrari Competition, outstanding in class: Kevin Cogan, 1959 Ferrari 410 Superamerica

u200bMercedes, outstanding in class: Ralph Berthiez, 1975 Mercedes-Benz 450 SL

Mercedes, outstanding in class: Ralph Berthiez, 1975 Mercedes-Benz 450 SL

u200bFerrari Grand Touring, outstanding in class: Chuck Akre, 1967 Ferrari 330 GTS

Ferrari Grand Touring, outstanding in class: Chuck Akre, 1967 Ferrari 330 GTS

u200bMercedes, first in class: Thomas Zarella, 1970 Mercedes-Benz 280 SE

Mercedes, first in class: Thomas Zarella, 1970 Mercedes-Benz 280 SE

u200bFerrari Super, outstanding in class: Kevin Cogan, 2003 Ferrari Enzo

Ferrari Super, outstanding in class: Kevin Cogan, 2003 Ferrari Enzo

u200bFerrari Super, first in class: Bruce Ellison, 2015 Ferrari 458 Speciale

Ferrari Super, first in class: Bruce Ellison, 2015 Ferrari 458 Speciale

Postwar American Sports, outstanding in class: Brad Bean, 1960 Chevrolet Corvetteu200b

Postwar American Sports, outstanding in class: Brad Bean, 1960 Chevrolet Corvette

u200bRedwood, first in class: Allan Lyndon, 1984 Mercedes-Benz 500 SEL

Redwood, first in class: Allan Lyndon, 1984 Mercedes-Benz 500 SEL

u200bPrewar American Special Interest, outstanding in class: Chris Levan, 1937 Ford sedan delivery

Prewar American Special Interest, outstanding in class: Chris Levan, 1937 Ford sedan delivery

u200bPostwar European Sports Late, first in class: Daniel Carroll, 1979 Ferrari 308 GT4

Postwar European Sports Late, first in class: Daniel Carroll, 1979 Ferrari 308 GT4

u200bPostwar American Special Interest, outstanding in class: James Wagon, 1957 Cadillac Model 62 Convertible

Postwar American Special Interest, outstanding in class: James Wagon, 1957 Cadillac Model 62 Convertible

u200bPorsche, outstanding in class: John Truban, 1989 Porsche 911 Speedster

Porsche, outstanding in class: John Truban, 1989 Porsche 911 Speedster

u200bPrewar European Classic, first in class: Stephan Plaster, 1933 Isotta Fraschini

Prewar European Classic, first in class: Stephan Plaster, 1933 Isotta Fraschini

u200bPostwar British Sports, first in class: James Harris, 1956 AC Bristol Ace

Postwar British Sports, first in class: James Harris, 1956 AC Bristol Ace

u200bPostwar American Sports, first in class: Kayo Erwin, 1963 Chevrolet Corvette

Postwar American Sports, first in class: Kayo Erwin, 1963 Chevrolet Corvette

u200bPostwar British Sports Cars, outstanding in class: William Kennedy, 1974 TVR 2500M

Postwar British Sports Cars, outstanding in class: William Kennedy, 1974 TVR 2500M

u200bPostwar European Sports Early, outstanding in class: Keith Bass, 1953 Aston Martin DB2

Postwar European Sports Early, outstanding in class: Keith Bass, 1953 Aston Martin DB2

u200bPostwar European Special Interest, first in class: John Shalhoub, 1947 Bentley Mark VI

Postwar European Special Interest, first in class: John Shalhoub, 1947 Bentley Mark VI

u200bPrewar American Special Interest, first in class: Mark Becker, 1936 Chrysler Airflow

Prewar American Special Interest, first in class: Mark Becker, 1936 Chrysler Airflow

u200bTimeless Elegance: Stephen Bruno, 1952 Ferrari 212 Pinin Farina Cabriolet

Timeless Elegance: Stephen Bruno, 1952 Ferrari 212 Pinin Farina Cabriolet

u200bPorsche, first in class: Charles Moore, 1956 Porsche 356A Cabriolet

Porsche, first in class: Charles Moore, 1956 Porsche 356A Cabriolet

u200bPrewar American Classics, outstanding in class: Greg Ornazian, 1929 Cord L29

Prewar American Classics, outstanding in class: Greg Ornazian, 1929 Cord L29

Vintage and Custom Motorcycles, outstanding in class: Mike Schwartz, 1983 Suzuki Katanau200b

Vintage and Custom Motorcycles, outstanding in class: Mike Schwartz, 1983 Suzuki Katana

u200bRedwood, outstanding in class: Dale Whitney, 1983 Audi Quattro

Redwood, outstanding in class: Dale Whitney, 1983 Audi Quattro

u200bPrewar European Classics, outstanding in class: John Dega, 1938 Lancia Astura Tipo 241

Prewar European Classics, outstanding in class: John Dega, 1938 Lancia Astura Tipo 241

u200bPostwar European Sports Early, first in class: Somer Hooker, 1964 Alfa Romeo Sprint Speciale

Postwar European Sports Early, first in class: Somer Hooker, 1964 Alfa Romeo Sprint Speciale

Postwar American Special Interest, first in class: Kayo Erwin, 1960 Chevrolet Impalau200b

Postwar American Special Interest, first in class: Kayo Erwin, 1960 Chevrolet Impala

u200bVintage and Custom Motorcycles, first in class: Mark Sepulveda, 1950 Rickman Matchless G9 Superclub

Vintage and Custom Motorcycles, first in class: Mark Sepulveda, 1950 Rickman Matchless G9 Superclub

u200bViper, first in class: Robert Hutcherson, 2009 Dodge Viper ACR

Viper, first in class: Robert Hutcherson, 2009 Dodge Viper ACR

For more information about this year’s Chattanooga Motorcar Festival, visit ChattanoogaMotorCar.com.

The hardworking staff of Hemmings Auctions is proud to share with you some of the most notable vehicles they have helped to find enthusiastic new homes over the past week. Sixty-seven new vehicle listings launched between Sunday, October 9, and Saturday, October 15, and 42 of them sold, including 14 post-auction Make Offer listings. This equates to a sell-through rate of 63 percent. You can keep abreast of the latest consignments by subscribing to the daily Hemmings Auctions email newsletter.

1972 Ferrari 365GTC/4 front lights on

1972 Ferrari 365GTC/4 interior

1972 Ferrari 365GTC/4 engine

1972 Ferrari 365GTC/4 undercarriage

1972 Ferrari 365GTC/4 tool kit

1972 Ferrari 365GTC/4 rear quarter

1972 Ferrari 365 GTC4

Reserve: $240,000

Selling Price: $250,000

Recent Market Range: $232,110-$279,450

Twenty years ago, the GTC4 was the affordable early-Seventies V-12 fastback Ferrari. It’s now appreciated substantially, and a quarter-million dollars is the mid-range “average” price for a properly restored, 100-percent drivable example like this lifelong California car, which bested its reserve. Its “show-quality,” ceramic-coated repaint was complemented by a two-tone interior with exact replacement tartan seat inserts and all functioning components. The 320hp V-12 and five-speed manual promised no leaks, and the refreshed chassis appeared spotless thanks to dry-ice detailing. Trued Borrani wire wheels mounted recent, correct Michelin XWX radials. This 365 set a benchmark for value.

1963 Chevrolet Corvair Monza Turbo Spyder front quarter

1963 Chevrolet Corvair Monza Turbo Spyder interior

1963 Chevrolet Corvair Monza Turbo Spyder trunk

1963 Chevrolet Corvair Monza Turbo Spyder engine

1963 Chevrolet Corvair Monza Turbo Spyder undercarriage

1963 Chevrolet Corvair Monza Turbo Spyder side

1963 Chevrolet Corvair Monza Spyder

Reserve: $12,000

Selling Price: $26,250

Recent Market Range: $9,110-$15,350

Automotive turbocharging was in its infancy in the 1960s for regular production cars, and Chevrolet’s unorthodox Corvair was a pioneer. This 1963 Monza two-door was optioned with the 150hp turbocharged, air-cooled flat-six that brought the Spyder designation. Its seller promised to have completed a refurbishment to custom specifications, having rebuilt the engine with numerous performance enhancements. The chassis was similarly upgraded with a front anti-roll bar and 16-inch alloy wheels wrapped in sticky tires. All body rust was removed before the car was repainted, and the interior received an aftermarket steering wheel and old-look modern stereo. This Corvair more than doubled its reserve.

1933 Ford De Luxe Tudor Sedan front quarter

1933 Ford De Luxe Tudor Sedan interior

1933 Ford De Luxe Tudor Sedan rear seat

1933 Ford De Luxe Tudor Sedan undercarriage

1933 Ford De Luxe Tudor Sedan engine

1933 Ford De Luxe Tudor Sedan side

1933 Ford De Luxe

Reserve: $32,000

Selling Price: $30,450

Recent Market Range: $30,140-$42,450

Even the most practical and popular body type Ford offered for 1933 was beautifully styled in the popular Streamline Moderne vein. This upmarket, De Luxe-trimmed Tudor Sedan owed its attractive presentation to a “first class” body-off restoration that included the use of a rebuilt, 1940-vintage 85hp 221-cu.in. V-8 mated to a three-speed manual. The accommodating coachwork was repainted in 2010 and no flaws were reported; the grille, bumpers, and other chrome looked nice. A LeBaron Bonney interior kit was fitted and called “excellent.” This Ford’s undercarriage was virtually spotless. Its Make Offer sale figure at the bottom of this model’s market range represented a genuine bargain.

1986 Porsche 944 Turbo front quarter

1986 Porsche 944 Turbo interior

1986 Porsche 944 Turbo engine

1986 Porsche 944 Turbo undercarriage

1986 Porsche 944 Turbo paint meter reading

1986 Porsche 944 Turbo rear quarter

1986 Porsche 944 Turbo

Reserve: $42,000

Selling Price: $44,100

Recent Market Range: $39,310-$51,450

A Guards Red Porsche 944 is a bona fide Eighties icon, even more so when it’s turbocharged. This example that sold for a very reasonable sum as a post-auction Make Offer listing ticked all the right boxes as a two-owner car with fewer than 30,000 original miles. A few paint chips were divulged on the exterior, while the black leather-upholstered interior featured an aftermarket stereo; the factory radio, upgraded with Bluetooth capability, went with the car. The 2.5-liter four-cylinder and five-speed manual transmission looked spotless and promised trouble-free operation, while the undercarriage was similarly tidy and tires retained plenty of tread. This first-year 944 Turbo was a score.

2000 Chevrolet Corvette convertible top down

2000 Chevrolet Corvette convertible interior

2000 Chevrolet Corvette convertible engine

2000 Chevrolet Corvette convertible undercarriage

2000 Chevrolet Corvette convertible window sticker

2000 Chevrolet Corvette convertible top up rear quarter

2000 Chevrolet Corvette

Reserve: $15,000

Selling Price: $16,800

Recent Market Range: $13,000-$22,000

The debut of the automatic-only, supercar-adjacent mid-engine C8 Corvette put recent earlier generations in a new light, including the C5; those turn-of-the-century ’Vettes, like this convertible, were everyday-usable with approachable performance and great economy. This one had a rebuilt V-8 with performance modifications, plus a fresh clutch for its Hurst-shifted six-speed. The factory paint had a few blemishes, but the soft top was called “excellent” and the black leather interior looked good; a gas-gauge problem was noted, as was a fault with the tire-pressure monitoring system. A video showed the Chevy in motion, and documentation included dyno results. It represented a great buy.

1957 Ford Fairlane 500 Skyliner front quarter top down

1957 Ford Fairlane 500 Skyliner undercarriage

1957 Ford Fairlane 500 Skyliner interior

1957 Ford Fairlane 500 Skyliner engine

1957 Ford Fairlane 500 Skyliner trunk

1957 Ford Fairlane 500 Skyliner rear quarter top up

1957 Ford Fairlane 500 Skyliner

Reserve: $19,000

Selling Price: $23,258

Recent Market Range: N/A

While the two-seat Thunderbird is Ford’s reigning Fifties classic, the contemporary Skyliner had even more of a wow factor with its retractable hard roof. This first-year example left the factory Inca Gold, but was repainted in Colonial White over Willow Green. While the finish was said to have some flaws, the top was shown in a video to operate properly and the two-tone interior looked attractive. It’s not known if the 292-cu.in. V-8 was original to this car; it was rebuilt three years ago and, like the Ford-O-Matic, was said to run and drive smoothly. Some chassis work was done although cracked bushings and steering play were still present. The Skyliner offered a lot of bang for the buck.

Pontiac was in one of its “we secretly kinda want to be European” moods when it was working on the new third-generation ’82 Firebird Trans Am. The division often cast its gaze across the Atlantic for inspiration, whether in name (GTO, Grand Prix, 2+2) or in style. John DeLorean wanted radial tires for the 6.5-Litre GTO but couldn’t get it okayed by the bean counters; the late-’60s OHC-6 engine had a decidedly continental vibe; the ’73 Grand Am was pushed hard as a European-type sports sedan despite an available 455 under the hood (though billed as a Euro-esque 7.4 Litre) and a two-ton curb weight. This tendency could be seen even after the ’70s, when a badge-engineered Chevette was called the T1000 because alphanumeric naming conventions were in vogue, and the Australian-built new-millennium GTO was pitched as a BMW 3-series competitor.

Shaker hoods, plastic wheel spats, and hood-width bird decals were not part of the plan for the new-for-’82 Trans Am. Indeed, the model itself almost didn’t make it for 1982, so keen was Pontiac to distance itself from its Burt Reynolds-tinged past. Instead, the new 1982 Trans Am presented a smooth, cool, technical vibe with ads touting its aero-friendly, ultra-efficient .31 coefficient of drag. This compared to its all-American, rock-and-roll Z28 sibling, with its five-spoke wheels, bright colors, rocker stripes, and tire-smokin’ yee-haw American-muscle car-reborn presence. Despite their shared underpinnings, the Z28 was Journey; the Trans Am was the Eurythmics.

Color closeup of the hood and grille area on a 1984 Pontiac Trans Am.

Color closeup of the bird on the hood on a 1984 Pontiac Trans Am.

Color closeup of the head lamp, fender, wheel and tire on a 1984 Pontiac Trans Am.

Color closeup of the head lamp and grille on a 1984 Pontiac Trans Am.

Hindsight and history suggest that maybe Pontiac took things a step too far; the man in the street in 1982 couldn’t tell a Trans Am from a base Firebird. Lesser ’Birds could get the same wheel trims and hatch-lid spoiler as the top-of-the-line car did, so how could anyone tell? Car nerds knew to look for the offset-scoop hood, a style remnant of the turbocharged second-gen Trans Am despite that engine going away. T/A also got behind-the-front-wheel heat extractors and super-subtle aero enhancements ahead of each wheel, both low-key nods to formerly bold trademarks.

Of course, being subtle was the antithesis of traditional Trans Am buyers, so it should have been no surprise when sales plummeted, despite (or because of?) the slick new style. The division sought to rectify this issue with some haste: barely a year past launch, Pontiac debuted its Daytona Pace Car edition Trans Am, which added several crucial pieces (including ground effects that encircled the body) to keep it from looking like base model machines.

Color closeup of the engine bay in a 1984 Pontiac Trans Am, 5.0 HO engine.

Color closeup of the air cleaner area in the engine bay of a 1984 Pontiac Trans Am, 5.0 HO engine. Above is the hood with the air scoop hole.

The style became more distinctive as the power improved. GM’s top F-body engine in ’82 was a twin throttle-body-injected five-liter small-block pumping out 165 horses; the five-liter Mustang of the era had fewer horses, but was lighter, and so was a marginally better performer. Chevy engineers built a “development project” Camaro and raced it at the grueling 24 Hours of Nelson Ledges road race. Thus proven, the resulting 190-hp 305, called “HO” (for “high output,” which seems silly now but makes sense for the era in which it was built) became the F-body’s top powerplant in late 1983 and ’84. Alphanumeric code nerds will know it as L69, but the HO designation was in Pontiac’s naming convention for its top engines since the ’60s.

The mods boil down to good old-fashioned hot rodding: improved breathing, higher compression, better exhaust, and a hotter cam. Chevy installed the camshaft from the just-launched C4 Corvette; this increased both valve lift and duration, as well as moving the power peak and torque peak higher in the rev band. The engineers ditched the throttle-body fuel injection in favor of a four-barrel Rochester carb with electronic feedback control—maybe not a bad move when Chevy’s Cross-Fire Injection was cruelly called “Cease-Fire Injection” by its detractors. The new air cleaner assembly was said to be good for 12 horsepower by itself. Exhaust was also significantly revised: The new system started with 2-1/4-inch header pipes, flowed through a Corvette catalytic converter, and used a 2-3/4-inch single pipe to blow through the muffler and short twin pipes that grew from it. Engineers also installed a knock sensor that could enable a boost in power to a nice round 200 horses if the engine was run on premium unleaded; the sensor would inform the electronic ignition, which then adjusted engine timing automatically. Abandoning the higher-tech electronic fuel injection wasn’t necessarily in keeping with Europhile aspirations, but there’s little argument that it worked.

Color image of the interior, dash, steering wheel, seats, door panel, floor and more in a 1984 Pontiac Trans Am.

Color image of the dash, steering wheel and cluster in a 1984 Pontiac Trans Am.

Color closeup image of the seat in a 1984 Pontiac Trans Am.

Color image of the interior of a 1984 Pontiac Trans Am photographed from above and at a distance.

Color closeup of the dash pad in a 1984 Pontiac Trans Am.

Color closeup of some instrument gauges, volts, oil, fuel and temperature in a 1984 Pontiac Trans Am.

Color closeup of the tachometer in a 1984 Pontiac Trans Am.

Color closeup of the speedometer and odometer in a 1984 Pontiac Trans Am.

Color closeup of the steering wheel and horn button/emblem in a 1984 Pontiac Trans Am.

Customer response to the newly invigorated V-8 was as positive as you might imagine: a few hundred were built late in the 1983 model year, but a total of 25,088 L69 Trans Ams were built for 1984: 7,051 of them were five-speed manuals featuring the new lighter flywheel Borg Warner T5 gearbox. A total of 55,374 T/As were built for 1984, so just less than half of all ’84 Trans Ams were equipped with the 5.0 HO. All L69 Trans Ams were required to get beefier suspension, including 32-mm front and 21-mm rear anti-sway bars that helped early third-gen Trans Ams corner at a .83g—higher than a contemporary Z28s, and tuned to stay tidy, rather than hang the tail out. Good-handling American cars weren’t uncommon at that point, but Trans Ams had clung to hot-handling ideals longer than most domestic cars had, even the sporty ones. The WY6 chassis package, as our photo example has, possessed everything the vaunted WS6 package did, including four-wheel-disc brakes, save for a limited-slip differential.

Parallel to the Trans Am line’s performance flowering, Detroit’s convertible resurgence was getting under way. Europe, of course, had never stopped making convertibles, and merrily continued their importation throughout Detroit’s pop-top drought. American manufacturers got back into the ragtop business in the early ’80s, with Chrysler’s K-cars, Ford’s Mustang, Buick’s Riviera, and Cadillac’s Eldorado. The new-for-1982 F-body, meanwhile, was only available as a coupe—with and without removable T-tops.

Color closeup of the rear seat area and convertible cover on a 1984 Pontiac Trans Am.

Color closeup of the convertible cover on a 1984 Pontiac Trans Am.

But what Detroit cannot (or will not) provide gives the automotive aftermarket a foothold. Enter Richard Straman, who initially chopped the tops off Ferraris and made them look as if they rolled out of Maranello that way. Alas, Ferrari conversions were few and far between, so Straman sought out other machines to decapitate. As he told the Los Angeles Times in 1998, “When Detroit got out of the [convertible] business, I knew it was time for me to get in.” Now that’s the all-American entrepreneurial spirit at its best. For a while, the company was converting up to 50 third-gen F-bodies a month (two a day!); the conversion commanded five grand in 1984 dollars—roughly 50 percent more than the ten-grand Monroney advertised for a basic Trans Am or Z28 coupe.

“People think it’s just a matter of cutting off the top and putting on a canvas one,” he told the Los Angeles Times. “But it’s not that simple. Half the work is in re-engineering the structure” to make a machine that doesn’t fold up on itself at the first speed hump. Stir in the notion that the unit-body third-gen F-chassis was notoriously flexy, and you may fear what happens after decapitation. The first step was to remove the hatch and T-top glass, as well as the interior, and slice at the B-pillars and across the header panel. A bulkhead was welded in behind the rear seat to both provide a top well and to separate the trunk; its proximity to the rear suspension points helped stiffen the chassis across its width. Various chassis-stiffening efforts were employed to bolster the floor pans, including body-length bracing that tied the front and rear subframes together, thus approximating a perimeter-frame chassis. The folding soft-top came next. A hinged steel trunk lid was constructed, paint-matched, and installed, and the interior was put back in with new bits and pieces (including a snap-fit tonneau cover) fabricated as required by the addition of the roof mechanism. The rear seat, such as it was, remained in place.

Color closeup of the Pontiac Firebird emblem on the rear tail panel of a 1984 Pontiac Trans Am.

Color closeup of the Trans Am script on the fender of a 1984 Pontiac Trans Am.

Color closeup of the fender, wheel and tire on a 1984 Pontiac Trans Am.

Color closeup of the hood scoop on a 1984 Pontiac Trans Am. Functional on a 5.0 HO.

The Straman-converted Trans Am shown on our pages is now owned by Mike Guarise of Scottsdale, Arizona, though he also lives in Illinois part-time. Built in January of 1984, the Dark Gold Wing Metallic body (with gold decals and body accents) was sold new out of Bob Longpre Pontiac of Westminster, California, and was subsequently sent to the R. Straman Company in Costa Mesa for its convertible conversion. It was a well-equipped machine: air conditioning; cruise control; the Luxury Trim Group (including leather-trimmed Lear-Siegler front bucket seats, color-keyed seatbelts and “luxury doors”); power windows; remote decklid release; tilt wheel; a Delco AM/FM stereo with graphic equalizer and clock (now replaced by a more contemporary Alpine head unit) as well as the UQ7 subwoofer/ speaker system, leather-wrapped Formula steering wheel, and more. It had an MSRP of more than $16,000 already, before it was released into the clutches of R. Straman, whose conversion added the aforementioned- five-g’s on top of that. Europeans then, as now, prefer to shift themselves, and so the five-speed stick that appears here is perfectly in keeping with those divisional ideals.

As we suggested when we ran our recent story on Mike’s pair of early- ’70s Buick GS 455 Stage 1 four-speed ragtops (HMM #211), the notion of a convertible muscle car feels slightly contradictory. Muscle cars got on with the job at hand, all tense and filled with fury; heavier, flexier convertibles feel more likely to stop and take in the scenery. There’s more going on there than sheer straight-line speed. Yet in the ebb and flow of Mike’s car collection over the decades, it appears that he’s growing attracted to these topless terrors—shift-it-yourself stormers that let the sun shine in.

We don’t even have to gaze upon this unrestored, 28,000-mile, Straman-converted T/A and wonder what might have been. Turns out, we know: GM finally relented in 1987 and offered ragtop Firebirds through official channels until the end of the F-body line’s life in 2002. The only surprise is that it took the division as long as it did to catch on. How can something seemingly so European—a fine-handling five-speed pop-top GT car with 200 horses on tap—be so American too?

SPECIFICATIONS

Color image of a 1984 Pontiac Trans Am parked in a rear 3/4 position.

PRICE

Base price: $10,689

Options on car profiled: B20 luxury trim group, $1,304; air conditioning, $730; L69 HO V8, $530; WY6 Special Performance package, $313; UU6 deluxe AM/FM cassette stereo with equalizer and clock, $590; power windows, $215; six-way power driver’s seat, $215; UQ7 speaker system with subwoofer, $150; tilt wheel, $110; tinted glass, $110; California emissions, $99; DG7 power mirrors, $91; NP5 sport steering wheel, $75; remote deck lid opening, $40; additional acoustic insulation, $40; floor mats, $35; UA1 heavy-duty battery, $11. Pricing does not include Straman convertible conversion.

ENGINE

Type: GM “corporate” (Chevrolet-type) OHV V-8, cast-iron block and cylinder heads

Displacement: 305 cu.in.

Bore x stroke: 3.74 x 3.48 in

Compression ratio: 9.5:1

Horsepower @ rpm: 190 @ 4,800

Torque @ rpm: 240 lb-ft @ 3,200

Valvetrain: Hydraulic valve lifters

Main bearings: 5

Fuel system: Single Rochester 4-bbl carburetor, mechanical pump

Lubrication system: Pressure, gear-type pump

Electrical system: 12-volt with GM CCC (Computer Command Control)

Exhaust system: Single 2 3 ⁄4 -in exhaust with dual-exiting muffler

TRANSMISSION

Type: Borg-Warner T-5 five-speed manual, full synchromesh

Ratios: 1st/2.95:1 … 2nd/1.94:1 .… 3rd/1.34:1 .… 4th/1.00:1 … 5th/0.74 … Reverse/2.76:1

DIFFERENTIAL

Type: Corporate 7.5-inch 10-bolt housing

Ratio: 3.73:1

STEERING

Type: Recirculating ball, power assist

Turns, lock-to-lock: 2.5

Turning circle: 36.7 ft

BRAKES

Type: Hydraulic, four-wheel disc, power-assist Front/Rear: 10.5-inch disc

SUSPENSION

Front: Independent, MacPherson struts, coil springs; anti-sway bar

Rear: Rigid axle; two trailing arms; coil springs; torque arm; telescoping shock absorbers, Panhard rod, anti-sway bar

WHEELS & TIRES

Wheels: Cast aluminum, drop center; Front/Rear: 15 x 7 inch

Tires: Goodyear Eagle GT radial; Front/Rear: 215/65R15

PRODUCTION

Pontiac produced 55,374 Trans Ams for the 1984 model year. A total of 25,088 L69 T/As were built for 1984, with 7,051 of them five-speed manuals. Total number of Straman-converted third-gen Firebirds is unknown but believed to be in the low hundreds across multiple model years.

PERFORMANCE*

Acceleration: 0-60 mph: 6.7 seconds…0-100 mph: 17.8 seconds

1/4 mile ET: 15 seconds @ 93 mph

Top speed: 134 mph

*Source: Car and Driver, June 1983 (190-hp Camaro Z28 5-speed)

SPECIFICATIONS

PRICE

Base price: $10,689

Options on car profiled: B20 luxury trim group, $1,304; air conditioning, $730; L69 HO V8, $530; WY6 Special Performance package, $313; UU6 deluxe AM/FM cassette stereo with equalizer and clock, $590; power windows, $215; six-way power driver’s seat, $215; UQ7 speaker system with subwoofer, $150; tilt wheel, $110; tinted glass, $110; California emissions, $99; DG7 power mirrors, $91; NP5 sport steering wheel, $75; remote deck lid opening, $40; additional acoustic insulation, $40; floor mats, $35; UA1 heavy-duty battery, $11. Pricing does not include Straman convertible conversion.

ENGINE

Type: GM “corporate” (Chevrolet-type) OHV V-8, cast-iron block and cylinder heads

Displacement: 305 cu.in.

Bore x stroke: 3.74 x 3.48 in

Compression ratio: 9.5:1

Horsepower @ rpm: 190 @ 4,800

Torque @ rpm: 240 lb-ft @ 3,200

Valvetrain: Hydraulic valve lifters

Main bearings: 5

Fuel system: Single Rochester 4-bbl carburetor, mechanical pump

Lubrication system: Pressure, gear-type pump

Electrical system: 12-volt with GM CCC (Computer Command Control)

Exhaust system: Single 2 3 ⁄4 -in exhaust with dual-exiting muffler

TRANSMISSION

Type: Borg-Warner T-5 five-speed manual, full synchromesh

Ratios: 1st/2.95:1 … 2nd/1.94:1 .… 3rd/1.34:1 .… 4th/1.00:1 … 5th/0.74 … Reverse/2.76:1

DIFFERENTIAL

Type: Corporate 7.5-inch 10-bolt housing

Ratio: 3.73:1

STEERING

Type: Recirculating ball, power assist

Turns, lock-to-lock: 2.5

Turning circle: 36.7 ft

BRAKES

Type: Hydraulic, four-wheel disc, power-assist Front/Rear: 10.5-inch disc

SUSPENSION

Front: Independent, MacPherson struts, coil springs; anti-sway bar

Rear: Rigid axle; two trailing arms; coil springs; torque arm; telescoping shock absorbers, Panhard rod, anti-sway bar

WHEELS & TIRES

Wheels: Cast aluminum, drop center; Front/Rear: 15 x 7 inch

Tires: Goodyear Eagle GT radial; Front/Rear: 215/65R15

PRODUCTION

Pontiac produced 55,374 Trans Ams for the 1984 model year. A total of 25,088 L69 T/As were built for 1984, with 7,051 of them five-speed manuals. Total number of Straman-converted third-gen Firebirds is unknown but believed to be in the low hundreds across multiple model years.

PERFORMANCE*

Acceleration: 0-60 mph: 6.7 seconds…0-100 mph: 17.8 seconds

1/4 mile ET: 15 seconds @ 93 mph

Top speed: 134 mph

*Source: Car and Driver, June 1983 (190-hp Camaro Z28 5-speed)

As of this writing, NASA’s Artemis I mission is scheduled to launch from Cape Canaveral, Florida, any second now. By the time you read this, it will have laid some of the groundwork for returning to the moon (and, eventually, Mars and beyond) for the first time in half a century.

In 1969, the first time that man set foot on the moon, Volkswagen managed to once again smash it out of the park with one of its Beetle ads. Even during the campaign’s legendary run throughout the ’60s and into the ’70s, the famously self-deprecating ads generally showed a picture of a Beetle. Or parts of a Beetle. Or a line drawing that resembled a Beetle… something that reminded you of the distinctive lines of car itself.

Not this time. There was no Beetle to be seen. Instead, there was a black-and-white photo of (presumably a model of) the Apollo space capsule that landed on the moon in July of 1969— possibly the only vehicle on earth (or off?) that was better-known than the Beetle in that moment. Presumably, the capsule was a safe choice to show, in part because it wasn’t actually competition—you couldn’t pop down to your local NASA retailer and get a screaming deal on last year’s Apollo space capsule on MSO before the new, facelifted ones were trucked in from the factory.

At the same time, Volkswagen’s hat tip to America’s latest technological accomplishment was meant to do more than elicit a smile or recognition from a magazine reader’s face. It’s celebrating the event in America, to an American audience, without getting all flag-waving about it; because VW is a German company, anything more overtly patriotic would feel awkward and forced. It’s also more than a little ironic, coming from a car company whose policy of slow evolution and rarely changing specification was the selling point of its success.

It’s the tagline—“It’s ugly, but it gets you there”—that pulls everything together. It’s a message that VW had been pounding into consumer’s heads for the better part of a decade, and it’s one that an American vehicle maker finally took to heart. Ugly but reliable. VW ads wore these insults as a badge of honor. The 1930s styling was a feature, not (if you’ll pardon the pun) a bug. It’s game recognizing game. And suddenly, instead of celebrating America’s accomplishments, it’s a car ad again.

Today we are returning to space, but the Beetle isn’t being built anywhere on Earth. Germany stopped building them in the ’70s, air-cooled versions were put to rest in the first decade of the new millennium, and even its water-cooled, front-drive replacement has now been put to rest. What car company, if any, will have the temerity to link their product with our latest space-exploration efforts? Will that ad (whether on TV, in magazines, or clogging up your Facebook feed) become another instant classic? We’ve already waited half a century to find out, but time will tell.

I’ve always wondered why it is that Instagram influencers go crazy over the Sixties slab-side Continentals and not the fuselage 300s. While the former have that mid-century flair and those rear-opening rear doors (and benefit from that one that appeared briefly in The Matrix), the latter have an equally big, menacing, and laid-back vibe but do it with muscle-era styling and muscle-era powertrains. Maybe it’s the fact that the 300 hasn’t yet had any iconic film roles? Maybe the 300 doesn’t look as good bagged and sitting on 20-plus-inch wheels? Whatever the case, there’s a lot to appreciate with this 1970 Chrysler 300C listed for sale on Hemmings.com. An entirely original and low-mileage car, it was not only a special-order car with a good deal of options, it’s also been well preserved by its two documented owners. Maybe it’s time to snag one of these before some Hollywood type decides to cast one in the next blockbuster.

From the seller’s description:

35450 Actual Miles in excellent Original Condition. You are looking at the nicest Chrysler 300 Convertibles we have ever seen. These big Chrysler 300s are never seen on the road or on the market. Very few survived, far fewer exist in this condition. Only 1077 were produced on this final year of the 300 Convertible. Any Chrysler collector has a rare opportunity to own one with a great history, in excellent original condition and completely ready to ride.

This beautiful 1970 Chrysler 300 convertible was designed like a Hot Wheels car from front to back. Of course that is just our opinion but take a look at its sleek styling, long front grille with hide-a-way headlights, and the straight across rear bumper with taillights from end to end. Its like nothing seen before and based on its rarity, you may not see again.

Please allow us to say a bit more about this gorgeous Chrysler 300 convertible starting with its paint. The Factory color code, Jade Green (F8) has been refinished to a beautiful shine. Dings, dents or rust is non-existent) Chrome and trim are beautiful. The white convertible top and white boot is original and in excellent condition visually and mechanically. The power top goes up and down easily with barely a sound. The rear window is glass, not plastic. No stretching or pulling is required to lock the top into place. The interior is also 100 percent original and in excellent condition everywhere! Leather seats are immaculate. There are no dash cracks at all. This 300 is fully loaded with some really nice options. Options include factory air conditioning that blows cold, AM radio (R13), tilt & telescopic steering wheel (S61), rim blow horn, cruise control, power windows, drivers side power seat, bucket seats with optional headrests and center arm rest, fender mounted turn signals (L31), vent windows and more. The famous Chrysler COLD light on the dash works properly and shuts off when the engine has warmed up.

This 2 owner car has been meticulously kept by both. The original owner had the car built himself. It was not a car sitting on the lot. The original owner documents this in a letter to the second owner. The second and last owner of this Chrysler was a Chrysler Engineer who later became the owner of a Chrysler Dealership in Germany. He made sure that every single part on this car was original from the start and remained that way under his ownership. Even the washer fluid bottle was replaced with a $400 original NOS tank rather than an aftermarket replacement. Yes, $400 for what looks like a plastic milk container.

The 440ci 350hp 4bbl was standard on the 300 and provided more than enough power to go and come as fast as you please. Starting is easy, idling is smooth and quiet and getting on it stands up to most any car on the road from its day. The cool looking hide-a way headlights work perfectly. The undercarriage is rust free and super clean. There is a very thin layer of surface discoloration in some areas as you would expect from a 53 year old car that has been driven. It has never been artificially undercoated.

Documentation includes the original owners manual, warranty booklet, original literature and best of all, the original broadcast sheet. This car has spent its entire life in the South Eastern portion of the Good Ole USA under both owners. Both have kept in touch before and after each sale.

1970 Chrysler 300 convertible

1970 Chrysler 300 convertible

1970 Chrysler 300 convertible

1970 Chrysler 300 convertible

1970 Chrysler 300 convertible

See more Chryslers for sale on Hemmings.com.

Not to sound like a crotchety old dude that complains about how the next generation has it so much easier than previous era, but I remember a time when seeing a Nissan Skyline was a big deal. These rare sightings were memorable and the first time I saw one in the wild was 1999.

I can forget the important details of my life, usually birthdays for those I love, but seeing a car that could only imported was a big deal to me. So was Oasis’ follow up album to (What’s the Story) Morning Glory?. I guess my priorities have changed in the ensuing decades, but Be Here Now is an under appreciated album and I will die on that hill.

1994 Nissan Skyline

These days seeing a Skyline in the wild is not common but you come across them every now and then. They stick out from the crowd and for those in the know it’s always a treat to see one on the road. The world has changed. I’m no longer with it, hence the Oasis reference, and a right-hand drive Nissan Skyline imported from Japan can be had for a reasonable price.

1994 Nissan Skyline

The Pick of the Day is a 1994 Nissan Skyline listed for sale on ClassicCars.com by a dealer in Indianapolis, Indiana. (Click the link to view the listing)

This vehicle has been properly imported and now comes with an Indiana Title,” the listing states. “This right hand drive Nissan is instantly recognizable to auto enthusiasts and has become even more popular since passing the 25 year threshold which allowed these performance vehicles to be imported.” 

1994 Nissan Skyline

It’s powered by a turbocharged 2.6-liter inline-six engine paired with a five-speed manual transmission that sends power to the rear wheels. The listing states that the Nissan has 152,743 kilometers on the odometer (94,910 miles).

Turbocharged 2.6-liter inline-six engine

The dark blue exterior is in good condition, but the listing advises that the matching front bumper is in good condition, but it needs the proper clips to re-attach it. The selling owner has been unable to source them.

It has a grey interior with front bucket seats and based on the listing’s photos is in good condition with normal wear and tear for a 28-year-old car.

I dig the past. Nostalgia is cool but I like modern conveniences like Spotify, as it is super convenient to use and I save cash on CD’s, especially for one-hit wonders. The future isn’t too bad for a middle-aged dude when he knows that he can finally get a Skyline easily at a good price.

The dealer is asking $28,900 for this 1994 Nissan Skyline, and the dealer advises, “Price does not include applicable tax, title, license, processing and/or $199 documentation fees.”

To view this listing on ClassicCars.com, see Pick of the Day.

Featured on AutoHunter, the online auction platform driven by ClassicCars.com, is this 1992 Porsche 968 that has been with its original owner for 30 years. A stock 3.0-liter inline-four is connected to a six-speed manual transmission. During ownership, this Porsche has been upgraded with lowering springs, 17-inch wheels, Billy Boat Muffler and Kenwood stereo. New parts include the air conditioning system and Michelin tires. Finished in Guards Red over a tan leather interior, this garage-kept Porsche is available now and comes with receipts, a clean CARFAX report and clear California title in the seller’s name.

1992 Porsche 968

According to the seller, this Porsche features its original coat of Guards Red paint plus original-spec fog lights and black rear wing. The windshield was replaced with a new unit by Circle Porsche of Long Beach, California. A scratch on the passenger-side rocker panel is visible in the photo gallery.

1992 Porsche 968

The stock wheels have been upgraded with 17-inch units with Porsche crest center caps, all wrapped in new Michelin Pilot Sport All Season 4 tires.

1992 Porsche 968

Cabin furnishings include tan leather seating for four including matching door panels and carpeting. The cockpit is equipped with power windows, power front seats, sport pedals, air conditioning, a tinted windows upgrade and a Kenwood eXcelon AM/FM/CD head unit. The covered storage area under the rear hatch contains an Alpine V12 amplifier and a Bazooka EL Series subwoofer. The air conditioning system and various relays were replaced by Autowerkes of Huntington Beach, California, within the past six months.

1992 Porsche 968

The refurbished instrument panel includes a 180-mph speedometer, 7K+-rpm tachometer, and gauges for the coolant temperature, fuel level, oil pressure and voltage. The six-digit mechanical odometer shows 113K miles, which is consistent with the mileage shown on the CARFAX report.

3.0-liter inline-four engine

Under the hood sits a naturally aspirated 3.0-liter inline-four that was factory-rated at 236 horsepower and 225 lb-ft of torque. The engine delivers output to the rear wheels through a six-speed manual gearbox.

1992 Porsche 968

This 968 has been lowered with replacement springs. According to the seller, this 968 breathes through a Billy Boat muffler, with the vehicle having passed the California-mandated smog test in March 2021. The video in the photo gallery shows the car idling and an exterior light check; additional photos of the underbody are available in the photo gallery.

The CARFAX report starts in February 1992 and shows an accident-free history in California. A pair of keys, receipts and owner’s manual will be included with the car.

This 1992 Porsche 968’s auction ends on October 24, 2022, at 11:20 a.m. (PDT)

Visit the AutoHunter listing for more information and photo gallery plus video.

Barrett-Jackson to auction 2022 Ford Mustang Shelby GT500 Heritage Edition donated by renowned philanthropist George Shinn to support Hurricane Ian relief efforts.

Barrett-Jackson will auction a highly-desirable, limited-production Heritage Edition Mustang Shelby GT500 with 100 percent of the hammer price benefiting two nonprofits supporting those tragically affected by Hurricane Ian in Southwest Florida.

Barrett-Jackson

SCOTTSDALE, Ariz. ‒  Barrett-Jackson will auction a highly-desirable, limited-production Heritage Edition Mustang Shelby GT500 with 100 percent of the hammer price benefiting two nonprofits supporting those tragically affected by Hurricane Ian in Southwest Florida. American businessman and philanthropist George Shinn has generously donated this high-performance vehicle to support relief efforts from both Samaritan’s Purse and the Florida Disaster Fund. The GT500 Heritage Edition will cross the auction block during Barrett-Jackson’s Houston Auction, Saturday, October 22, at approximately 4 p.m. CDT.

“We’re proud to once again team up with George Shinn to support those currently suffering from unspeakable tragedies,” said Craig Jackson, chairman and CEO of Barrett-Jackson. “Earlier this year during our Palm Beach Auction, we auctioned one of George’s vehicles to support humanitarian relief efforts in Ukraine, helping raise over $1.7 million for the cause, and we look forward to answering the call once again alongside George next week as we support those in need here at home.”

The 2022 Ford Mustang Shelby GT500 Heritage Edition (Lot #3001) offered will be driven onto the Barrett-Jackson auction block by Shawn Shelby, grandson of Carroll Shelby and an American racer and entrepreneur. Carroll Shelby and Ford developed the first-generation Shelby GT500 based on the second-generation pony car for the 1967 model year. The car utilized a modified 428ci V8 engine inspired by his team’s 1-2-3 finish at Le Mans in 1966. 

Paying homage to the original 1967 Shelby GT500, this limited-production 2022 GT500 Heritage Edition fastback is finished in Brittany Blue with Wimbledon White racing stripes. Ford Performance designed and engineered the 2022 GT500 as the most powerful street-legal Ford ever built, utilizing a supercharged 5.2-liter V8 engine known as the “Predator,” rated with 760 horsepower and 625 ft/lbs of torque. It’s paired with a TREMEC 7-speed dual-clutch transmission with race-bred control strategies and advanced drive modes. 

The sale of the Heritage Edition GT500 will benefit Samaritan’s Purse and the Florida Disaster Fund with their ongoing hurricane relief efforts. Samaritan’s Purse is a nondenominational evangelical Christian organization providing spiritual and physical aid to hurting people around the world. Since 1970, Samaritan’s Purse has helped meet needs of people who are victims of war, poverty, natural disasters, disease and famine. Currently, Samaritan’s Purse has three Disaster Relief Units in Florida – Fort Myers, Englewood and Punta Gorda – where volunteers are helping thousands of families. Samaritan’s Purse Vice President of Operations, Edward Graham, the youngest son of Franklin and Jane Graham and grandson of Billy Graham, will join the car on the block for this charitable auction.

The Florida Disaster Fund is Florida’s official private fund established to assist the state’s communities as they respond to and recover during times of emergency or disaster. Donations to the Florida Disaster Fund are made to the Volunteer Florida Foundation, a 501(c)(3) nonprofit organization, and the Florida Disaster Fund distributes its donations to service organizations serving individuals within their communities with disaster response and recovery.

Collector car enthusiasts interested in registering to bid for this 2022 Ford Mustang Shelby GT500 Heritage Edition charity vehicle and the entire 2022 Houston Auction may do so here.

To purchase tickets and VIP packages to the event, click here. Join Barrett-Jackson’s online conversation with #BarrettJackson and #BJAC on FacebookTwitterInstagram and YouTube.

About The Barrett-Jackson Auction Company
Established in 1971 and headquartered in Scottsdale, Arizona, Barrett-Jackson is a leader in collector car auctions and automotive lifestyle events, which include authentic automobilia auctions and the sale of private collections. Welcoming over 500,000 attendees per year, Barrett-Jackson produces live collector car auctions in Scottsdale, Arizona; Palm Beach, Florida; Las Vegas, Nevada; and Houston, Texas, where thousands of the most sought-after, unique and valuable automobiles cross the block in front of a global audience. With broadcast partner A+E Networks, Barrett-Jackson features live television coverage of its events on FYI and The HISTORY Channel, as well as all the cars, all the time via its produced livestream on Barrett-Jackson.com. Barrett-Jackson also endorses a one-of-a-kind collector car insurance for collector vehicles and other valued belongings. For more information about Barrett-Jackson, visit www.barrett-jackson.com, or call 480-421-6694.

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