Want to read this issue? To get started, subscribe here, or sign in!

Search This Issue



Page 4

Eight Sales That Define the Market Volume 9 • Issue 52 • July–August 2020 CAR COLLECTOR The Scoop CORVETTE 2009 CHEVROLET CORVETTE C6RS $110k / RM Sotheby’s Le Mans chops and rarity drive a hefty price — John L. Stein Page 48 GM 1967 CHEVROLET CHEVELLE MALIBU L79 $59k / Mecum Mean 327 and a nice resto brings SS 396 money — John L. Stein Page 50 FOMOCO 1969 MERCURY COUGAR ELIMINATOR 428 CJ $69k / RM Sotheby’s The hot cat finally sees a deserved rise in value — John Boyle Page 52 AMERICAN MOPAR 1968 PLYMOUTH HEMI ROAD RUNNER $66k / Mecum What’s the going rate for a Hemi car today? — Elana Scherr Page 54 6 AmericanCarCollector.com


Page 5

CUSTOM 1936 FORD CABRIOLET $64k / Mecum Pinning dollars on Posies’ trend-setter — Ken Gross Page 56 AMERICANA 1955 PACKARD CARIBBEAN CONVERTIBLE $78k / RM Sotheby’s Valuing Packard’s best offering from the ’50s — Carl Bomstead Page 58 RACE 1968 CHALLENGER 2 STREAMLINER $561k / Mecum The ultimate acquisition to satisfy a need for speed — Jeff Zurschmeide Page 60 TRUCK 1990 CHEVROLET 454 SS PICKUP $39.6k / RM Sotheby’s A new trend in modern classic trucks takes hold — Kevin Whipps Page 62 COVER PHOTO: 1968 Challenger 2 Streamliner Courtesy of Mecum Auctions 1968 Plymouth Hemi Road Runner, p. 54 Courtesy of Mecum Auctions July–August 2020 7


Page 6

The Rundown COLUMNS 10 Torque: Sometimes-painful transitions in the car life — Jim Pickering 42 Cheap Thrills: 1961–66 Ford F-series — B. Mitchell Carlson 44 Horsepower: A K5 Blazer brings $300k on Bring a Trailer — Jay Harden Horsepower, p. 44 72 Market Moment 2: 1957 Ford Thunderbird E-code convertible — Chad Tyson 82 Market Moment 3: 1966 Chevrolet Bel Air L72 — Jim Pickering 88 Market Moment 4: 1979 Chevrolet El Camino SS — Chad Taylor USEFUL STUFF 12 What’s Happening: Hot August Nights 14 Crossing the Block: Upcoming auctions 20 Parts Time: Aftermarket pieces for your vehicles 22 Cool Stuff: Car items for car people 28 Wrenching: Bringing a squarebody GM truck’s suspension into the modern age 76 One to Watch: 1953–75 International Travelall — Chad Taylor 90 The Parts Hunter: The deal, the steal and the truly insane — Patrick Smith 46 On the Road: What your stuff says about you when you’re gone — Elana Scherr 98 Surfing Around: Gotta-have automobilia on eBay and beyond — Carl Bomstead FEATURES 18 Your Turn: Ammeters and transmissions 22 Good Reads: The Last Lap — Mark Wigginton 24 Snapshots: Ten updates for your garage 26 Readers’ Forum: ACC readers report on their recent projects 38 Double Take: ACC’s Carl Bomstead and Jay Harden kick around recent Bring a Trailer sales 68 Market Moment 1: 1967 Oldsmobile Toronado — Chad Taylor 8 AmericanCarCollector.com 92 Showcase Gallery: ACC’s classifieds section 93 Advertiser Index 94 Resource Directory: Get to know our advertisers AUCTIONS 64 Market Overview Top 10 auction sales, best buys — and the virtual world of auctions — Chad Tyson 66 Barrett Jackson — Online Barrett-Jackson’s first online-only sale sees 46 of 85 cars selling for $3.6m — Brett Hatfield 80 EG Auctions — Online Of the 127 lots on offer, just 25 sold at EG Auctions’ second online sale for a total of $286k — B. Mitchell Carlson 86 Bring a Trailer — Online Daren Kloes highlights 15 pieces of American iron consigned to Bring a Trailer


Page 8

TORQUE Jim Pickering Transitions Letting go of something before you’re ready is never an easy call to make Parting with the cars that helped define our lives is always difficult I n 2018, when Danny Thompson screamed over the bleach-white Bonneville salt inside Challenger 2 at over 440 mph, he probably didn’t think he’d end up sending that same car across the block at a Mecum auction just a couple years later. Thompson had hit his mark by setting the speed record that both he and his late father had dreamt of, but it wasn’t without financial hardship. That achievement wasn’t cheap, quick or easy. The money it cost Thompson to achieve the record of fastest pistonpowered car in the world ultimately led to the sale of the car to pay for the effort. Rolling regrets The car world is packed full of curve balls at which we, as car people, have to take a swing. Sometimes we hit them, sometimes we don’t. In the age of coronavirus, it all may seem like small potatoes — selling a car isn’t usually a life-or-death decision — but that doesn’t lessen the impact when the car in question has been part of your own reality for years — or even decades, as was the case with Thompson and Challenger 2. Yeah, these are First World problems for sure — especially now — but they are still impactful. I think all of us have been there. Maybe we needed to raise some cash to pay some bills, or maybe it was just time to buy something else. Either way, we had to choose to move something out before we were ready to do it. It’s never an easy call to make. I’ve been wrestling with this same basic problem a lot lately. I’m on the brink of starting a new book project. But in order to 10 AmericanCarCollector.com start running down that path, I have to sell something. It’s likely going to be the 1966 Chevrolet Caprice I’ve kept for the past 22 years. That was never part of the plan. But plans change. It should be no big deal, right? My big- block ’66 Chevrolet Caprice is a D-grade collectible in driver-level condition with a not-so-pretty roofline. I haven’t done a good job of making it fit with my life now that I have kids, so it sits most of the time, dusty and taking up space. Considering that, it shouldn’t be much of a decision, really. But that car wears the scars of my teenage years through to today. Each one of those scars has a story — and most of them are the type I can’t talk about here, which makes them all the better. The car itself is a time warp for me. Piles of time slips in that car’s glovebox take me back to Friday night dragstrip-staging lanes, where revving V8s echoed against the tower and tire smoke dimmed the floodlights. Back then, running faster than the other guy was my only concern. I’d cruise the main drag on my way home, where I’d prep for Saturday night. Week in, week out, no mortgage, career, kids or responsibility ever got in the way. Cammed V8s and drag slicks were my reality. I’m here today because of my experi- ences with that car, so you could say it’s more than done its job. Still, regret’s a nasty thing, and there’s no good answer here that will let me avoid it. Do I take on the new ambitious project and grow or keep the slice of my history? My very first column in ACC, way back in 2011, talked about the legend of the LS6 Courtesy of Mecum Auctions Chevelle within my family — a car that was sold when times dictated so, and which has been a sore point of regret for my family ever since. Is this car my LS6? Maybe it doesn’t matter. Nothing lasts forever, except for experiences. A car might sell to a new owner, but no matter how much or how little it makes, the experiences you had with it don’t transfer with the title. If memories from the past hold you back from the dreams or realities of the future, it’s time to change things up. The $561,000 sale of Thompson’s Challenger 2 was a great deal for the new owner, and I sincerely hope that Thompson was more than made whole, both financially and otherwise, by the project and the result. As for me, regardless of what that old Chevy is worth, it’s more than made me whole already. Thank you After nine years and 52 issues, this is the final edition of American Car Collector magazine. The economic realities caused by coronavirus have brought us to this point — which nobody, least of all me, wanted to see happen. But I’m proud of the work that we’ve done here, and I know I speak for all our contributors when I say thanks to you, our readers, for being so passionate and sticking with us through the years. You’ll see many of the names and voices you’ve come to know here over at Sports Car Market, including my own, in a new version of this column. ACC Subscribers will get it automatically from here on to fulfill any remaining issues they have left on their subscriptions. A


Page 10

WHAT’S HAPPENING Let Us Know About Your Events Do you know of American-car-related events or happenings that we should publicize? Contact us at American Car Collector, P.O. Box 4797, Portland, OR 97208 or online at comments@americancarcollector.com. Photos by Jim Pickering The Hot Place for American Cars The world is still reeling from the coronavirus pandemic, but Hot August Nights is still planning to cruise into Virginia City and Reno from July 31 through August 9. The 34th version of the world’s most famous American Iron festival starts in Virginia City, NV, on July 31–August 1, and the whole party rumbles over to Reno from August 2 to 9. Thousands of hot rods, muscle cars, trucks, street rods and classic cruisers take over both towns. More than 800,000 gearheads usually show up. The Hot August Nights website says the show will go on, but they ask fans to keep checking the website at www.hotaugustnights.net for COVID-19 updates. Most Hot August Nights events are free, but the big casinos in Reno and South Lake Tahoe remain pay-to-play — if they’re open. www. hotaugustnights.net (NV) 12 AmericanCarCollector.com


Page 12

CROSSING THE BLOCK Upcoming Auctions—Compiled by Chad Tyson (Images are courtesy of the respective auction houses unless otherwise noted) Mecum’s top seller at Indianapolis in 2019 was this 1966 Shelby Cobra 427 roadster, sold for $2,420,000 During the novel coronavirus pandemic, please ensure you check dates, times and locations of auctions, as they may have changed since this was printed. JULY Mecum Where: Indianapolis, IN When: July 10–18 Web: www.mecum.com Last year: 1,127/1,724 cars sold / $63.1m Featured cars: • 1967 Chevrolet Corvette L88 convertible • 1971 Plymouth ‘Cuda convertible VanDerBrink Where: Milbank, SD When: July 18 Web: www.vanderbrinkauctions.com GAA Classic Cars Where: Greensboro, NC When: July 23–25 Web: www.gaaclassicars.com Last year: 494/625 cars sold / $13.5m Featured cars: • 1969 Ford Mustang Mach 1 fastback • 1970 Chevrolet Chevelle SS 396 VanDerBrink Where: Granger, IA When: July 25 Web: www.vanderbrinkauctions.com 14 AmericanCarCollector.com Mecum Where: Harrisburg, PA When: July 29–August 1 Web: www.mecum.com Last year: 882/1312 cars sold / $29m Featured cars: • 1970 Chevrolet Chevelle SS convertible • 2002 Pontiac Trans Am GMMG Anniversary Edition AUGUST MAG Auctions Where: Reno, NV When: August 6–8 Web: www.motorsportauctiongroup.com Last year: 277/492 cars sold / $6.2m Mecum Where: Monterey, CA When: August 13–15 Web: www.mecum.com Last year: 286/574 cars sold / $29.6m RM Sotheby’s Online Only Where: Online When: August 13–15 Web: www.rmsothebys.com Last year: 135/184 cars sold / $107.1m Bonhams Where: Los Angeles, CA When: August 14 Web: www.bonhams.com Last year: 168/220 cars sold / $32.3m VanDerBrink Where: Marne, IA When: August 15 Web: www.vanderbrinkauctions.com Raleigh Classic Where: Raleigh, NC When: August 21–22 Web: www.raleighclassic.com SG Auction Where: Lincoln, NE When: August 28–29 Web: www.sgauction.net Last year: 124/216 cars sold / $2.3m VanDerBrink Where: Eau Claire, WI When: August 29 Web: www.vanderbrinkauctions.com A


Page 14

THIS ISSUE OF ACC WHAT’S HOT IN Editor Art Director Art Director Auction Editor Senior Data Editor Editor at Large Copy Editors Auction Analysts WRENCHING: Give your old rig modern handling with a RideTech suspension p. 28 Contributors Financial Manager CAR COLLECTOR Volume 9, Number 4 July–August 2020 GET IN TOUCH Publisher Associate Publisher Executive Editor Email: comments@americancarcollector.com Keith Martin Erin Olson erin.olson@AmericanCarCollector.com Chester Allen chester.allen@AmericanCarCollector.com Jim Pickering 503-261-0555 x 218 503-261-0555 x 203 jim.pickering@AmericanCarCollector.com 503-261-0555 x 208 Kirsten Hegg kirsten.hegg@AmericanCarCollector.com 503-261-0555 x 221 Dave Tomaro david.tomaro@AmericanCarCollector.com 503-261-0555 x 202 Chad Tyson chad.tyson@AmericanCarCollector.com Chad Taylor chad.taylor@AmericanCarCollector.com Jay Harden Yael Abel, Dave Tomaro Andy Staugaard, Dan Grunwald, Pat Campion, Mark Moskowitz, Adam Blumenthal, John Boyle, Bob DeKorne, Michael Leven, Doug Schultz, Cody Tayloe, Pierre Hedary, Joe Seminetta, Daren Kloes, Jeff Trepel, Brett Hatfield, Larry Trepel Carl Bomstead, B. Mitchell Carlson, Ken Gross, John Draneas, Tom Glatch, Michael Pierce, John L. Stein, Mark Wigginton, Dale Novak, Jeff Zurschmeide, Phil Skinner, Elana Scherr Information Technology Brian Baker brian.baker@AmericanCarCollector.com 503-261-0555 x 215 Cheryl Ann Cox cheryl.cox@AmericanCarCollector.com Advertising Coordinator Jessi Kramer jessi.kramer@AmericanCarCollector.com 503-261-0555 x 216 ADVERTISING SALES Advertising Executive Head of Subscriptions Subscriptions READERS’ FORUM: ACCers tell us about their pandemic projects p. 26 Darren Frank darren.frank@AmericanCarCollector.com SUBSCRIPTIONS Susan L. Loeb susan.loeb@AmericanCarCollector.com 503-261-0555 x 217 877-219-2605 x 1 service@AmericanCarCollector.com @AmericanCCMag CORRESPONDENCE Phone Fax General Email Feedback Web 503-261-0555 503-253-2234 P.O. Box 4797, Portland, Oregon 97208 FedEx/DHL/UPS help@AmericanCarCollector.com comments@AmericanCarCollector.com www.AmericanCarCollector.com 401 NE 19th Street, Suite 100 Portland, Oregon 97232 9 a.m. to 5 p.m., Monday–Friday 877-219-2605 x 214 503-261-0555 x 205 503-261-0555 x 207 503-261-0555 x 206 AMERICAN JOIN US DOUBLE TAKE: Carl Bomstead vs. Jay Harden on a handful of BaT sales p. 38 16 AmericanCarCollector.com American Car Collector magazine (ISSN# 2164-1323) is published bimonthly by Automotive Investor Media Group, 401 NE 19th Street, Suite 100, Portland, OR 97232. POSTMASTER: Send address changes to American Car Collector, PO Box 4797, Portland, OR 97208. The information in American Car Collector magazine is compiled from a variety of reliable sources. However, we disclaim and deny any responsibility or liability for the timeliness, use, interpretation, accuracy and completeness of the information presented. All material, data, formats, and intellectual concepts in this issue © 2020 by American Car Collector LLC, Automotive Investor Media Group Inc., and Automotive Investor in this format and any other used by American Car Collector magazine. Copyright registered with the United States copyright office. PRINTED IN USA Keith Martin's


Page 16

YOUR TURN Tell Us What’s On Your Mind Contact us at American Car Collector, P.O. Box 4797, Portland, OR 97208 or online at comments@americancarcollector.com Why No Ammeter? I am disappointed in Jim’s article “Charge It” in the January–February issue of ACC (p. 34). I was following along, excited about upgrading the alternator in my 1964 ’Vette, until I got to item #15, where Jim states he just disconnected his ammeter and left it dead. I find it hard to believe your magazine would condone such shoddy work, and I am sure you would deduct for any non-working gauge when evaluating a car. I feel you owe it to your readers to revisit this issue. With your resources, I am sure you could find expert advice on adding an additional fuse and resistor or other components to make an ammeter work with the upgrade, or at least list a company who can do such work. —Dave Palmer, via email Jim Pickering: Dave, thanks for your note. Sorry to disappoint you, but no matter how you look at it, ammeters can be dangerous in our classic cars — and they’re especially troublesome when you add in a larger-than-stock alternator. Most all aftermarket wiring companies have disclaimers about ammeter use with their systems — especially those that include a modern alternator that delivers enough power to keep all your added-on modern accessories humming. YOUR TURN YOUR TURN YOUR TURN YOUR TURN YOUR TURN YOUR TURN TURN Tell Us What’s On Your Mind Contact us at American Car Collector, P.O. Box 47 Tell Us What’s On Your Mind Contact us at American Car Collector, P.O. Box 4797, Portland, OR 97208 or online at comments@americancarcollector.com Why No Ammeter? I am disappointed in Jim’s article “Charge It” in the January–February issue of ACC (p. 34). I was following along, excited about upgrading the alternator in my 1964 ’Vette, until I got to item #15, where Jim states he just disconnected his ammeter and left it dead. I find it hard to believe your magazine would condone such shoddy work, and I am sure you would deduct for any non-working gauge when evaluating a car. I feel you owe it to your readers to revisit this issue. With your resources, I am sure you could find expert advice on adding an additional fuse and resistor or other com- ponents to make an ammeter work with the upgrade, or at least list a company who can do such work. —Dave Palmer, via email Jim Pickering: Dave, thanks for your note. Sorry to disappoint you, but no matter how you look at it, ammeters can be dangerous in our classic cars — and they’re especially troublesome when you add in a larger-than-stock alternator. Most all aftermarket wiring companies have disclaimers about ammeter use with their systems — especially those that include a modern alternator that delivers enough power to keep all your added-on modern accessories humming. T-shifter T-shifter in a 4-speed? Nope depends on the year and make of your car. Both were common. Most ammeters were only rated for the output of the car’s original charging system —say, 30 to 60 amps. If you don’t have the shunt-style system and you add in a 105-amp CS alternator like I did, you might be fine for a while. But as soon as your system cranks up its output to recharge a lower-than-normal battery — or to keep a bunch of things running in a high-demand scenario — poof. At best you have a smoked gauge, or at worst, a fire. In my opinion, it’s not worth the risk, and in the limited space I had in that piece, it was best to just suggest eliminating it versus having someone with the earlier-style gauge hook it up to 100 amps and burn down their car. Can you save the gauge? Sure, if you have the later shunt style. But it’s not going to tell you what you want to know. Keep in mind that it’s measuring resistance over a length of wire. If you change the size, length or routing of that wire — which we did — the gauge won’t be accurate. The system YOUR TURN YOUR TURN YOUR TURN Tell Us What’s On Your Mind Contact us at American Car Collector, P.O. Box 4797, Portland, OR 97208 or online at comments@americancarco R TURN Tell Us What’s On Your Mind Contact us at American Car Collector, P.O. Box 4797, Portland, OR 97208 or online at comments@americancarcollector.com Why No Ammeter? I am disappointed in Jim’s article “Charge It” in the January–February issue of ACC (p. 34). I was following along, excited about upgrading the alternator in my 1964 ’Vette, until I got to item #15, where Jim states he just disconnected his ammeter and left it dead. I find it hard to believe your magazine would condone such shoddy work, and I am sure you would deduct for any non-working gauge when evaluating a car. I feel you owe it to your readers to revisit this issue. With your resources, I am sure you could find expert advice on adding an additional fuse and resistor or other com- ponents to make an ammeter work with the upgrade, or at least list a company who can do such work. —Dave Palmer, via email Jim Pickering: Dave, thanks for your note. Sorry to disappoint you, but no matter how you look at it, ammeters can be dangerous in our classic cars — and they’re especially troublesome when you add in a larger-than-stock alternator. Most all aftermarket wiring companies have disclaimers about ammeter use with their systems — especially those that include a modern alternator that delivers enough power to keep all your added-on modern accessories humming. T-shifter in a 4-speed? Nope depends on the year and make of your car. Both were common. Most ammeters were only rated for the output of the car’s original charging system —say, 30 to 60 amps. If you don’t have the shunt-style system and you add in a 105-amp CS alternator like I did, you might be fine for a while. But as soon as your system cranks up its output to recharge a lower-than-normal battery — or to keep a bunch of things running in a high-demand scenario — poof. At best you have a smoked gauge, or at worst, a fire. In my opinion, it’s not worth the risk, and in the limited space I had in that piece, it was best to just suggest eliminating it versus having someone with the earlier-style gauge hook it up to 100 amps and burn down their car. Can you save the gauge? Sure, if you have the later shunt style. But it’s not going to tell you what you want to know. Keep in mind that it’s measuring resistance over a length of wire. If you change the size, length or routing of that wire — which we did — the gauge won’t be accurate. The system the the effort for a gauge that isn’t going to tell you much anyway — and in my case, was redundant to a voltmeter. Had I not had a voltmeter already installed as part of the Holley ECU, I would have installed one. The better solution is to have that origi- nal ammeter converted over to a voltmeter, which is safer and more useful at giving you a picture of your car’s charging system when using a powerful, modern alternator. Several companies handle that kind of work, such as Redline Gauge Works, making the gauge look stock in the process. If you want big charging power while keeping that stock look, that’s the best way to go. What Transmission? I received the May–June issue yesterday. As usual, it is excellent. Nice variety of cars, nice “Wrenching” article on drum brakes. The ’70 Mach 1 profile on p. 50 indicates that the car has a 4-speed. I’d guess that the T-handle shifter might be connected to a C6? — Paul Shanahan, via YOUR TURN YOUR TURN R TURN Tell Us What’s On Your Mind Contact us at A N Tell Us What’s On Your Mind Contact us at American Car Collector, P.O. Box 4797, Portland, OR 97208 or online at comments@americancarcollector.com Why No Ammeter? I am disappointed in Jim’s article “Charge It” in the January–February issue of ACC (p. 34). I was following along, excited about upgrading the alternator in my 1964 ’Vette, until I got to item #15, where Jim states he just disconnected his ammeter and left it dead. I find it hard to believe your magazine would condone such shoddy work, and I am sure you would deduct for any non-working gauge when evaluating a car. I feel you owe it to your readers to revisit this issue. With your resources, I am sure you could find expert advice on adding an additional fuse and resistor or other com- ponents to make an ammeter work with the upgrade, or at least list a company who can do such work. —Dave Palmer, via email Jim Pickering: Dave, thanks for your note. Sorry to disappoint you, but no matter how you look at it, ammeters can be dangerous in our classic cars — and they’re especially troublesome when you add in a larger-than-stock alternator. Most all aftermarket wiring companies have disclaimers about ammeter use with their systems — especially those that include a modern alternator that delivers enough power to keep all your added-on modern accessories humming. T-shifter in a 4-speed? Nope depends on the year and make of your car. Both were common. Most ammeters were only rated for the output of the car’s original charging system —say, 30 to 60 amps. If you don’t have the shunt-style system and you add in a 105-amp CS alternator like I did, you might be fine for a while. But as soon as your system cranks up its output to recharge a lower-than-normal battery — or to keep a bunch of things running in a high-demand scenario — poof. At best you have a smoked gauge, or at worst, a fire. In my opinion, it’s not worth the risk, and in the limited space I had in that piece, it was best to just suggest eliminating it versus having someone with the earlier-style gauge hook it up to 100 amps and burn down their car. Can you save the gauge? Sure, if you have the later shunt style. But it’s not going to tell you what you want to know. Keep in mind that it’s measuring resistance over a length of wire. If you change the size, length or routing of that wire — which we did — the gauge won’t be accurate. The system the effort for a gauge that isn’t going to tell you much anyway — and in my case, was redundant to a voltmeter. Had I not had a voltmeter already installed as part of the Holley ECU, I would have installed one. The better solution is to have that origi- nal ammeter converted over to a voltmeter, which is safer and more useful at giving you a picture of your car’s charging system when using a powerful, modern alternator. Several companies handle that kind of work, such as Redline Gauge Works, making the gauge look stock in the process. If you want big charging power while keeping that stock look, that’s the best way to go. What Transmission? I received the May–June issue yesterday. As usual, it is excellent. Nice variety of cars, nice “Wrenching” article on drum brakes. The ’70 Mach 1 profile on p. 50 indicates that the car has a 4-speed. I’d guess that the T-handle shifter might be connected to a C6? — Paul Shanahan, via Courtesy Courtesy of GAA Classic Cars


Page 18

PARTS TIME New Products to Modernize Your Street Machine by Jim Pickering Cool ’Vette Bring some comfort to your 1977–82 Corvette with Vintage Air’s new SureFit complete climate-control kit. This Gen IV kit uses electronic microprocessor control to eliminate cables and vacuum lines under the dash, and it’s quick to function thanks to a high-capacity copper parallel-flow heat coil and aluminum plate and fin-cooling coils. It’s a complete kit, meaning all the underhood components and brackets are included. If you need better control over your Corvette’s comfort level in a variety of weather conditions, check out this kit. Prices start at $1,500 at www.vintageair.com. Get Bright The lights in your classic may not have changed much over the years, but the world around them has. Even streetlights are brighter than they were in 1966, never mind the brake lights of the Escalade in front of you, which leaves your Mustang or Chevelle looking like a flickering candle in a dark room full of high-powered flashlights. Dapper Lighting has solved this issue with their OE7 LED headlight conversion — these integrate modern LED technology into a package that looks stock in your older car. They deliver up to three times more light than a standard H4 conversion, draw less power than a factorysealed beam (so no worries about harming your factory wiring), and give you modern-style output that doesn’t look tuner-car blue. If you want to be able to see out of your classic at night — and I mean really see — start here. A pair starts at $299 at www.dapperlighting.com. Classic Brakes Seeing is one thing, stopping is another. Baer’s Classic Series 11-inch front-disc-brake kit for 1964–70 GM A-bodies is just the ticket for better stopping power while maintaining stock wheels. This kit utilizes your stock spindles and comes with one-piece drilled and slotted zinc-plated rotors, two-piston pad-guided calipers, high-quality bearings and races pre-installed, dust caps, mounting brackets, braided stainless hoses, and more. They fit most 14-inch and 15-inch wheels, so you’ll get increased stopping power without needing to upsize those factory rims. Prices start at $695. www.baer.com. 20 AmericanCarCollector.com


Page 20

COOL STUFF by Chad Taylor Electric Lifting If you are someone who gets a flat and Compact Cleaner Detail your car to perfection with MetroVac’s Vac N Blo Compact Wall Mount vacuum. This three-in-one vacuum is lightweight but tough, utilizing all-steel construction and a powerful 4-hp motor. It can also act as a blower and inflator. Included are the custom-designed ary attachments for whatever job comes t for $314.99 at www.metrovac.com. Car Design 101 u ever wanted to design and draw yo ions? Learn how to do it the right How to Draw Cars sketchbook r Demo. The beginning of the ses many guidelines to help you hose guidelines phase out as e more advanced and work your h the pages. Chapters include s anatomy of a car, perspectives ns. Get your How to Draw Cars or $19.99 at www.renderdemo.com GOOD READS by Mark Wigginton The Last Lap changes it yourself — right there on the side of the road — get it done faster with the Powerbuilt 1-Ton Electric Floor Jack. Plug it into a 12-volt outlet and it will lift a ton up to 14 inches. If the tire pressure is low on the spare, you can inflate it with the built-in 115psi inflator. Get one at www.powerbuilt. com for $131.95. by Peter Golenbock, Howell, 438 pages, $21.12, Amazon Back in my newspaper days, I was a lonely newsroom voice trying to convince the sports crew that racing was a sport and there were lots of folks who wanted to read about it. Finally, I came to the conclusion the only way to get a sportswriter to cover a race was to throw a baseball into the cockpit just before the green flag. Peter Golenbock is one of those guys, with a long string of baseball books on his personal production shelf before he got the racing bug with American Zoom (which we featured in ACC #51). But his conversion then led to The Last Lap, his follow-up NASCAR book featuring a huge collection of interviews with surviving giants of the early days. It has a particular focus on racers who lost their lives (written in 1998, it came out before the crash that claimed Dale Earnhardt in 2001). A nice companion to American Zoom, it’s a “straight-from-the-horse’s-mouth” kind of book, and features a cast of tough, no-nonsense characters, famous and not, winners, losers, rich guys and dirt poor. Provenance: Fit and finish: 22 AmericanCarCollector.com Drivability:


Page 22

SNAPSHOTS Update Your Old-Car Garage Ten innovative items to modernize your workspace By Chad Taylor and Chad Tyson up with 10 updates for your old-car garage. S for your own custom setup. Ready-made kits start at $439.99 (¾-inch, 90-foot master kit), with the one-inch, 235-foot kit priced at $1,099.99, and can be purchased at rapidairproducts.com. from Griot’s Garage. They’re super-dense foam and come with adhesive backing tape for quick, easy installations. Find a set of two at griotsgarage.com for $19.99. Add the Perfect Parking Mat for an additional $19.99 to hit that same parking spot every time. Courtesy of Baldhead Cabinets ometimes it seems that old cars have a hard time fitting in with the world today. Modern, compact Hyundais have more horsepower than base-V8 Pony Cars did on Day One, as well as many optional doodads such as parking assist, backup cameras and power everything that makes it nearly effortless to drive and park. Some of these things even rumble the seat when you veer from your lane! I’m sure I’m not alone in thinking that there is too much electronic assistance these days, but, just like that two-stage paint job, there’s no reason that your garage can’t be upgraded as well. We’ve sorted through our own work spaces and picked some contributors’ brains to come Stick It In a Pipe Dragging air hoses around your car in the garage is a timehonored tradition that desperately needs to stop. One of the best ways to solve scraped fenders and scuffed valance panels is fixed air lines. You could measure, cut and solder your own copper pipes, but if that seems too much of a hassle, check out Rapid Air Products’ FastPipe. It’s a modular aluminum compressed-air piping system with compression-style fittings. That means no rust and no O-ring seals to leak out air. Pipe sizes range from ¾-inch to 3 inches 24 AmericanCarCollector.com Stop Dinging Your Doors Sometimes the garage we have isn’t perfect (we’re looking at upgrades here, after all), and that could be due to width limitations. If you don’t have a full car door’s length away from the wall, you’re asking for chips, dings and a lot of touch-up painting. Save that effort by installing a pair of wall-mounted door guards Follow the Light…Then Stop If those previous pieces are too low-tech for your garage (along with that tennis ball hanging from a string), then consider this adjustable parking sensor from STKR. There are no bumps to count and you’re already used to


Page 23

the color pattern. The ultrasonic range-finding tech uses a green light to indicate it’s safe to proceed, then turns yellow as a warning to slow down, and finally displays red at the desired parking distance from the sensor (six inches to six feet). Mount the sensor to a wall, tool cabinet or another surface perpendicular to the floor via the supplied hook-and-loop tape. Get it at stkrconcepts.com for $29.99. Keep the Heat It’s easy enough to open some windows and turn on the big shop fan to get some work done in the garage during the sweltering summer heat. Or, if it’s just too damn hot — like Mobile, AL, in August — there are always the evening hours to complete some projects. Working through a blizzard in Wyoming has no such alternatives, which is why a good heater will help you get any project done on your old car during the cold, slower months. I found overhead radiant heaters are the best for heating small to medium garage spaces, although they’re super useful in actual repair shops near workstations. Check out the full list of features at mrheater.com and pick one up for $418.11. BendPak HD-9 Lift Without a doubt, a car lift is one of the most useful shop pieces you can add to your garage. Those wanting a lift that works for storage and wrenching tasks should check out BendPak’s HD-9 Four-Post Lift. Every HD-9 features multilevel locking positions, automatic safety locks and an electric-hydraulic power system. The heavy-duty aircraft cable, latches, sheaves and air lines are routed inside the lift frame for safety and a clean look. Check out all BendPak’s lifts and buy the HD-9 for $3,515 at www.bendpak.com. Baldhead Cabinets Storage and organization are key to a functional garage, but that doesn’t mean style has to be sacrificed, too. Your garage will have all three when equipped with metal cabinets from Baldhead Cabinets. Made from 18-gauge steel, these premium cabinets feature a durable powdercoated finish, soft-close door hinges and full-extension ball-bearing drawer slides. Plus, they are endlessly customizable to suit your garage and tastes with multiple color, handle and countertop options. Visit www. baldheadcabinets.com to spec out the perfect cabinet setup for your space. POR-15 Concrete Floor Armor LV Prevent staining the concrete floor in your garage with each rogue drop of oil and protect it instead with the POR-15 Concrete Floor Armor LV. This water-based, two-component epoxy floor coating is designed to safeguard concrete from any chemical, abrasion and impact damage that may occur. Best of all, it reflects light for a brighter workspace and is easy to clean with just soap and water. Get your supply of POR-15 Concrete Floor Armor LV for $133.12 at www.por15.com. Stop Crawling, Start Creeping I still have my faded red surfboard of a creeper from when I wrenched for Ford more than a decade ago, but it just takes up a bit of space leaning next to a storage rack in my garage. Since I started using the foldable Z Creeper from Omega Lift around my garage, that red plastic chunk hasn’t moved. The Z Creeper easily switches from creeper to shop seat via a safety pin and supports up to 450 pounds of mechanic. Get one at www. omegalift.com. Hyperikon LED Shop Light Working in a garage with bad lighting is a frustrating proposition. Leave the frustration behind and light up your workspace with Hyperikon’s LED Shop Lights. Each four-foot light provides an output of 4,000 lumens and 140 degrees of illumination to help prevent shadows. Plus, up to five can be linked together for easier installation. The lights have a lifetime rating of 45,000 hours and are covered by Hyperikon’s five-year unlimited coverage. Pick up the Hyperikon LED fourfoot Shop Light at www.hyperikon.com for $28.15 each. Polk Audio Atrium4 Speakers The garage is supposed to be a happy place where we spend hours tinkering with our toys and hanging out with friends. Fully embrace that carefree atmosphere with some tunes playing over Polk Audio’s Atrium4 speakers. These hearty speakers are rated for outdoor use and will stand up to the dusty and damp or humid conditions often found in garages. The 4.5-inch drivers will provide great low-end sound, and ¾-inch tweeters will balance out the top end. Best of all, they are easily installed and come with a five-year warranty. Purchase the pair of Atrium4 speakers for $229 at www.polkaudio.com. A July–August 2020 25


Page 24

SNAPSHOTS / READERS’ FORUM Pandemic Projects What are you working on during social distancing? Shawn Kolbe with his DeTomaso Pantera, which has an original 351 Cleveland V8 made in Ohio This month’s Readers’ Forum question: There’s a high probability that you’ve had some spare time recently. Perhaps you’ve spent a good portion of that in the garage tinkering on a carburetor rebuild or swapping out whole drivetrains. The ACC staff has been working from home for two months now, and we’ve shared some of our projects through our weekly ACC newsletter. We wanted to know what you’re working on and to share it with other ACC readers. Here’s how you responded: I’m in the process of going through the suspension and drivetrain What can you do when your latest project has just been finished and the country goes on lockdown? Timed to be ready for the opening of show season, my ’65 Ford Falcon sedan delivery just finished a five-year, ground-up restoration/modification. Every nut, bolt, screw and washer are brand new; the paint and interior are flawless. The 347 stroker and AOD trans are primed with fluids and fuel. The plugs are perfectly gapped, just waiting for that first little blue arc to make its jump. Yet as show after show is canceled or postponed, my glorious ride sits, forlorn. A one-car car show in my garage. So what am I doing? Dusting and polishing, polishing and dusting, making sure the charger is charging. At least I don’t have to practice social distancing with it. — Steve Switzer, via email 26 AmericanCarCollector.com on my 1956 Continental Mark II. This is the fourth one I have owned. I bought my first one back in 1962 when I was in the Army. I wish I could locate it and see if it’s still in good condition. Its serial number is C56B1991. My latest one has 48,000 original miles over its 65-year life, and it looks like it’s never been driven in rain or bad weather. Even though it’s in very nice condition, things like brake cylinders, suspension parts and other items have deteriorated from age. The good news is that the original Bridge of Weir leather interior is still in near-perfect condition. A fresh paint job in the original Starmist White (color 14) has my car looking like new. Since only 3,014 of these amazing cars were made in Ford’s special Continental Division, parts are very scarce and expensive. — Jack Bowser, via email


Page 25

My personal ’63 ’Vette built by Dick Vreeland and John Caruso in 1964. This Sebring and Daytona veteran will see street action this year! There’s also the ’61 Ford Econoline with a big Cadillac V8 out back (was told it was a 500, but looking at the casting numbers, it’s a ’78 425). Judging from the total weight, it should be a hoot! — Peter Mansolillo, Muscle Car Jr. Inc., via email along with wheel bearings and seals. Upgrading to an aluminum radiator, with dual puller (vs. factory pusher) electric fans. All-new stainless radiator tubing, hoses and clamps in stock locations. Plus loads more. What’s left to do is replace the factory ammeter with custom volt- age meter that looks factory from Hall Pantera, and fixing the driver’s side electric window. It won’t go up. Take care and see you at a car show soon. — Shawn Kolbe, via email What I did on my COVID-19 “vacation.” I finally did the upgrade on my ’65 Chrysler 300 convertible, changing from drum to front disc brakes. I did the all-Chrysler conversion, essentially using knuckle/rotor/caliper parts from a ’73 Chrysler, plus a few other OEM pieces. I have only been collecting the parts since 2006 — it was time! The same drum brakes used on a slant-6 Fury I were on this Chrysler convertible with a big block and a/c. — Mark, via email I’m restoring a ’63 Avanti R2 4-speed car. Came to me as an empty body, painted 14 years ago. Between then and now, a shop fire and parts that went missing, leaving lots of parts to be found throughout the winter months. — Brian C., via email I’d love to share my project with you! It does have an original, thundering 351 Cleveland V8 made in Ohio. Also, they sold through Lincoln Mercury dealerships. I bought DeTomaso Pantera s/n 4503 in July 2018 from its long- term owner of 41 years. I finally got it on the road this spring. Just in time for the virus pandemic to hit and every car show/event to be canceled. “All dressed up and no place to go,” so to speak. Some of the work has included: new upper and lower A-arms and sway-bar bushings front and rear, Wilwood big-brake kit with a fifth brake caliper for the emergency brake (using stock brake rotors), Body-off-frame restoration of a 1969 Chevrolet Corvette Stingray big-block roadster. — Fred Kolstad, via emailA July–August 2020 27


Page 26

WRENCHING: HOW TO by Jim Pickering INTO THE WEEDS How to give your old rig modern handling — and attitude — with RideTech suspension Editor’s note: In this month’s “Wrenching” column, we’re previewing a section O of a chapter from my new book, Chevy/GMC Trucks 1973–1987 — How to Build & Modify, published by CarTech. This is just one project of many featured in the book, from big brakes, LS swaps, wiring upgrades and more. It’s available now at www. cartechbooks.com and www.amazon.com. ld trucks have been trending up in both value and interest for years, and for good reason. While traditional American muscle priced itself up and away from its blue-collar fun roots, pickups stayed cheap. Trucks, built in huge numbers, grew their own following among people who had them back in the day, as well as among new, younger car people in search of something that shared some musclecar fundamentals without a muscle-car price tag. Considering all that, current interest in squarebody GM pickups makes sense — and modified trucks, specifically those made more usable for today’s buyer, are growing in value more quickly than stock examples. Look at any Mecum, Barrett-Jackson or even Bring a Trailer auction results for proof. So what’s the best way to make an old truck better? Factory rigs are bouncy and high-riding. It made sense when they were hauling stuff for a living — leaf-spring 28 AmericanCarCollector.com WHAT YOU’LL NEED RIDETECH PARTS LIST P/N 11360297, Air Suspension System for 1973–87 Chevrolet and GMC pickup, $5,950 P/N 30414100, 5-Gallon AirPod With RideProX Control System, $2,500 P/N 30400035, RidePro HP Ride Height Sensors for RideProX, $500 TIME SPENT: Two days DIFFICULTY: J J J (JJJJJis toughest) suspensions are simple, cheap and effective at hauling weight, but they’ve got a mule-kick quality when unloaded. You can do a lot better — especially if you’re also looking to get your rig down in the weeds. RideTech has the answer for squarebody Chevrolet and GMC trucks in its complete front and rear suspension systems. These kits bolt in place of your factory components but use stronger, better-engineered pieces — including a four-link out back — to achieve better handling, ride and adjustability than anything GM built. As a buyer, you have a choice of coil-overs or air springs and HQ-series ShockWaves with these kits. For cool factor and a full eight inches of ride height adjustability at the push of a button, I went with the air system. Here’s how to install it on a 1979 C10.


Page 27

2 1 RideTech’s front suspension system consists of their custom StrongArm control arms, CPP drop spindles, CoolRide air springs, shock absorbers, MuscleBar sway bar and all the required mounts and hardware. After tearing down the factory suspension, the front installation can begin. RideTech’s kit comes with this heavy-duty steel plate, which bolts to the underside of the crossmember and serves as the upper mount for the air spring. Use it as a template to drill four 3/8inch mounting holes. 3 Once your crossmember holes are drilled, the plate needs to come back off, as the spring must bolt to it. This is also the time to install the airline fitting in the top of the spring. You must use some thread sealant here to prevent leaks. The spring bolts to the plate with flat washers and Nyloc nuts. It’s also smart to connect your air line to these front fittings at this point. 4 6 The StrongArm tubular control arms are stout pieces, designed specifically for air-spring use. RideTech updated the fore and aft position of the lower ball joint to adjust for lower ride height, while also adjusting its length to allow for better camber adjustment. You’ll need to have your truck aligned once you’ve completed the swap, but putting the upper control-arm shims back where they were should get your alignment close. The shockmount bracket bolts to the frame using the original shock-mount hole as an index to locate it. Installing it requires drilling four more 3/8-inch holes and bolting it in place with the supplied hardware. RideTech’s HQ-Series shock is the heart of this system, and it’s easily adjustable with 26 different rebound settings. July–August 2020 29 5 RideTech’s kit uses a CPP drop spindle for the C10, and it installs just as the original did: Castle nut for each ball joint, torqued to 50 ft-lb (upper joint) and 90 ft-lb (lower joint). These spindles, when using the appropriate supplied bracket, support the factory disc brakes.


Page 28

WRENCHING: HOW TO 7 9 If your truck had a factory sway bar, it will need to be removed, and so will the original brackets, which are riveted to the frame. This truck didn’t have a sway bar, but all the C10 frames were drilled for them, so the mounting holes for the massive 1.5-inch MuscleBar are already there. The PosiLinks allow the truck’s ride height to vary while maintaining the sway bar’s effect over the front suspension. These feature a sealed joint at the top and bottom to allow for changes in ride height. 10 The PosiLink bars install with the threads pointing in toward the center of the truck. They fasten with Nyloc nuts, torqued to 65 ft-lb. Note the steel plate I fabricated to locate the A-arm end of the LevelPRO sensor for the RideProHP system. It simply bolts to the bottom of the sway-bar end link bushing, with the control rod snaking around the sway bar and tie-rod end. 30 AmericanCarCollector.com 11 RideTech’s bolt-in four-link kit is very well built — stout enough for miles of use and big power applications. It’s precision fit for squarebody C10s and features adjustable end links, which allow for tuning of pinion angle. It also comes with special spherical joints that resist binding, and can be fitted with a rear sway bar as well. No axle modifications are required, making installation easy. The MuscleBar uses Delrin sleeves inside poly bushings — the Delrin is harder than rubber and softer than polyurethane, and it is self-lubricating, which means no noise. The Delrin liners slip over the end of the MuscleBar, and the poly bushings then fit over them. 8 12 If you haven’t already removed the pickup bed, now’s the time to do it. Then the rear axle and springs need to come out, which is as simple as unbolting everything and moving them out of the way. PB Blaster and an impact wrench make quick work of it.


Page 30

WRENCHING: HOW TO 13 The spring hangers are the next to go. I find drilling their rivets out to be most effective, starting with a center punch, a small pilot hole drilled just past the frame level, and then following up with a larger bit. The heads break off and the remnants can be driven through the frame with a punch. 14 This kit requires the installation of a C-notch for axle clearance, which means you’ll have to cut the frame rail. The instructions come with a handy template intended to index off a factory frame hole. With this template in place, center punch and drill two ½-inch holes to serve as the corners of the C-notch, then mark the frame where it needs to be cut. The holes serve as corners for the cut, which lessen the possibility of stress cracking. 15 A reciprocating saw is a quick way to cut the frame, following the marks transferred over from the template. The cut should be as straight as possible — but you’ll need to come in and clean up your cut with a grinder before fitting the C-notch over the frame. 16 17 Once both C-notches are installed, the upper crossmember can go in. It slides in, bolting up to the bot- tom of the lower frame and below each C-notch. Six more holes need to be drilled per side, then it can bolt in place. Torque is 50 ft-lb. C-notches typically fit tightly, but a big rubber mallet will seat them in place. With the indexhole bolt installed, you can center-punch and drill the remaining holes with a 7/16 drill bit, install the supplied bolts, washer, and Nyloc nuts, and then torque to 50 ft-lb. 32 AmericanCarCollector.com


Page 31

These four-link mounts install using the same holes that the factory front leaf-spring mounts used — although all but two of the holes need to be drilled out to 7/16-inch. These mount with the tabs pointing forward. Torque on the mounting bolts is 50 ft-lb. 18 RideTech’s kit uses several brackets that bolt to the factory rear-axle housing and use the original leaf-spring mount to locate the axle and attach the four-link bars and air springs. The upper plates feature a pin that centers them on the OE spring pad, just like a set of leaf springs. 19 21 20 22 Then, up from below comes the remaining section, with the lower spring/shock mount and lower four-link mounting tabs. Large 15/16-inch nuts and washers come in the kit. Torque is 60 ft-lb, done in a crisscross pattern. The fourlink bars locate the axle in the truck, and they’re adjustable for pinion angle should that be required in your application. All four are the same, but all four should be attached at the front mount first, then at the axle housing. RideTech’s C10 four-link kit uses their R-joints — specially designed rod ends that feature a stainless-steel ball, composite RXT10 self-lubricating cage, and spring-loaded keepers that hold it all together inside a stainless-steel housing. These are selfcleaning and articulate easily. 23 An adjustable Panhard rod is the final piece in the four-link puzzle — its job is to keep the rear axle centered in the truck throughout the up-and-down range of motion. It bolts to the upper crossmember on the driver’s side and the lower spring mount on the passenger’s side. July–August 2020 33


Page 32

WRENCHING: HOW TO 24 ranty. RideTech’s Shockwave is an air spring and adjustable shock in one compact, very high-quality package. Installation is easy — bolt in, torque to 75 ft-lb. It comes with a 1,000,001-mile war- 25 Two notches need to be cut in one of the pickup bed’s crossmembers to make clearance for the C-notch. The cuts need to be approximately five inches wide and are about seven inches from each fender well, located at the crossmember above each rear wheel. A cutting wheel makes quick work of it. 27 Mounting the AirPod in a factory 26 RideTech’s AirPod is a stand-alone weather-sealed air-management system. This one includes a five-gallon tank, dual compressors, the RideProX/HP ECU, and all the required wiring in a plug-and-play weather-tight unit. It also just so happens to be approximately the same size as a factory C10 shortbed fuel tank. tank location preserves the bed’s space for other things. Spacing here is important — you need clearance for cab motion, but you also need the unit to sit higher than the lowest section of frame rail, as well as the rocker panel. I made a steel bracket to hold the unit. 28 This system is wireless, meaning the control functions are handled via RF frequency rather than by a hardwired controller for clean-looking final installs. The Wireless Control Unit, which connects with the wireless cigarette-lighter-mounted interface, is best mounted to a kick panel. 34 AmericanCarCollector.com


Page 34

WRENCHING: HOW TO 30 Next up, run the air lines from 29 31 Wiring up the AirPod is simple. The main power wire (red) connects to constant power at the battery (with an added 40A in-line fuse within 18 inches of the battery), while the yellow wire con- nects to ignition hot under the dash. A small harness routes to the WCU on the kickpanel, and a ground strap connects to the frame under the truck. RideTech’s RideProHP ride-height sensors are an important piece of this puzzle, as they give the system’s computer a picture of actual ride height so it can compensate for load. They need to be mounted where they won’t interfere with suspension or wheel travel, and they need to have a 90-degree sweep from full suspension extension to full compression — no more. I chose to make a bracket that mounted under the front inner U-bolt in the rear, and mounted the sensor to the frame. Up front, I mounted them to the crossmember and lower MuscleBar mounts. 33 One of the nice things about the RideTech kit is that you don’t need any significant body modifications to make it work. This is as low as you can go without body mods — this system gives about eight inches of drop over stock when aired down, but ride height is completely adjustable on the fly. Even better is the improvement to handling and ride quality, which are light-years ahead of what they were with the factory components. This system is tight when pushed in the corners while remaining compliant over bumps and uneven surfaces — the best of both worlds. A To learn more about this system, and about other aspects of upgrading GM’s squarebody pickups, check out Chevy & GMC Trucks 1973-1987 — How To Build & Modify by ACC Editor Jim Pickering. It’s available at www.cartechbooks.com and www.amazon.com. 36 AmericanCarCollector.com the AirPod out to each spring. You’ll need a special plastic-tubing cutter here, as the air line cuts must be square and clean. The air lines simply push into the connections at the spring and at the AirPod — be sure to use grommets where they run through the frame. 32 After all that, all that’s left is to grease all the front ball joints, double check bolt torques, and give everything a once-over. Then power up the system, set a few parameters using the RidePro software (or smartphone app), and the air suspension is complete.


Page 36

DOUBLE TAKE Carl Bomstead vs. Jay Harden Deal or No Deal? ACC’s Carl Bomstead and Jay Harden kick around recent Bring a Trailer sales When it comes to a sale, perspective is important in determining what was a deal and what wasn’t. Of course, those perspectives don’t always align. This month, ACC contributors Carl Bomstead and Jay Harden bring their varied backgrounds to bear to try to find some not-alwayscommon ground on a few recent Bring a Trailer sales. 1948 Lincoln Continental Coupe Lot 30947. VIN: 8H177512. Black over Mauve and tan. 292-ci flathead V12, 3-sp overdrive. 3,000 miles. Sold at $33,600, including buyer’s premium. Bring a Trailer, 5/4/20. 45 bids. Condition: 2+. HARDEN If ever there was the perfect car for starting your own wedding-chauffeur business, this is it. No egregiously overpriced union is complete without the sophisticated old car whisking the bride and groom off the estate grounds, and this one is about as elegantly generic as they get. You could work on earning back that purchase price at an hourly rate by providing the perfect photo backdrop for the sophisticated couple looking to make sure they aren’t upstaged by the scenery. This Continental is stately — handsome in a starched-suit kind of way — but I’m wondering what real value it has beyond its historical relevance as a snapshot in time. The 3-on-the-tree puts it outside the comfort zone of most drivers under the age of 60, but I don’t imagine there were many younger bidders clamoring for this one. As with most land yachts, I’m happy to admire this one from a distance. 38 AmericanCarCollector.com BOMSTEAD Jay, sorry, but your wedding-chauffeur business is dead on arrival. You have, obviously, never been in the back seat of a 1948 Continental. If you are the size of a 10-year old, it’s an easy fit, but a blushing bride in her full wedding regalia? That’s a struggle. Plus there is not much of a view from the back. The 1948 Continental is a CCCA Full Classic and is eligible for CARavans, Grand Classics and other club activities. The Lincoln Continental Owners Club is also active, so there’s no end of what to do with the car. If “3-on-the-tree” is an issue, then Cobras, Mustangs and other ’60s muscle cars are soon to be left by the side of the road. Oh, just send them my way. At the price paid, this is a relatively inexpensive entry point to a summer full of fun car activities. When it’s time to move on, I doubt if this will leave a dent in the new owner’s pocketbook.


Page 37

1966 Chevrolet Corvette 427/425 Convertible Lot 30579. VIN: 194676S112718. Mosport Green, black vinyl. 427-ci V8, 4-bbl, 4-sp. 52,000 miles. Sold at $107,000, including buyer’s premium. Bring a Trailer, 4/24/2020. 43 bids. Condition: 2. BOMSTEAD Only 5,116 Corvettes were offered with this motor, and it was with an upcharge of $312.85. The F41 Special Front and Rear Suspension RPO was also ordered for this car. It is documented with the everimportant IP motor suffix, and the seller provided photo documentation of their numbersmatching research. The Corvette was offered by prominent dealer Corvette Mike, who has a solid reputation. It was presented with an extensive photo portfolio, and representatives were available for any necessary consultation. The price paid, even in a softening Corvette market, was most reasonable for a welldocumented big-block. HARDEN We talk a lot around here about “Whaddya do with it?” and pristine, numbersmatching Corvettes always pose a challenge for me. I might forever be barred from the pantheon of classic-car writers for poo-pooing early Corvettes, but the ferocity with which judgment gets levied at these things is just too much for me. It’s a shame, too, because I’m not sure there are many cars in the history of the automobile that are so singularly attractive as a second-gen ’Vette. Worrying about chalk marks and window-crank-clip replacement just ain’t my thing, although this is a very lovely car. I bore easily, and being tasked with keeping the excitables pristine makes me about as anxious as a long-tailed cat in a room full of rocking chairs. Holding sidepipes back from singing at full song is against my religion, so, sadly, ’Vettes like this one are wasted on me. 1977 Ford F-150 Ranger XLT 4x4 Lot 30939. VIN: F14SR080376. Blue and silver, black vinyl. 351-ci V8, 4-bbl, auto. 82,000 miles. Sold at $32,813, including buyer’s premium. Bring a Trailer, 5/4/2020. 30 bids. Condition: 3+. HARDEN I’ve been preparing for this moment for several years now, but I still can’t swallow these sorts of prices without choking a bit. Every third parking space in my high-school parking lot was occupied by a $2k late-’70s-to-early-’80s Ford pickup — and those were shortbeds. I understand that the longbed carries a different sway for Oregon buyers, but more will always be less for me when it comes to truck beds. I love traditionally styled two-tone paint schemes on these old trucks, too, but the wheels must’ve been picked out by the builder’s teenage grandson. Swapping wheels is an easy fix, but we’ll need to tack on at least another grand to get this right. With the purchase price already at double, maybe even triple what we were seeing five years ago, I can’t help but wonder if we’re beginning to reach the point of a flame-out. BOMSTEAD It has taken me a while to get my arms around the pickup craze, too, but I do get it. They have been the best-selling vehicles for years, so there will be a natural following for the older versions. Yeah, they are more expensive than when we were in high school — but what the heck isn’t? I agree that the two-tone paint is attractive and also question the “off-road” look on a truck that won’t venture 100 yards down a dusty road. Someone on Craigslist will want the wheels and tires for the price of period look, and that will complement the package. Pickup pricing has been fairly predictable of late. This sale is not an outlier, as it falls in line with other sales of well-restored examples. Trucks like this have broad appeal, and I see no reason that their popularity will not continue for years to come. July–August 2020 39 1949 Buick Roadmaster Convertible Lot 30625. VIN: 75058591. Black, red leather. 320-ci I8, auto. 10,000 miles. Sold at $42,000, including buyer’s premium. Bring a Trailer, 4/24/2020. 18 bids, Condition: 4+. BOMSTEAD This example was refurbished by the seller’s father almost 20 years back and has all the earmarks of an amateur effort. The engine bay was filthy with leaks, streaks and rust, and the whitewalls had yellowed. A new soft top was recently installed, but they neglected the chrome trim on the rear top bow. The trunk was badly water stained, too. Several well-restored 1949 Buick Roadmaster convertibles have recently sold in the $70k–$80k range, so if the buyer just wants a decent driver, he got a little carried away. As a restoration project, it is hard to justify, as bringing this to a 95-point example will quickly burn up at least $30k. Regardless of the objective, this one sold for all the money. HARDEN If a power suit were a car, this would be it. These Roadmaster convertibles exude the kind of impeccable styling that is often imitated and rarely replicated. I couldn’t imagine making my red-carpet debut in anything less. That being said, there appears to be plenty of work ahead for the new owner. I agree with Carl on this one when it comes to the money spent, but if ever there was a postwar car worth my money, it’d be one of these bad boys. As long as the new owner doesn’t get caught up in a desire to repaint the thing, a little mechanical and cosmetic attention might be all that’s needed to park a soliddriving 10-footer in the garage. It’s no trailer queen, but those cars are no fun to drive. Besides, if the new owner just keeps the thing moving down the road, no one will be able to get close enough to nitpick.


Page 38

DOUBLE TAKE Carl Bomstead vs. Jay Harden 1987 Pontiac Firebird Trans Am GTA KITT Lot 30641. VIN: 1G2FW21F0HN252776. Black with tan cloth. Fuelinjected 5.0-L V8, auto. 87,000 miles. Sold at $34,125, including buyer’s premium. Bring a Trailer, 4/27/2020.26 bids. Condition: 3+. BOMSTEAD “Knight Rider” was a popular television series that was on the air from 1982 until 1986. Crime fighter Michael Knight was assisted by KITT, an advanced, nearly indestructible car controlled by artificial intelligence. It was based on a 1982 Pontiac Firebird Trans Am, but this tribute is based on a 1986. This conversion was built in 2015 with fiberglass components from Italian supplier KW enterprises and power supplied by a fuel-injected 5.0-liter LB9 V8. The custom dash is fiberglass and is a replica of the one used in the television series. It includes dual CRT-style screens and electronic panels, along with a unique steering column. An ’86 Pontiac Firebird with a fuel-injected 305 in above- average condition is worth a touch over $20,000, so adding $12,000 for the KITT conversion is not unreasonable. But after giving the neighborhood kids a ride and attending the first couple of neighborhood Show ’n’ Shines, what the heck do you do with it? HARDEN I’ve always been more of a Lee Majors and “The Fall Guy” kind of, er, guy than a “Hoff” and KITT fan, but I completely understand the appeal of a car like this. Yes, it’s a bit of kitschy extravagance that will likely never be more valuable or recognizable than it is right now, but I bet it’s a ton of fun. There’s no way that the average Gen X and Yer can help cracking a smile when waiting behind this thing in the Starbucks drive-through. Silly? Maybe, but so is a DeLorean or a ’60s Batmobile. My guess is that if you have $30k-plus to throw at a KITT replica, you probably have a few extra bucks you could use to swap in an LS for some hellacious burnouts to keep the kids entertained. I’ve seen a lot more spent on a lot less, so I’d say the new owner just needs to pop his collar, roll up his sport-coat sleeves, and let ’er rip. 1968 Chevrolet Chevelle Malibu Custom Lot 30570. VIN: 136378Z147232. Silver, red vinyl. Fuel-injected 383ci V8, 4-speed manual. 535 miles. Sold at $52,500, including buyer’s premium. Bring a Trailer, 4/23/2020. 15 bids. Condition: 2. HARDEN The $50k price tag here tells us a lot about the old-car experience many buyers are searching for these days. Drivers have grown accustomed to the comfort, performance and drivability of their new cars, and have begun to expect the same from the old ones. Some folks look at Pro-Touring and resto-mod builds with disdain. I am not one of those people. They may not be the best way to make money, but they’re a fantastic way to make memories. Fuel injection, quality suspension components and four-wheel disc brakes can absolutely revolutionize the experience of driving a muscle car, and they do so without sacrificing any of the styling or long-term value — no torch needed. Cars like this are built to be driven regularly, not to be socked away under cover. There are enough cars living a life under glass as it is, and that life sounds a bit like abuse to me. BOMSTEAD I’m not a fan of resto-mods, but this one gets my attention for all the right reasons. It is a crisp, sanitary build. More importantly, at least to me, it is not pretending to be something it is not. No fakey SS hood or other cloned components is certainly refreshing. The build quality is over the top, as would be expected for a car that was displayed at the 2018 SEMA show. Sides are laser-straight, with an interior that complements the flawless silver livery. It has the look. Building a car like this is rarely profitable, and this was no exception. At the price paid, the new owner knocks $20k off the build cost and avoids the hassle and frustration that are part of a build process. It’s a strong car at the right price. I just wish I could spend a couple of hours behind the wheel. A 40 AmericanCarCollector.com


Page 40

CHEAP THRILLS B. Mitchell Carlson AFFORDABLE If vintage pickups are so hot, why are these still under the money? But when it came to the Stylesides, Ford figured they were sturdy enough for their assumed lighter-duty roles. That mindset proved to be nearly disastrous. The Styleside worked fine for light-duty jobs, but farmers and contractors who bought the eightfoot-long “unibody” trucks and loaded ’em past the gunwales found that the bodies distorted under heavy loads — in some cases so badly they they’d jam the doors shut, or pop the doors open over rough roads or railroad crossings. For 1963, Ford’s immediate Plan B was to offer the choice of the 1960-era Styleside box or the “unibody,” and the former immediately outsold the latter by two-to-one. By 1964, Ford’s proper Plan B was an all-new pickup box with styling that harmonized with the rest of the sheet metal. Then they discontinued the “unibody” for good. Beaming with pride for 1965 1965 was the year of the greatest change. The big- P ity the 1961–66 Ford F-series pickup. Despite vintage pickups being one of the hottest segments of the collectible-vehicle market, this era of pickups seems to be generally forgotten today — and that really is a pity, since they combine vintage-pickup charm with modern utility. A cleaner Ford The new fourth-generation trucks, introduced for 1961, had an all-new cleaner design. Compared with the previous boxy generation, the styling was smoother, more rounded and more svelte. Part of the svelte look was due to a radical new configuration. Based on the success of Ford’s 1957-and-on Ranchero, the designers combined cab and cargo box with the 1961 Styleside. Today generally called the “unibody,” it was fitted to long and short 2-wheel-drive F-100s and F-250s through 1963. On all 4-wheel-drives and one-ton F350s, Ford continued production of the 1957 through 1960-era Styleside pickup box. Ford also continued to use the stepside “Flareside” box in all lengths and series. These configurations were due to marked frame flexing in those applications. gest news was the introduction of Twin I-Beam front suspension for 2-wheel-drive F-100 and F-250 pickups. While the dual-front-axle configuration had its faults, it was robust enough of a design that it morphed into a 4-wheel-drive Twin Traction in 1980 and soldiered on through 1996. Just as important was a refresh of the engine offerings. Gone were the Y-block V8s and Ford’s firstgeneration inline 6 that both dated to the early 1950s. Now a new thin-wall-casting 240-ci straight 6 and the FE-block 352-ci V8 powered the light-duty pickups. For the final year of this generation, Ford marketed to residential buyers, with additional models and greater creature comforts. The Ranger option package offered bucket seats and a small center console, marketed as something of a Mustang pickup. Plus, this was the introductory year of the Camper Special packages on F-250s. Courtesy of Ford Motor Co. 1962 F-100 Unibody 42 AmericanCarCollector.com 1964 Ford F-100 — we don’t need no stinkin’ rear bumper


Page 41

1966 also introduced the 300-ci inline 6. It Detailing Years produced: 1961–66 Number produced: 1,270,299 (pickups only) Current ACC Median Valuation: $15,400 Tune-up/major service: $200 VIN location: Tag on the back of the driver’s door, forward and middle portion on the top of the right (passenger’s side) frame rail. Engine # location: 1961 to January 1964 — casting codes on bottom of engine block near the oil pan. January 1964 and later — ID tag attached through one of several bolts on the block (varies by engine family). Engines do not have a partial or complete VIN. Alternatives: 1960–66 Chevrolet C-series pickup, 1960–71 Dodge D-series pickup, 1961–68 International pickup ACC Investment Grade: C may not have been a screaming hot rod, but it had gobs of bottom-end torque and was basically indestructible. Like the Twin I-Beam, it lived on through 1996. Best bargain for a 1960s pickup Today, the “unibody” has a cult following among custom builders — yet they and all other 1961–66 F-series still lag behind their contemporary competition in value. Except for 4x4s, nice stock and mildly modi- fied examples in respectable condition are still not far on either side of $10k. Being less fussy, you’d be hard pressed to spend over $6k on one. Generally, the newer the model year, the higher the value, even with more built as the years went on. Understandably, 1966 Rangers bring the most money (when you can find a real one), with any other 1966 being the next in the pecking order, followed by 1965s, and just shy of those are the 1964s (being easily the most valuable of the preTwin I-Beam years). Prices for 1964s are nearly on par with 1965 values due to personal preference — some folks prefer the Y-block over the FE V8s, or the final year of the solid front axle over the Twin I-Beam. As for the 6-bangers, the heavy 1961–64 223s from these years are generally disdained, while a thin-wall 1965-on 6 is preferable to the FE block V8 in some circles. Yet if you are keen on parking a small-block 302, big-block 460, or modern Coyote under the hood, there’s ample room. Not only is restoration-parts support good and improving, but you can set foot into any NAPA and walk out with most driveline service parts. Buy one now In retrospect, Ford may have gotten the last laugh, as the styling of the 1966 Bronco was heavily influenced by the 1964–66 pickup to maintain a family connection — and especially to the Styleside box. That Bronco has been the most popular vintage SUV for the past decade and a half. Before everyone else figures it out, pick up a 1961–66 F-series pickup while they’re still affordable. A R. Zig Carlson My father was an unabashed Ford fan. For three genera- tions, my family has almost always wandered into a Ford dealership when the time came to buy a new vehicle. That being said, a 1963 F-100 nearly broke the chain. With Mom at home with my infant sister underfoot and me then on the way, dad decided that it was time to get practical. He traded in a 1948 Indian Chief that he restored to stock full-dresser condition and bought a new 1963 Ford F-100 pickup. It had the separate 1960-style box with a 223-ci 6 under the hood. Over the years, when my dad would talk about all the vehicles that he’s had in the past, the ’63 F-100 was always a sore subject. When it came to that truck, at best he’d say, “Well, it just wasn’t that good,” and that was it. If I was interested in a vehicle with a straight 6 in it, he’d always try to talk me out of it. After he passed away a few years ago, I found very little pertaining to the ’63 F-100 in his otherwise extensive car files. However, when I found the logbooks that he kept in each vehicle, it explained everything. AN ORIGINAL OWNER’S PERSPECTIVE ON HIS 1963 F-100 At 8,017 miles, the truck got new spark plugs. At 10,173, the brakes needed to be gone through. At 16,669, it was in for a front-end alignment. At least by then it was a year old. It was rusty in two years and getting patched. Throw in an annual tune-up and almost-annual valve job (the last one was only six months after the head-gasket failure), not to mention averaging 10 to 13 MPG, and you get an idea of how hard it pushed his faith in Fords. The 1941 Chevy pickup he got as a partial trade on the ’63 F-100 stands as the only Chevy he ever owned. Six months later, he came home with a new 360 V8-powered 1968 F-100, and upgraded in 1984 to a new F-150 with a 302 V8 — keeping that for the rest of his life. Maybe there’s a good reason why 1961–66 F-series pickups are soft in the market after all — and why my dad would always get misty-eyed whenever he saw a ’48 Indian Chief with left-hand shift, leather saddle bags, and a Chum-me seat. — B. Mitchell Carlson July–August 2020 43


Page 42

HORSEPOWER Jay Harden THE $300k ER Jay Harden THE $300k Courtesy Courtesy of Bringatrailer.com Watching a lightly modified K5 Blazer bring $300,000 felt like a hundred-year storm ripping through the market O ne of the downsides of spending a lot of time scouring auction results is that the excitement born out of outrageous hammer prices begins to wane. The more you understand about how markets are influenced — and the more data you process that validates or disqualifies any assumptions you may have about those markets — the less likely it is that you’ll be surprised by “unexpected” results. Here at ACC, we do the heavy lifting to make sure surprises are justifications, not contradictions. Every now and then, however, even we get caught picking our chins up off the floor. Perfect storm Editor Pickering knows that I have a soft spot for both K5 Blazers and the Ringbrothers, a Wisconsin-based duo who I believe build some of the most interesting and thoughtful custom muscle cars and hot rods in the country. So when a K5 built by Mike and Jim popped up on Bring a Trailer in April, he was quick to let me know. Over the following few days, we watched the online bid on Lot 30593 go from strong, to too much, to absolutely out of sight. When the auction closed, I could not believe what I had just witnessed. I’ve written at length about classic 4x4s over the past year or two, including in last issue’s column, but nothing I’d seen or written about prepared me for this result. Watching a lightly modified first-gen K5 Blazer sell publicly for $300,000 felt a lot like a hundred-year storm packing Category 5 hurricane winds ripping through the market. The more I thought about it, the more the storm analogy began to make sense. For a hurricane to form, the conditions have to be just right. The 44 AmericanCarCollector.com water below the storm must be the perfect temperature, the air below the storm must be the right density, and the clouds above must form just so. Even then, hurricanes are not exactly considered rarities, and most fizzle out before ever making landfall. However, when the perfect conditions align, unpredictability precedes the storm and devastation follows. By the time this particular Blazer sold on April 24, 2020, condi- tions for a market-swamping result had slowly been brewing for years. Values for first-gen K5s have done nothing but surge upward over the past five years, and, most notably, have done so in spite of many of the conventions we typically apply to high-value markets. Buyers have been favoring customization over originality, and, for the most part, eschew anything related to provenance entirely. Topdollar muscle cars come equipped with impeccable documentation and original equipment. Four-bys? Not so much. Star power The truck’s builders have been on a bit of surge themselves the past several years, and they’ve done so the hard way. They don’t star in their own reality series and they don’t build 50 cars a year, but what they do build is hard to ignore. They put themselves on the map in the mid-2000s building cutting-edge Pro-Touring-styled Mustangs out of the back of their family-owned collision shop. Their aggressive paint schemes and ornately machined one-off tidbits aren’t for everyone, but for people like me, they check boxes we didn’t even know were on the list. Cars like the “Reactor” ’67 Mustang, “Razor” ’69 Camaro and “Bailout” ’66 Mustang reshaped the high-end Pro-Touring game in


Page 43

By the time this particular Blazer sold on April 24, 2020, conditions for a market-swamping result had slowly been brewing for years. Values for first-gen K5s have done nothing but surge upward over the past five years, and, most notably, have done so in spite of many of the conventions we typically apply to high-value markets. profound ways that continue to influence today — which is another reason this Blazer sale seems so strange. Ringbrothers built a nearly identical K5, dubbed “Seaker,” in 2018 that was unveiled to the public at the SEMA show that year. Sporting steel wheels and a sophisticated, subdued color scheme, Seaker left many of us scratching our heads and just a wee bit disappointed. Personally, I really liked the truck, but it lacked much of the signature style I had come to expect from Ringbrothers builds. Take a look at their “Adrnln” Pantera and you’ll see what I mean. Our K5 here appears to be a second pass at Seaker, but with a ZZ motor replacing the LS3 we saw in the original. I spied “Recoil,” a Ringbrothers-built ’66 Chevelle in the background of one of the BaT garage pics, so maybe a loyal customer just had to have a Seaker of his own? Whatever the reason, why would one of Ringbrothers’ leastdramatic, least-complex and least-famous builds bring some of the biggest money any of their rides have ever seen at auction? Did the auction itself play a role? I’d be remiss if I were to exclude the influence of the auction plat- form as a factor here. Bring a Trailer, which started as an enthusiast blog, has matured in delivery, presentation and clientele. In doing so, BaT has cemented itself as a legitimate auction experience. However, out of the 30 or so K5s that have sold previously on BaT, not a single one managed to crack the $50k mark. Admittedly, none were in the same league as a Ringbrothers build, but a $250k upcharge gives me goosebumps. A new normal? So what about the wild-card factor? You know, the one that has us all sitting at home twiddling our thumbs and testing our relationships? Did the unforeseen upheaval of our daily lives somehow play a part here? Did we just watch a perfect storm demolish our expectations in a once-in-a-generation upheaval, or should we move the line where credible valuation lies when it comes to celebrity builders and trending markets? The clouds are parting and the dust is settling, but it’s going to take me a while to recover from this one. It’s hard to imagine a more perfect storm blowing this way again anytime soon, but knowing it’s possible means I’ll never be able to look out across the horizon the same way again. A July–August 2020 45


Page 44

ON THE ROAD Elana Scherr BIN THERE, DONE THAT The dog was not part of the stash of goods in Tim’s storage locker You can tell a lot about a person from what they keep in their toolbox T here’s a reason people watch “Storage Wars” — a reality TV show that follows professional bargain hunters as they bid on the contents of repossessed storage lockers. It’s a simple but compelling drama. What’s in there? We must know. The folks on the show are hoping to stumble across a fortune in Elvis Presley memorabilia or Spanish gold, but for the audience, part of the fun is just seeing what’s inside the container. It’s like the grown-up equivalent of a mystery prize in a cereal box. It might be just a cheap plastic decoder ring, but the surprise part makes it worth eating a whole box of Captain Crunch. Behind the door A few months ago, Tom and I got a chance to experience that for ourselves — the excitement of discovery, not the kids’ cereal part — when an interest in buying a milling machine led to us becoming the proud owners of a lot more. It started when my friend Jeff asked us if we might want to buy a Bridgeport. Jeff’s friend Tim Moore had passed away the summer before, and Jeff was helping the family find new homes for Tim’s tools and cars. We didn’t end up with the mill, but as we were leaving the garage, Jeff mentioned there was a storage unit as well. “You might as well 46 AmericanCarCollector.com see if there’s something in there you want,” he said, and raised the door on wall-to-wall boxes, engine blocks, intakes and storage cabinets. There was a tubing bender in there that was just what Tom had been saying he needed, and a nice old bench grinder, which would be great to replace the one we burned up three years ago, and was that a drawer full of drill bits and machine tools? You can never have too many drill bits and machine tools. Jeff mentioned that Tim’s sister was tired of paying storage on the space, and that she’d cut us a deal if we cleared it out for her. “It’s not that much stuff,” Tom said as we handed over the cash. Four truckloads later, we were standing in our backyard surrounded by all Tim’s stuff. Now it was our stuff. Parts of a story I hadn’t ever met Tim, but going through his tools and spare parts felt like having a conversation with him. The 454 block, GM 12-bolt parts — including a set of spring relocation perches — and crate of Chevelle spindles said, “Hey, I’m a guy who likes Chevys and isn’t afraid to tinker with the underside.” A well-used welder and industrial-size bottles of shielding gas declared Tim to be both a competent metalworker and a man who didn’t like making frequent trips to AirGas for refills. Those huge


Page 45

bottles also hinted at the size of the fellow, since only a giant would be able to move those things around a shop. It took three of us to load them up. A stack of Ford small-block intakes told me that Tim wasn’t just a Bowtie guy. A few plastic bins later, a manila envelope labeled “GT40” suggested that not only did Tim like Fords, he liked the best Ford of all time. I was hoping we’d open it to find the pink slip to a Le Mans winner, but it was mostly paperwork relating to building a replica, and some Polaroids of real GT40s for reference. Not quite Spanish gold, but still cool. The organized cases of carburetor jets told a story of a methodical tuner who wouldn’t settle for stock. Several cases of rivets, and drawers of drill bits — many of them duplicates of the same size — added weight to the idea of Tim as a busy fabricator. I could almost hear him saying, “If you ever meet a man with only one set of drill bits, you’ve just met a man who never drills anything.” Okay, I hear you, Tim. We’re keeping those. One mystery piece was a fiberglass fender that didn’t seem to fit any of the other cars we’d seen parts for. Was it a race-car panel? Lifting the lid on one of the vintage tool boxes added additional Timformation in the form of SCCA regionals plaques and a SportsCar Magazine sticker. He didn’t just build cars, he raced them — or at least attended races. I found myself feeling affectionate towards Tim. Just from going through his toolboxes, I could tell that he liked scouring junkyards, was interested in different forms of racing, and was a capable problem-solver. He seems like someone with whom Tom and I could have been friends. Hands-on happy “He was an interesting guy,” Jeff said when I called to fill him in on our organizing progress, and see if any of my guesses as to Tim’s personality were true. “He was a real individual, the kind of guy who The contents of one life transferred to another would take on a customer project if it seemed interesting and turn them away if it didn’t. He did a lot of Shelby stuff. He built his GT40 kit car from frame rails up. Even with the Gurney bubble, he barely fit in it.” Ha. See, I knew he was tall. Jeff also filled me in on the SCCA — Tim was a corner worker for many years so he could go to the races. That fiberglass panel was part of a circle track car he campaigned for a time. “Tim built himself a life where he could do what made him happy,” said Jeff. “Not everyone is so lucky.” I’m sorry I never got to meet Tim while he was tuning Shelby Mustangs and shortening Impala rear housings for use in drag-racing Novas, but I’m glad to help find new homes for some of the neat parts he collected. That’s something we all can hope for — that the cars and parts we gather in our lifetimes continue to bring joy to others when we’re gone. Thanks for the drill bits, Tim. A July–August 2020 47


Page 46

Pratt & Miller’s Monster CORVETTE PROFILE by John L. Stein 2009 CHEVROLET CORVETTE C6RS Courtesy of RM Sotheby’s This magical car played a role in the escalating horsepower race of the 2000s — just like the L71, L72 and L88 big-blocks did in the 1960s VIN: 1G1YZ25E795109217 • The sixth of just seven cars built by Pratt & Miller to celebrate the success of the American Le Mans Series C6.R • 8.2-liter V8 engine by Katech Performance • 600 hp, 600 ft-lb torque • Cat-back Corsa exhaust • Aluminum flywheel and Centerforce Dual Friction clutch • Blueprinted 6-speed manual transmission • Carbon-fiber body panels (excluding doors and rear deck lid) • Powered rear wing • Front 18-inch and rear 19-inch BBS center-lock wheels • ArvinMeritor Dynamic Height Control • Brembo monoblock brakes • Fewer than 4,000 miles on odometer ACC Analysis This car, Lot 450, sold for $110,000, including buyer’s pre- mium, at the RM Sotheby’s Online Only auction in Palm Beach, FL, on March 28, 2020. When the sixth-generation Corvette debuted in late 2004, it was much closer to a European sports car than any previous Corvette had been. With the C6, Corvette finally grew up globally. 48 AmericanCarCollector.com The robust engineering team that created it had the bit in their teeth for factory racing, fueled by three victories in the GT class at Le Mans with the C5-R. Their racing successes continued with the C6.R. The tight relationships grown with engine builder Katech and race-car engineers and fabricators Pratt & Miller, both in Michigan, were vastly instrumental in the success of the Corvette Racing program. Even so, in the day it was surprising to find Pratt & Miller producing its own street-legal version of the C6.R. Named the C6RS, it was an extremely limited-production, racetrack-tuned version of Chevrolet’s C6 Z06. High on the horsepower board I met the new C6RS at Spring Mountain Motorsports Park in Pahrump, NV, in May 2008. It was just one of seven ever produced. As memories — and my actual notes — from the day prove, it was a kick-ass machine, attended by Pratt & Miller staff and 24 Hours of Le Mans veteran Ron Fellows onsite. “Its menacing rumble is noticeably tougher than even the seven-liter Z06,” read my notes. “You hear the growl through the straight-through Corsa exhaust, and feel it in the bottom of the seat as a low-frequency vibration.” And then, point the C6RS straight ahead and poke the pedal. “The engine responds with


Page 47

breathtaking ferocity, pinning you forcefully to the seatback and freezing a most remarkable grin on your face,” I noted. And yet, surprisingly, this magnificent engine was not a raucous, vibrating beast at all — instead, it delivered almost electric-motor smoothness. This magical car played a role in the escalating horsepower race at the time — just like the L71, L72 and L88 big-blocks did in the 1960s. Here’s how it played out. When the 1990 ZR-1 debuted, that 375-hp, four-camshaft, 32-valve option jumped output 53% over the 245 hp of the base pushrod L98 motor. That peak was soon eclipsed by the 405-hp ZR-1 that ran from 1993 until the model’s 1995 finale. Then in 2006, the new C6 Z06 brought 505 hp, which ceded to the 2008–09 C6RS’s audacious 600 hp. But the race wasn’t over, because the limited-production 2007 Callaway C16 had launched a year earlier with a claimed 616 hp from its supercharged LS2 engine. That’s a 151% growth in horses over 18 years. A 427-ci menace Back now to the C6RS sold by RM Sotheby’s. The LS-based engine is an absolute monster — 8.2 liters of aluminum-block pushrod performance hand-built by Katech just for this car. The sale price of $110,000 may seem big — espe- cially considering that a base 2020 C8 Stingray with 495 hp retails for $59,995 and the previous-generation base 2019 C7 with 455 hp carried a sticker price of $55,900. Put another way, an 11-year-old C6 derivation that’s two generations out of date cost twice as much as a new Corvette. That’s impressive until you consider that the price at the time for the C6RS was stupendous: $185,000 to convert the customerprovided C6 Z06. Also, only seven examples were built by a factory- supported race shop that will be — if it isn’t already — legendary in Corvette racing history. And so, despite its six-figure price tag, the C6RS’s extreme rarity and breathtaking, hand-built performance make this one well bought. Right car, right time As for the original owner, whoever paid a king’s ransom for this C6RS when it was new likely took a beating upon resale, especially considering the car has less than 4,000 miles on it. But such is the sinking glide path — in both value and few miles driven — for many exotic cars. But it’s also lucky for the next owner who, a decade or more after the car’s manufacture, gets to enjoy a near-new car for half what it once cost. I’ve long believed that in general, 15 years old is the right time to buy a collector car. It’s had over a decade of depreciation and is in “mid-pause” in value (the long, lazy bottom of the inverted bell curve) while the market decides whether it’s historically significant or not. COVID-19 is rewriting the rulebook on virtually everything globally, so it remains to be seen whether the March 2020 purchase of this C6RS will pay off. But if history is any comfort, at 11 years old, it was purchased at about the right time. The “Enzo Era” of Corvettes That the C6RS was engineered and built by Pratt & Miller during Corvette Racing’s heyday is, in Corvette terms, like owning an Enzo-era Ferrari built in the Ferrari race shop. The car’s 600 hp and 600 ft-lb torque output is a major feat for a normally aspirated engine, and features such as the carbon-fiber wide body, the adjustable ride-height suspension, and the advanced aerodynamics were ahead of their time for street vehicles. So retail buyers can take their origami-shaped C7 or mid-engine C8 and do their best at either Cars & Coffee or a track day. The new owner of this one-ofseven C6RS can do those owners one better if they’ve got the nerve — and “race all the way to Dead Man’s Curve.”A (Introductory description courtesy of RM Sotheby’s.) July–August 2020 49 2013 Chevrolet Corvette ZR1 coupe Lot 1067, VIN: 1G1Y62DT5D5800232 Condition: 2+ Sold at $81,400 ACC# 6897916 2019 Chevrolet Corvette ZR1 convertible Lot 723, VIN: 1G1Y53D95K5801696 Condition: 1Sold at $135,000 Barrett-Jackson, Las Vegas, NV, 10/3/2019 ACC# 6911605 DETAILING Years produced: 2008–09 Number produced: Seven Original list price: $185,000 (plus your Z06) Current ACC Median Valuation: $110,000 Tune-up/major service: $250 VIN location: Plate at base of windshield Engine # location: Right front cylinder-head deck Alternatives: 1963 Corvette 327/340 L76 coupe, 1971 Corvette 454/425 LS6 coupe, 2019 Corvette ZR1 coupe ACC Investment Grade: A Comps 2011 Chevrolet Corvette ZR1 coupe Lot 661, VIN: 1G1YN2DTXB5800520 Condition: 1Sold at $60,000 Barrett-Jackson, Las Vegas, NV, 10/3/2019 ACC# 6911583 RM Auctions, Fort Lauderdale, FL, 3/29/2019


Page 48

GM PROFILE by John L. Stein 1967 CHEVROLET CHEVELLE MALIBU L79 Street Sleeper Courtesy of Mecum Auctions Whatever you needed, there was a Malibu for the job — including a sleeper that punched above its weight class VIN: 136177A162007 • One of 4,048 Malibu L79s built for 1967 • Concours rotisserie restoration with photos • Rebuilt correct L79 drivetrain and components • 327/325-hp high-performance engine with EP suffix • Muncie M20 4-speed transmission • Twelve-bolt 3.31:1 Positraction axle • Radio delete • Documented with L79 Registry certificate ACC Analysis This car, Lot F134, sold for $59,400, including buyer’s pre- mium, at the Mecum Glendale auction in Glendale, AZ, on March 13, 2020. Today, there are likely few Chevy Malibus in Malibu, as that territory was long ago ceded to Porsche, Mercedes-Benz and BMW. But back in 1967, LA’s storied beach community was decidedly an American-car kind of place. It’s true — I was there. Malibu was a rural, serpentine strip wedged between the cool blue Pacific and California’s steep coastal mountains, and residents and tourists alike depended upon the Pacific Coast Highway to travel through the area. It was a perfect place for Chevrolet’s Malibu at the time, available in coupe, convertible, sedan and wagon formats. Whatever you needed, there was a Malibu for the job — including a sleeper street car that punched above its weight class. Mind you, mid-’60s Chevrolets were largely — apart from the Corvette — unexceptional in the design department. This was especially true of non-SS models. They were admittedly clean and tidy, but something like this would have blended in with the world around it. To some buyers, that’s the point. SS badges or not, though, this is a muscle car, hence the nice addition of Redline tires and Torq Thrust wheels. The Granada Gold paint code still looks good in 2020, especially with the contrasting black vinyl roof covering. 50 AmericanCarCollector.com


Page 49

L79 lore Available widely across the Chevrolet range (mean- ing in the Chevelle, Corvette, El Camino and Malibu) from 1965 to ’68, the L79 engine code was a good one for street bandits who did not want a big-block car like the SS 396. But it was still a special engine, featuring a short 3.25-inch stroke to go with its oversize four-inch bore, which in turn allowed the fitment of relatively large valves. Naturally, a performance camshaft was included — the first of its type for Chevrolet in combining performance cam profiles with hydraulic lifters to make ownership easier. Earlier high-revving small-block engines used solid-lifter cams, which needed periodic adjustment. The hydraulic setup was much more forgiving over time. These parts, along with forged 11:1 pistons and a 4-barrel carb, helped the motor produce 325 hp at close to 6,000 rpm — a big bump over the 195 hp delivered by the ’67 Malibu’s standard 283-ci V8, and another jump above the 275-hp 327 that was also available. It was a great street or race motor that packed a punch — more than most of the Saturday-night competition would be expecting from those little “327” numbers on the fender. Across the Chevrolet range, a reported 49,034 L79 engines were produced — not a large number considering the millions of vehicles produced by the division during that motor’s four-year run. Corvette production gobbled up a reported 28,122 (or 57%) of these engines, making their fitment to the other Chevys like this Malibu fairly rare. In this case, though, “rare” isn’t just a handful of cars — records show 4,048 Malibus were equipped with this top-dog 327 for 1967, the first year of its availability in this model. Behind the engine — which incidentally was not claimed to be original but rather “correct” for the car — lives a general-issue, wide-ratio Muncie M20 4-speed gearbox and a 12-bolt, 3.31:1 Positraction axle. Although a bit tall for the dragstrip, this finaldrive ratio would have walked a decent line between bright acceleration and highway usability. But while this thing was quick, James Taylor and Dennis Wilson would’ve still shut you down in their ’55 Chevy 2-door sedan from “Two-Lane Blacktop.” Bling and bland This Malibu’s engine bay is ultra-sanitary, but the matte-black inner fenders and firewall appear slightly flat compared to a new brighter-than-bright engine build. However, in general, it all looks right and was clearly done to a very high level. Otherwise, the only discrepancy underhood is the modern battery, which is less than a foot from a carefully applied replica greasepencil marking. Such missteps are easy to rectify, though, and on the whole, this car appears to have been essentially undriven since its recent restoration. Whether that’s a plus really depends on if the car had been sorted out properly since restoration, but that’s impossible to tell until the new owner takes it out for a spin. DETAILING Years produced: 1964–67 (first-gen) Number produced: 4,048 Original list price: $2,540 Current ACC Median Valuation: $49,500 Tune-up/major service: $250 VIN location: Driver’s side A-pillar Engine # location: Right front cylinder-head deck Alternatives: 1966–67 Chevrolet Chevelle SS 396, 1966–67 Chevrolet Nova SS L79, 1967 Chevrolet Camaro Z28 Basic bench Bucket seats were more an oddity than the norm in American cars in 1967, making the front bench seat in this Malibu not unexpected. It is likewise newly upholstered — and the rest of the interior is also retrimmed — although the bench-seat base looks overstuffed, and the seatback vinyl is a little lumpy in places. Positives abound, though, including a nice new white cue-ball shift knob and the heroic Muncie chromed reverse-lockout handle. And another plus, the “blinker” tachometer mounted at the left side of the instrument panel. Mounted over the turn-signal indicator below the fuel gauge, it solved this visual dilemma by integrating its own left-hand turn-signal indicator. Rare and cool. So let’s review: Chevrolet is the brand, Chevelle is the model, Malibu is the trim, Sport Coupe is the 2-door hard-top body style, and L79 is the highperformance 327 V8. Unless you wanted the massive performance of the SS 396, this Malibu was the sweetest non-Corvette coupe available from Chevrolet in the day. This one is a nice-enough car, and one of only several thousand built — so it’s significantly more rare than the SS 396, which is currently valued by ACC at a $42,000 median value. Considering the work done here, and the overall look, this wasn’t overpriced for what it was: a great example of Chevrolet’s small-block sleeper Malibu, from the era when big-blocks and Super Sports got all the attention. A (Introductory description courtesy of Mecum Auctions.) ACC Investment Grade: B Comps 1967 Chevrolet Chevelle SS 396 Lot ST0088, VIN: 138177B135801 Condition: 2+ Sold at $45,000 GAA Classic Cars, Greensboro, NC, 11/7/2019 ACC# 6914223 1967 Chevrolet Chevelle Malibu L79 Lot F208, VIN: 136177A146251 Condition: 4+ Not sold at $32,000 Mecum Auctions, Kissimmee, FL, 1/25/2015 ACC# 257208 1967 Chevrolet Nova SS L79 Lot F184, VIN: 118377W196563 Condition: 2+ Not sold at $70,000 Mecum Auctions, Kissimmee, FL, 1/17/2014 ACC# 232383 July–August 2020 51


Page 50

FOMOCO PROFILE by John Boyle 1969 MERCURY COUGAR ELIMINATOR 428 CJ Climbing Cat ©2020 courtesy of RM Auctions Back in ACC #13, B. Mitchell Carlson named the big-block Eliminator as an undervalued sleeper at $35,000. This car brought double that VIN: 9F91R567026 • 428-ci Cobra Jet Ram Air V8 engine • C6 automatic transmission • One of 2,250 with Eliminator package • One of just 304 with this engine/transmission • Accompanied by original build sheet and Elite Marti Report • AACA Senior National First in 2006 ACC Analysis This car, Lot 310, sold for $69,300, including buyer’s pre- mium, at RM Sotheby’s Online Only: Palm Beach sale held March 20–28, 2020. Envisioned as a Mustang that went to a European finishing school, Mercury’s Cougar set out to entice buyers with upscale “GT” appointments and better ride (thanks to a three-inch-longer wheelbase), while retaining the Mustang’s performance credentials. On its debut in 1967, it sold 150,000 units — about onethird of the Mustang’s sales for the year and nearly double that of the also-new Pontiac Firebird. Hot cat When the longer and wider ’69 models were introduced, Ford executives decided to grab onto the burgeoning performance market. The new Mustang Mach 1 was a sales success, so not wanting to be left behind, the company introduced the Cougar Eliminator mid-year. Not technically a formal model with a VIN identi- fier code, “Eliminator” was an option package added to the base (non-XR-7) Cougar. For $130, you got a 351-ci Windsor 4-bbl rated at 290 hp, performance handling and axle packages and belted 14-inch tires. Exterior features included a blacked-out grille, hood scoop, front and rear spoilers, a racing mirror and subtle side graphics. Inside were high-back buckets and a full gauge cluster in a crackle-finished dash. Standard colors were limited to orange, blue, yellow and white. A mandatory option was the $70 Eliminator décor group, which included a deluxe steering wheel, special door trim, interior lights and moldings. At $3,216 (an $80 premium over a similarly powered Mach 1), you received a car, in the words of the sales brochure, “unique in its blend of European road-car manners with American fine-car elegance.” The 351 was just the starting point; optional engines included the 390-ci, 320-hp, 4-bbl V8 and a pair of 428-ci big blocks with or without Ram Air, 52 AmericanCarCollector.com


Page 51

each rated at 335 hp. Either 428 could be upgraded to Super Cobra Jet specification, which included an oil cooler, drag-friendly axle ratios and internal engine upgrades. The only engine that was unique to the Eliminator was the new Boss 302 mill, which produced 290 hp at 5,800 rpm. Detailed restoration As you would expect from an online-only sale, the RM Sotheby’s example was well illustrated in their Web catalog. A former magazine feature car and recipient of a 2006 AACA National First Prize Award, it was presented with an original build sheet, reproduction window sticker and Marti Report. Paint and chrome look first-rate, with excellent bodylines. It has an entirely stock exterior with OEM Goodyear Polyglas tires on the standard Eliminator steel wheels with dog-dish caps. With 77,100 miles showing on the odometer, the interior and dash look unworn. Under the hood, the 428 Ram Air engine is clean, stock and well detailed, with assembly marks and OEM belts, wires and hoses. The Marti Report tells us this is one of just 304 with the R-code 428 and auto. Dave Wyrwas, the Eliminator registrar for the Cougar Club of America, reports the Ram Air big block was the third-mostpopular engine ordered (after the base 351 and 390), selling well ahead of the Boss 302 (just 169 sold), with the least popular being the 428 non-Ram. Right price The $69,300 sale price for this car is substantially ahead of the ’69 Eliminator’s $44,500 median in the ACC Pocket Price Guide. It’s worth noting that the guide doesn’t list a separate value for the 428s; however, this sale is a bit above the $66k value for a 428-powered Mach 1. Along with the engine spec, another factor at play here is rarity. While Ford produced 72,000 Mach 1s in 1969, Mercury turned out just 2,250 Eliminators (of which 469 appear today on the club registry). The next year, Ford sold nearly 41,000 Mach 1s, while Eliminator production stayed essentially the same at 2,267. So even taking both years into account, the Eliminator is a rare cat. Of course, values change over time, and in the case of 428 Eliminators, longtime owners should be pleased with this result. Back in ACC #13 (January–February 2014), B. Mitchell Carlson named the big-block Eliminator as an undervalued sleeper at $35,000. This car brought double that, and the price is in line with today’s market. The latest Eliminator 428 in the ACC Premium Auction Database sold for an identical $69,300 at the Leake Scottsdale sale in January (ACC# 6925344), while a #2 condition 1970 428 auto sold for $60,000 at RM Auctions’ Fort Lauderdale sale in March 2019 (ACC# 6899751). Lesser-engine Eliminators seem to be stuck in the doldrums. A ’69 390 brought $30,800 at BarrettJackson Scottsdale this year (ACC# 6923956), and $34,185 was the all-in price for a 390 at McCormick’s Palm Springs event in February (ACC# 69304479). So, if you want a bargain, 351- and 390-powered cars are still sleepers, especially compared with Mach 1s. And in case you’re curious, according to our Premium Database, the few Eliminator Boss 302s (combined ’69–70 production: 315) regularly sell in the $90,000– $110,000 range — well above the $67,000–$68,000 price-guide values of the 8,252 1969–70 Mustang Boss 302s. While the Cougar, even in its potent and rare Eliminator form, may not be the first Pony Car to come to mind, it’s clear that it’s finally getting the attention it deserves. Well bought and sold.A (Introductory description courtesy of RM Sotheby’s.) DETAILING Years produced: 1969–70 Number produced: 2,250 Original list price: $4,077 (this car as-equipped) Current ACC Median Valuation: $44,500 Tune-up/major service: $250 VIN location: Tag under windshield Engine # location: Front right-hand cylinder bank Alternatives: 1969 Ford Mustang Mach 1 428, 1969 Pontiac Trans Am, 1970 Plymouth ’Cuda 383 ACC Investment Grade: C Comps 1970 Mercury Cougar Eliminator 428 Ram Air Lot 1053, VIN: 0F91Q510719 Condition: 2 Sold at: $60,000 ACC# 6899751 RM Auctions, Fort Lauderdale, FL, 3/29/2019 1970 Cougar Eliminator Boss 302 Lot 1050, VIN: 0F91G517271 Condition 2+ Sold at $110,000 ACC# 6891104 Barrett-Jackson, Scottsdale AZ, 1/12/2019 1969 Cougar Eliminator 428 Ram Air Lot S199, VIN: 9F91R568219 Condition: 2Sold at: $64,800 Mecum, Kansas City, MO, 12/5/2013 ACC# 231934 July–August 2020 53


Page 52

MOPAR PROFILE by Elana Scherr 1968 PLYMOUTH HEMI ROAD RUNNER Mopar’s Magic Courtesy of Mecum Auctions This good — but not perfect — Hemi car was a fair deal at undermedian money. Here’s why VIN: RM21J8G263238 • First year for the Plymouth Road Runner • One of only 391 Hemi Road Runner Coupes produced in 1968 with automatic transmission • 426-ci Hemi V8 engine • Dual 4-barrel carburetors • Believed to be 66,000 miles ACC Analysis This car, Lot F170, sold for $66,000, including buyer’s pre- mium at Mecum’s Glendale, AZ, auction held March 11–14, 2020. Beep-beep “To beep or not to beep,” reads a Plymouth ad from 1968. Below the text is the front end of what Plymouth was hoping would be its ticket into the youth market, a stripped-down, hopped-up muscle car called the Road Runner. If your buddy turned to you in 1967 and said, “$10 says Plymouth is going to make history next year by selling a car that’s a bare-bones taxi cab on the inside, has a 425-hp Hemi engine under the hood and a cartoon bird on the fender,” you’d have made that bet and lost a tenner. In the later-’60s, Plymouth was square with a capital SQ, but the Road Runner was about to change that. Win you over In the mid-’60s, Pontiac was making waves with the attractive, powerful GTO. Plymouth’s first effort to reach that audience was with the 1967 GTX — a fully loaded Belvedere trim. Of course, it failed. Although the GTX could perform with the GTO, it couldn’t beat it on price or style. There’s a charm these days to a ’67 Belvedere’s Clark Kent sleeper vibe, but compared to the sweptback C-pillar and arched rear haunches of a ’67 GTO, Plymouth’s blocky straight lines weren’t bringing any young buyers into the showrooms. By 1968, Plymouth had a new advertising agency and a new goal. Get hip, fast. It was time to make good on its latest advertising campaign, “Plymouth is out to win you over,” with 54 AmericanCarCollector.com


Page 53

DETAILING Years produced: 1968–70 Number produced: 44,599 (1968 total, 391 Hemi automatics) Original list price: $3,619 Current ACC Median Valuation: $78,000 Engine # location: Tune-up/major service: $250 VIN location: Top driver’s side dash Alternatives: 1968 Dodge Hemi Super Bee, 1968 Chevrolet Chevelle SS 396, 1968 Pontiac GTO Ram Air III ACC Investment Grade: B Comps a redesigned Belvedere that was still a little on the conservative side but certainly getting closer to cool, with a graphic rectangular grille and clean, uncluttered body panels. Yet, something was missing. Plymouth VP Robert S. Anderson had a chat with Car and Driver editor Brock Yates, who told him the kids liked big power in cheap cars. Yates said that the way to the youth market’s hearts was to build a lightweight, simple, mid-size car, and stuff the biggest engine they had in it. The result was the 426 Plymouth Road Runner, the “Hellcat” of its time. More accurately, maybe, the 392 Challenger AND the Hellcat of its time, since you could get the bird with either a 383-ci V8 or the big monster 426-ci Hemi, and both were impressive performers. Hey, Hemi Someone ponied up an extra $714 to get the 426 Hemi with its dual Carter carbs in this Road Runner — a substantial increase over the base car’s $3,000 starting price. The original buyer also splurged on the carpeted floor (base models had vinyl flooring like a fleet car), AM radio, automatic transmission, 8¾ Sure Grip rear axle with 3.23 gears, and chrome side mirror. They cheaped out on the brakes, though, with four-wheel drums and no power booster. While I’d prefer the optional power disc brakes in front, the manual drums on this car will stop you. At least once. As for the steelies, I’m into those, which is good, since you couldn’t get anything but 15-inch steel wheels on the Hemi B-body in 1968. The color-keyed rims and dog-dish caps help this car stand out in a sea of chrome Magnum 500s, and highlight the Road Runner’s “less is more” philosophy. Speaking of color, this car’s color combo is another standout. The white exterior may seem like an appliance-like choice for a high-performance muscle car, but when you get close enough to see the metallic blue vinyl and cloth interior, the overall effect is like walking up to a swimming pool — a swimming pool that can run the quarter-mile in 13 seconds at more than 105 mph, and that’s on skinny bias-ply tires! A closer look Hemi cars lived hard lives. More than a few found their way into telephone poles and ditches, and even those that stayed in one piece likely made multiple dragstrip runs — officially or on the street. The advertised low mileage on this car is appeal- ing, but it’s important to note that it’s not claiming to be a survivor or all original. Going by the photos, the engine has been modified from stock, likely with electronic ignition replacing the points distributor, and a later-model battery. I also spied a flipped belt, but hopefully someone caught that before it rolled across the auction block. Rare enough? People get all hot and bothered for Hemi cars, for good reason. They didn’t make a ton of them, and with a little know-how, they are staggeringly good performers, as well as sure-fire crowd-pleasers at any car meet — Mopar or otherwise. There are a few details on this one that make it less than ultimate, at least from a collector standpoint. The first is that column-shift automatic transmission. Automatics just aren’t as hot in muscle cars as 4-speeds, despite being a pricey option in 1968. Another minor ding on this car’s collectibility, depending on your viewpoint, is that it is a coupe “post car,” rather than the rarer and more elegant hard top. Of course, if you’re planning on racing, the post cars are stiffer, and slightly lighter weight. From the photos the paint and interior look nice, and the engine bay, aside from the belt, looks tidy. Median value on Hemi Road Runners is $78,000, so this goodbut-not-perfect example is fairly bought at $66,000. Both buyer and seller should be happy. Beep-beep! A (Introductory description courtesy of Mecum Auctions.) July–August 2020 55 1968 Plymouth Hemi Road Runner Lot S238, VIN: RM21J8A122535 Condition: 2- Not sold at $70,000 ACC# 6891035 Mecum Auctions, Kissimmee, FL, 1/3/2019 Passenger’s side of block by oil pan 1968 Plymouth Hemi Road Runner Lot 651, VIN: RM21J8G216862 Condition: 2 Sold at $99,000 ACC# 6867920 Barrett-Jackson, Palm Beach, CA, 4/12/2018 1969 Plymouth Hemi Road Runner Lot 541, VIN: RM21J9A249020 Condition: 2Sold at $80,000 Branson, Branson, MO, 10/14/2016 ACC# 6804822


Page 54

HOT ROD & CUSTOM PROFILE by Ken Gross 1936 FORD CABRIOLET Blast from the Past Courtesy of Mecum Auctions This car’s history in the custom-car world sets it apart VIN: 182340636 • First car built by Ken “Posies” Fenical for his shop, Posies Rods and Customs, Hummelstown, PA • Chopped 3.5 inches, with a Carson-style padded top • 350-ci small-block Chevrolet V8 with three Rochester 2-bbl carburetors • Featured in over 20 hot rod magazines worldwide • Built in 1981 and restored in 2011. • Known as “The Smooth ’36” ACC Analysis This car, Lot F66, sold for $63,800, including buyer’s pre- mium, at Mecum’s Glendale, AZ, auction on March 13, 2020. Customizing — the art of restyling and updating an older-model car — began in the 1920s and arguably peaked in the late 1950s. Classic pioneer customizers such as Jimmy Summers in Los Angeles and Harry Westergard in the Bay Area chopped, de-chromed and lowered 1930s- to 1940s-era Fords and Chevys, utilizing trim and accessories from other makes to give their subjects a distinctive, classy appearance. These original custom practitioners were succeeded by Gil and Al Ayala in East L.A., the prolific Barris Brothers in Lynwood, CA, Joe Bailon in Oakland, CA, and many imitators. Convertibles and roadsters were enhanced with chopped, padded tops built by Glen Houser’s Carson Top Shop or Bill Gaylord in Los Angeles and Hall’s Top Shop in Oakland, CA. The customizers moved on to 1949 to 1951 Mercurys as their starting points, but the more-affordable early cars stayed popular as well. However, by the 1970s, the movement had waned. Looking in the rear-view mirror Ken Fenical, better known as “Posies” because his parents owned a flower shop, built this chopped Ford cabriolet in 1981 and helped jumpstart a period custom-car renaissance. Seeking a ’40s look, he chopped the top, faired in 56 AmericanCarCollector.com


Page 55

DETAILING Year produced: 1936 (Mecum states this car is a 1935 model, but the serial number is from 1936) Number produced: 17,000 DeLuxe Cabriolets in 1935 Original list price: $625 Current ACC Median Valuation: $33,500 Tune-up/major service: $300 (estimated) VIN location: Originally stamped on the frame rail near the firewall, driver’s side Engine # location: Pad ahead of passenger’s side cylinder head (Chevrolet small-block) Alternatives: Other ’30s- to ’40s-era period custom rods ACC Investment Grade: C Comps the headlamps, lowered the car considerably and installed 1937 DeSoto ribbed bumpers and a ’49 Chevy license-plate guard, as early-time customizers might have done. Posies then built a front-lifting “alligator style” hood and solid hood sides. The pièce de résistance was a vertical ’37 LaSalle grille. The original interior was redone in white tuck- and-roll Naugahyde over modern seats. The dash was originally molded in, painted the same color as the car, and fitted with Stewart-Warner gauges. Air conditioning was a modern upgrade, at least for the time this car was originally built. Power to the people For reliability, Posies updated the drivetrain with an L81 Chevy Corvette V8 fitted with a three-carburetor manifold and finned valve covers. He also fitted an automatic transmission. The original Ford frame was strengthened and fitted with a 1968 Chevrolet Nova front subframe and a 1965 Ford Mustang rear end. Turning it all was a rare 1950 Ford Crestliner wheel fitted to a contemporary steering column. This car’s major distinguishing features included a low, white Carson-style padded top, teardrop fender skirts, twin Appleton spotlights and a dazzling bright Sunfire Yellow finish. Worldwide acclaim The throwback custom was an immediate hit, featured in many magazines, and it spawned a host of imitators. A few years ago, Posies told me, “People had forgotten what the past was all about. This cool custom reminded them. My touch was the LaSalle grille shell, but I flipped it upside-down so it mated perfectly with the hood-line. And I lowered the spare instead of removing it.” Although traditional customs were almost always dropped more in the rear, Fenical noticeably lowered the front of his cabriolet a touch more than the back. “As a hot-rodder,” he said, “I didn’t appreciate 1936 Ford Model 68 DeLuxe roadster Lot 162, VIN: 1830322721 Condition: 2+ Sold at $85,000 Silver Auctions, Coeur d’Alene, ID, 6/17/2017 ACC# 6839414 July–August 2020 57 taildraggers and I still don’t. My car was featured in 28 worldwide publications,” he noted proudly, “a phenomenal feat at the time.” Time for a change? Over the years, a subsequent owner redid the top and interior in blue, and a third owner refinished the cabriolet in Madeira Maroon with a black top and removed the twin spotlights, as it appears today. The cabriolet sits level now, more in keeping with customcar practice. And the steering wheel and dashboard are from a 1940 Ford. Where ’35 and ’36 Fords are concerned, roadsters are rarer and more popular than cabriolets, but this car’s history in the custom-car world sets it apart and commands a value that’s somewhat higher than that of a stock Ford DeLuxe cabriolet. You certainly couldn’t build this car for $63,800, and that doesn’t begin to cover its notoriety. I do wish it were still Sunfire Yellow, in which case it might have brought even more. But in these uncertain times, I think it was a good deal for the seller and the buyer both. A (Introductory description courtesy of Mecum Auctions.) 1936 Ford Model 68 DeLuxe V8 roadster Lot 367, VIN: 182873855 Condition: 3+ Sold at $43,000 RM Auctions, Hershey, PA, 10/11/2018 ACC# 6880058 1936 Ford Model 68 Custom roadster Lot 227, VIN: AZ347961 Condition: 1Sold at $168,000 RM Sotheby’s, Phoenix, AZ, 1/16/2020 ACC# 6922269


Page 56

AMERICANA PROFILE by Carl Bomstead 1955 PACKARD CARIBBEAN CONVERTIBLE Grit and Glam Courtesy of RM Sotheby’s Packard style and technology brings a solid price in today’s online marketplace VIN: 55881269 • Offered from the Gernatt Collection • 275-hp, 352-ci V8 automatic • Frame-off restoration 2016 • White Jade, Zircon, Sapphire • Power windows, seat, top, steering and brakes • Clock and Wonder Bar radio • Chrome wires, shod with wide whitewalls • Packard’s most deluxe model for 1955 and one of only 500 produced ACC Analysis This car, Lot 353, sold for $78,100, including buyer’s pre- mium, at RM Sotheby’s Online Only Palm Beach, FL, auction held March 20–28, 2020. The early ’50s were an exciting time for the auto- motive industry. With the exception of the Raymond Loewy-designed Studebaker, manufacturers had been selling warmed-over pre-war offerings that fed pentup demand for automobiles. But to continue to prosper, automakers realized they needed more-exciting offerings. Designers demonstrated their creativity with futuristic dream cars. Harley Earl’s “Y-Job,” the Buick Le Sabre and the Buick XP-300 captured the public’s imagination. Cadillacs began sprouting fins as GM offerings grew lower and sleeker. General Motors, at the 1953 New York Motorama, presented the Oldsmobile Fiesta, the Cadillac Eldorado and the Buick Skylark, and the public lusted over their futuristic features and design. Just down the way, the new Corvette introduced America’s sports car. Packard’s new look Packard’s collection of dream cars was not as well known, but they were every bit as sensational. With prominent designer Dick Teague on staff and Dutch Darrin and Ray Dietrich on contract, Packard had the creative talent to produce their own excitement. The striking Pan-American borrowed a few tricks from the hot-rodders of the era — it was sectioned, the 58 AmericanCarCollector.com


Page 57

door handles shaved and it was void of chrome, giving a clean, European look. The Pan-American, due to excessive cost, never made it into production, but Richard Teague used it as the basis for the new Caribbean. He could not section the body, but he did add a scooped hood, Continental kit and radiused rear-wheel openings. The car carried a price tag of $5,250, and they sold 750, outselling the 1953 Cadillac Eldorado by 218 units. Style and luxury By 1955, the Caribbean was riding on a 127-inch chassis, and Teague had redesigned the car with fashionable triple-tone livery, twin scoops on the hood and functioning dual rear aerials. The only options were wire wheels, air, and tinted or shaded glass. Auto Age stated it was “America’s finest car,” although with the frequent change in advertising agencies, there was not a consistent message or theme. Seating in the Caribbean was luxurious leather, and the car offered the soon-to-prove-unreliable Twin-Ultramatic automatic transmission, which was controlled by push buttons in the middle of the dash. Turning the key brought the new-for-’55 overheadvalve 275 horsepower V8 with twin Rochester 4-barrel carbs to life, and the car would rise slightly as the innovative electronically controlled Torsion-Level Ride suspension awoke. With this car, Packard had the dubious distinction of being the first to offer a/c in a convertible. Packard sold 500 of the Caribbean convertibles in 1955, and even that is commendable, as the company was having numerous Black Swan moments. As an example, longtime Packard body builder Briggs had been acquired by Chrysler, so Packard was forced to produce their own bodies for these cars. Additionally, Packard then leased Briggs’ Conner Avenue plant and moved to it from their East Grand Boulevard facility. The new Conner plant was less than a third the size of the previous location, and was poorly designed. One deficiency was that it had only one delivery door, and trucks often had to wait to deliver raw materials. Quality became an issue, and these cars had far too many ragged edges. On top of all that, Packard lost their defense business, and the merger with Studebaker was a financial disaster. The Caribbean held on for one final year, but the writing was on the wall. This car RM Sotheby’s sold the subject 1955 Caribbean at an online auction, which has become the New Abnormal for the foreseeable future. The car was well documented and the RM Sotheby’s specialists were available for their forthright analysis. It is a format that has proved successful for Bring a Trailer, and there is no reason that it won’t be just as successful with RM Sotheby’s. You do, however, become a bit more of a sleuth, and the photos force you to dig further. For example, this Caribbean was stated to have benefited from a frame-off restoration in 2016, but the painted hexagon centers of the hubcaps were chipped or the paint was missing entirely. That’s an easy fix, but why was it not repaired prior to the auction? In addition, a budget battery was installed, and while that’s not a big deal, it does raise some additional questions about other things that might not have been exactly correct. The ACC Premium Auction Database has about 100 of these cars listed — or about 20% of the total production. Prices range from $25,000 for a needseverything example to the high five figures for a properly restored one. Our subject car slots into the higher range, where it rightfully belongs, which is a good sign for the market in the midst of coronavirus. Online or live auction aside, this Caribbean sold for a market-correct figure for its condition, and both the buyer and seller should be pleased. A (Introductory description courtesy of RM Sotheby’s.) 1955 Packard Caribbean convertible Lot 374, VIN: 55881244 Condition: 2 Sold at $56,100 ACC# 6867936 DETAILING Years produced: 1953–56 Number produced: 500 (1955) Original list price: $5,932 Current ACC Median Valuation: $84,500 VIN location: Plate attached to left front door post Engine # location: Boss upper left side of engine block Alternatives: 1955 Cadillac Eldorado convertible, 1957 Imperial Crown convertible, 1957 Chrysler 300C convertible ACC Investment Grade: B Comps 1955 Packard Caribbean convertible Lot 136, VIN: 55881033 Condition: 2+ Sold at $56,000 RM Sotheby’s, Amelia Island, FL, 3/6/2020 ACC# 6928864 1955 Packard Caribbean convertible Lot 170, VIN: 55881254 Condition: 3+ Sold at $26,000 Bonhams, Greenwich, CT, 6/2/2019 ACC# 6902374 Barrett-Jackson, Palm Beach, FL, 4/12/2018 July–August 2020 59


Page 58

RACE PROFILE by Jeff Zurschmeide 1968 CHALLENGER 2 STREAMLINER Need for Speed Courtesy of Mecum Auctions How fast can you afford to go? Faster than you might think VIN: N/A • Holds the fastest-ever certified speed-record run for a piston-driven vehicle • Designed by Hall of Fame driver Mickey Thompson in collaboration with Kar Kraft in 1968 • Driven by Danny Thompson to a new SCTA AA/ FS record of 448.757 mph on August 12, 2018, at the Bonneville Salt Flats • Chassis built by famed Indy Car constructor Quin Epperly with MT Advanced Engineering team and overseen by drag racer Pat Foster • Restored, retrofitted and updated over seven years by Danny Thompson in his Huntington Beach, CA, shop • Four-wheel-drive • Twin Brad Anderson 500-ci dry block A-fueltype Hemi V8 engines • B&J Big Boy twin 3-speed transmissions ACC Analysis This car, Lot S130, sold for $561,000, including buyer’s pre- mium, at Mecum’s Kissimmee, FL, auction on January 11, 2020. When you buy a race car, you have to consider where you’ll be able to drive it. How far is it to the nearest drag strip, road course or circle track? When you’re buying the world’s fastest piston-powered vehicle, there’s really only one place you can get it up to speed: the Bonneville Salt Flats in Utah. But if your goal is to break 450 mph and set a new world record, that’s your place and the Challenger 2 is your ride. Photo by Holly Martin Danny Thompson in the cockpit 60 AmericanCarCollector.com


Page 59

Not your ordinary hot rod The Challenger 2 is a purpose-built land-speed- record streamliner. It doesn’t even look like a car, but rather seems to be an experimental airplane that lost its wings. The car was originally designed and built by the legendary Mickey Thompson (with plenty of help from an array of experts) for the 1968 SCTA Bonneville National Speed Trials — better known as Speed Week. Challenger 2 was a follow-up to the original four-engine Challenger that Thompson drove to a 406-mph world record in 1960. In testing, the Challenger 2 unofficially achieved about 400 mph, but didn’t make an official timed run due to flooding on the salt that year. The Challenger 2 is just 36 inches wide and 37 inches tall at the canopy, but it’s 32 feet long and perfectly streamlined. It rides on four wheels and carries two 500-ci Hemi V8 engines running on a mix of 87% Nitromethane and 13% methanol. Together, the engines are capable of laying down about 5,000 horsepower. Each engine drives its own 3-speed transmission, and each transmission drives one pair of wheels. The engines are coordinated with a unique Hadley Box governing device, which keeps them in sync during the runs. The Challenger’s skin is made entirely of hand- formed aluminum panels laid over a tube chassis made of lightweight 4130 chrome-moly steel. Even so, the machine weighs in at a hefty 5,800 pounds when fueled up and ready to race. Interestingly, it weighs only 5,300 pounds at the end of its run, because it burns about 50 gallons of fuel along the way. The tires are special too, made by the Mickey Thompson company to hold together at extreme speed. Normal land-speed-record tires would fly apart from centrifugal force under the Challenger 2. World-record holder The Challenger 2 is not a car that just anyone can drive. The slightest error or mechanical failure at speeds above 400 mph is almost certain to be fatal. Mickey’s son Danny Thompson spent seven years prepping the Challenger 2 for a 50th anniversary run and achieved a world-record speed of 448.757 mph in 2018. Bear in mind, that’s the average of two runs in opposing directions. The actual trap speed recorded at the exit of the record run was 459.588 mph. Making a new land-speed record is not easy. Thompson said that the car tried to kill him twice on his runs. In 2018, Thompson was actually breaking his own previous class record of 406.769 mph set in the Challenger 2 in 2016. He also broke the overall SCTA piston-powered speed record of 437.183 mph and the FIA record of 439 mph, both set by George Poteet in 2013. Didn’t meet estimate A car like Challenger 2 doesn’t come to auction very often, if ever. There are only a handful of them, and each one is unique. Buyers for these cars are often museums rather than enthusiasts who seek to break the existing records or collectors who just want to have them. We don’t know who bought the Challenger 2, just that they paid a little more than half the low estimate. It’s hard to draw any conclusions past the immedi- ate sale at hand. An auction requires two or more buyers willing to bid up the price to get any vehicle up to and past its estimate. Buyers have been shying away from big investments since last summer, although the $3.74 million sale of the “Bullitt” Mustang just the day before at the same auction shows that there are still dramatic exceptions. For his part, Thompson was upfront about why he was selling. The record-holder told Autoweek, “I made the biggest mistake you can make in motorsports. I borrowed money to go racing.” The 71-year-old Thompson needed the cash from the sale to pay off his debts, and hopefully have a bit left over for retirement. So perhaps there are some broader life lessons to be learned from this sale. Still, no amount of money can buy the world-record- holder’s hat that SCTA bestowed on Thompson, or the personal satisfaction he surely enjoys from realizing his father’s long-cherished dream. That’s the thing about world records; they can be surpassed, but they can never be taken away. A (Introductory description courtesy of Mecum Auctions.) A car like Challenger 2 doesn’t come to auction very often, if ever. There are only a handful of them, and each one is unique. Buyers for these cars are often museums rather than enthusiasts who seek to break the existing records or collectors who just want to have them. DETAILING Year produced: 1968 Number produced: One Original list price: N/A Current ACC Median Valuation: $561,000 (this sale) Tune-up/major service: $500-plus VIN location: N/A Engine # location: N/A Alternatives: Any land-speed racing car with standing records ACC Investment Grade: B Comps 1954 Chrisman Bonneville Coupe Lot S149, VIN: N/A Condition: 1 Sold at $484,000 Mecum Auctions, Kissimmee, FL, 1/13/2019 ACC# 6894677 “Spirit of ’76” Bonneville Streamliner Lot 236, VIN: N/A Condition: 1 Sold at $275,000 ACC# 1666481 RM Auctions, Los Angeles, CA, 9/26/2009 1951 Tom Beatty belly tank Lot 28, VIN: N/A Condition: 4 Sold at $440,000 Gooding & Co, Pebble Beach, CA, 8/18/2007 ACC# 46531 July–August 2020 61


Page 60

TRUCK PROFILE by Kevin Whipps 1990 CHEVROLET 454 SS PICKUP Muscle Truck Tim Scott ©2020, courtesy of RM Auctions Is just under $40k the right price for GM’s modern big-block short-bed? VIN: 1GCDC14N0LZ174302 • 7.4-L GM V8 • Automatic transmission • First production year • Original black paint and decals • Less than 50 miles on the odometer • Original wheels • Original window sticker • Original red interior ACC Analysis This truck, Lot 259, sold for $39,600, including buyer’s pre- mium, at RM Sotheby’s Palm Beach Online Only auction held March 20–28, 2020. The 454 SS was the sport truck of the sport-truck era and is highly desirable among collectors. But $39,600 seems like it’s not the right price for this kind of truck — or is it? The original Back in the late 1980s, the sport-truck scene started to take root. Building a truck and making it cool was the name of the game, and with the introduction of the new Silverados in 1988, Chevy was ahead of the pack. They had the truck to own back then, particularly if you wanted to tweak and tune it to your own desires. That, and the aftermarket was packed with parts for these rigs. And so when they introduced the first 454 SS in 1990, it was a big deal. Here was this super-powerful truck with a big-block V8 purpose-built to smoke the tires. It only came in one color combo that first year — black with red interior — but later there were white and red variants that were also popular. They were also so rare that they became a valued commodity. Sport-truck fans craved the 454 SS, so much so that Chevy even spawned mini-truck versions with the Syclone and Typhoon, and both of those sold like crazy, too. Today, the 454 SS is a legendary truck; frequently 62 AmericanCarCollector.com


Page 61

If you were a kid or young adult in 1990, it was your dream truck. You might have even had a poster of one in your bedroom. And as such, the nostalgia is real, and you’re probably willing to pay extra money for one, particularly if it has so few miles that a dealership could probably sell it today as-new. the one that collectors and customizers alike want to own, and rarely do they make that dream come true. It’s no surprise, as there were just under 17,000 of them built in three years. So when one comes across the auction block, you can be sure that somebody is going to snatch it up. Of course, the question is, for how much? Factory fresh This particular truck is quite the standout in its field, and that starts with the number on the odometer: Just 44 original miles. It makes you wonder if the purchaser bought the truck, did a few burnouts and then parked it for 30 years. The only thing that isn’t in excellent condition on the vehicle is the rubber strip on the top of the bumper, and that’s only slightly faded. So ultimately, if you’re looking for the perfect representation of a bone-stock 454 SS like it came off the showroom floor — complete with the window sticker — this is your huckleberry. Then there’s the price, which is a bit of a puzzler. In 2019, a 1990 454 SS with 3,700 original miles sold for a tick more at $40,700. What’s the difference? Well the paint was in excellent shape, and the mileage was obviously super low as well. But that truck was mildly customized with period-correct wheels, a GMC grille and a slightly lowered suspension. This truck — the one with under 50 miles on it — does seem to be in more original condition, and yet the custom one pulled out ahead in the final tally. And still, a 454 SS in the high-$30k range is an outlier. These trucks sell in the $20ks all day long. In fact, you have to go back to 2005 to find one that sold in the low $30ks, which is definitely saying something. The obvious difference is the extremely low mileage, but is there anything else we can learn from this sale? And why is the price so high compared to the sales history of the model? The OBS market is hot Back when Internet forums were all the rage, each generation of Chevy truck was separated into categories. And since the 1999–2006 trucks were current at the time, they were categorized as the New Body Style, or NBS trucks. OBS or Old Body Style, therefore, were the previous generation of trucks, the 1988–98s, of which this 454 SS is a member. OBS trucks are particularly hot right now. Why? They’re cheaper, for one. The 1967–72s have been pricey for well over a decade. Their squarebody brethren 1973–87 models are coming up in price and the July–August 2020 63 1988–98s are just sitting there waiting for their turn. Of those trucks, the 454 SS is the most desirable. It’s super rare, and it’s one of those vehicles that’s emblematic of the times. If you were a kid or young adult in 1990, it was your dream truck. You might have even had a poster of one in your bedroom. And as such, the nostalgia is real, and you’re probably willing to pay extra money for one, particularly if it has so few miles that a dealership could probably sell it today as-new. The competition? Not much But what if you can’t get one of these trucks? Well, if you’re a Chevy fan, then you have to look at the GMC Syclone and its SUV counterpart, the GMC Typhoon. But both of those are S-platform trucks, so they’re not quite as desirable. If you’re willing to wade over into Blue Oval territory, then you could look at a 1993 Ford Lightning. Historically, those have sold for under $10k, so they’re a comparable steal — but that’s pretty much it for that era. Your only other option is a Dodge Ram SRT-10, but those are ones from the current millennium, and that might not fit your needs. Basically, these trucks are a rare breed — the kind that GM isn’t making anymore. Today, your high-performance Chevy and GMC trucks have some variant of an LS engine, and that’s great. But there’s something about having a truck that gets less than 10 miles to the gallon and can barely keep the rear end planted that’s a lot of fun. And hey, if it’s a little more expensive as a result, that’s just the price you’ve got to pay for all that tire smoke.A (Introductory description courtesy of RM Sotheby’s) 1990 Chevrolet 454 SS Lot 523, VIN: 1GCDC14N3LZ164461 Condition: 2Sold at $23,760 Hollywood Wheels, West Palm Beach, FL, 12/8/2011 ACC# 6611624 DETAILING Years produced: 1990–93 Number produced: 16,953 Original list price: $18,295 Current Median ACC Valuation: $22,000 Tune-up / major service: $200 VIN location: Lower driver’s side of windshield Engine number location: Front passenger’s side of engine block Alternatives: 1993–95 Ford Lightning, 1991–93 GMC Typhoon, 1992–93 GMC Syclone ACC Investment Grade: C Comps 1990 Chevrolet 454 SS Lot T171, VIN: N/A Condition: N/A Sold at $40,700 ACC# 6894532 Mecum Auctions, Kissimmee, FL, 1/3/2019 1995 Ford F-150 SVT Lightning Lot 508, VIN: 1FTDF15R2SLA87060 Condition: 3+ Sold at $20,350 Leake Auctions, Dallas, TX, 11/17/2017 ACC# 6853746


Page 62

MARKET OVERVIEW TOP 10 SALES IN THIS ISSUE by Chad Tyson 1. 1967 Shelby GT500 fastback, $147,000—Bring a Trailer, p. 88 2. 1970 Dodge Charger RT/SE 2-door hard top, $122,500— Bring a Trailer, p. 89 3. 2014 Shelby GT500 Super Snake convertible, $93,500— Barrett-Jackson, p. 78 4. 1970 Ford Mustang Boss 302 fastback, $91,300—BarrettJackson, p. 78 5. 1958 Chrysler 300D convertible, $85,050—Bring a Trailer, p. 89 6. 1970 Pontiac Trans Am Ram Air III coupe, $84,000—Bring a Trailer, p. 86 7. 1967 Chevrolet Corvette convertible, $84,000 —Bring a Trailer, p. 87 8. 2019 Dodge Challenger SRT Hellcat Redeye Widebody coupe, $81,400—Barrett-Jackson, p. 78 9. 1957 Chevrolet Bel Air convertible, $78,100—BarrettJackson, p. 70 10. 1961 Chevrolet Corvette convertible, $72,450—Bring a Trailer, p. 87 T hank you for sticking with us as we rode through the past nine years of American Car Collector. It’s been a pleasure to bring our auction evaluations to you in each issue, and to track the market for American muscle and classics at auctions spanning the globe. I’ve watched the Internet grow up from dial tones to altered reality and have loved the progress along the way. Now, with in-person events on hold, the Internet has become a much-needed lifeline for the market to continue conducting business. The convenience of clicking is hard to beat — see Amazon’s stock price the past few months — but now I believe that it’s perhaps better as a second or third option if you can’t make it to the sale. In-person buying is still where it’s at. Relying on auction-company-provided photos, squinting hard at pixelated images and not being able to call a reporter with a question as to what they were looking at are my own little annoyances while working during the COVID-19 pandemic. I’m sure the auction companies have heard these same complaints. Barrett-Jackson was able to retool swiftly to offer its first online-only sale, even if the numbers didn’t reach the typically colossal heights of non-pandemic times. In their second timed online sale, EG Auctions came nowhere close to the bottom-line numbers of their first one. We’re also taking a look at some of the best muscle cars available on Bring a Trailer from the past two months. But this is a new, temporary reality that can’t re- ally be compared apples-to-apples to sales that have come before, at least in overall totals. It’s important to remember that while there are challenges facing both buyers and sellers right now, sales are still going on, and we’ve seen specific sale prices on par with what we might have seen just a few short months ago. There are challenges in the collector-car auction scene right now, but this too shall pass. Here’s hoping that, by the time you’re reading this in July or August, there will be some in-person auctions for you to attend — and online events that have better streamlined themselves by recognizing and adapting to their unique challenges. For whatever is next, I’m glad you’ve been on this ride with us. A Is it everything we dreamed it would be? Welcome to the Future BEST BUYS 1969 Chevrolet Camaro Z/28 coupe, $42,350—BarrettJackson, p. 70 64 AmericanCarCollector.com 1966 Chevrolet Corvette coupe, $67,100—BarrettJackson, p. 74 2007 Chevrolet Corvette Z06 coupe, $33,550—BarrettJackson, p. 75 1969 Mercury Cougar Eliminator, $59,325—Bring a Trailer, p. 88 1958 Chrysler 300D convertible, $85,050—Bring a Trailer, p. 89


Page 64

BARRETT-JACKSON • ONLINE Online Only May 2020 Strange times indeed: A pristine 1984 Dodge Daytona Turbo sold for $20,350 Barrett-Jackson Online May 8–17, 20200 Automotive lots sold/ offered: 46/85 Sales rate: 54% Sales total: $3,637,525 High sale: 1963 Chevrolet Corvette custom Split-Window coupe, sold at $357,500 Buyer’s premium: 10%, included in sold prices 1984 Dodge Daytona Turbo, sold for $20,350 Report by Brett Hatfield, photos courtesy of Barrett-Jackson Market opinions in italics ·Celebrity-owned cars were in abundance, with former rides of Hank Williams Jr., John Elway and Richard Childress among the offerings ·Chevrolets took the top two sales spots, followed by three FoMoCo products broadcasting the palpable excitement, no VIPs wheeling around in golf carts. Just a simple online auction of gorgeous collector cars, albeit with many more detailed pictures per listing to supplant seeing the cars in the flesh. Auction website ProxiBid. com handled the sale, allowing car collectors to bid on the lots. The Barrett-Jackson online sale was, in some respects, a substitute for the N Northeast sale that normally takes place not much later this time of year at the Mohegan Sun Casino and Resort in Uncasville, CT. The casino, like so many other public venues, is closed for now, out of an abundance of caution. We are all in this together, and we are all looking forward to returning to some semblance of normalcy. This will do until we can safely gather again and get back to what we all love and cherish about the social aspect of the collector-car world. The docket for the sale was only 85 cars, but true to the Barrett-Jackson brand, 66 AmericanCarCollector.com ·Top-selling lot, a 1996 NASCAR Monte Carlo driven by the Intimidator Dale Earnhardt, sold for $425,000, with proceeds benefiting Feeding America and Samaritan’s Purse o enormous convention facility or giant tents. No bright lights. No throngs of car fanatics, dealers, buyers or media. No cacophony of auctioneers pumped through public-address systems accompanying the murmur of the auction faithful. No parking lots clogged with cars or smells wafting in the air from the multitude of food vendors. No celebrities, no cameras there were some exceptional offerings. There was a custom 1963 Chevy Corvette Split-Window coupe, resplendent in white over bright red leather custom interior, riding on an Art Morrison chassis, and propelled by a 540-hp LS3. It found a new home for $357,500. What is likely the world’s best 1984 Dodge Daytona Turbo, which has had beyond-obsessive care, sold for what seemed like bargain-basement money at $20,350. I hadn’t realized how much I missed all the elements of collector-car auctions until I watched a Barrett-Jackson clip on YouTube. The second I heard the auctioneer, it all came rushing back in a wave. I remembered all the elements and sensations of being there, walking the floor, shooting pics of the cars, taking notes, trying to find all the important details of each lot reviewed. I’d forgotten the aura of a big sale and found myself suddenly nostalgic. An online auction is far better than no auction at all, but nothing takes the place of being in the middle of it. The sale managed to net Barrett-Jackson a total take of $3,637,525, selling 46 of the 85 lots, for a 54% sell-through. These are not the kind of numbers one usually sees from a Barrett-Jackson sale. However, their typical auction is a massive production, with numerous employees. The savings of an online sale might push the company to consider more online-only offerings in the future, but probably not at the expense of any of the in-person sales. Time will tell. A QUICK TAKE


Page 66

BARRETT-JACKSON • ONLINE MARKET MOMENT 1967 Oldsmobile Toronado GM #106-1952 GMC 101 “Texaco Truck” pickup. VIN: 10122P32660. Red & black/red & black vinyl. 228-ci I6, 2-bbl, 3-sp. Sharp, striking bright red with black fenders has a handful of small nicks and touch-ups to be found throughout the exterior. Chrome reverse wheels offset nicely by wide whites. Has been dressed up with blackpainted stake bed sides with Texaco signs mounted. Bed is very well-finished oak planking and has a Texaco-emblazoned cooler painted a matching red. Interior is a mixed bag, with a sharp red-and-black vinyl bench, but all the painted Thatcher Keast ©2020, courtesy of RM Auctions SOLD at $60,500 RM Sotheby’s, Online Only: Palm Beach, March 20–28, 2020, Lot 163 VIN: 396877M609635 I ’ve always been conflicted about the Oldsmobile Toronado. On one hand, I find them rather striking, with a long, low profile and soft, curving body lines. I think it was Oldsmobile’s aim for it to look polished and refined, like a tailored suit, and they succeeded. The 1966 Toronado was also a technological marvel as it was the first practical front-wheel-drive, full-size American car to be produced since the Cord. First is best, right? But the more I look at it, the more futuristic it appears — and not in a good way. I’m talk- ing about the maligned malaise era of frumpy styling and pathetic performance. It was a sign of things to come for the ol’ Toro. After ’66 and ’67, every redesign would send it deeper into the era of malaise, with awkwardly placed headlights and an overabundance of trim. Looking at prices in the ACC Premium Auction Database makes me think other people are just as conflicted as I am about the Toronado. Without a doubt, the 1966 and ’67 models bring the most money, but even they are all over the board. There are examples that sold for $30k or more from 2005 to 2020, but there are just as many that went for under $25k during that same period. People are either all in on the Toro or they are just “meh.” Because of that, prices have never really taken off, but they haven’t tanked, either. Other than the custom roadster Toronado used in the television show “Mannix” that sold in Monterey last year, our subject car’s $60,500 is a new sales record. It appears very original, with the interior, engine compartment and trunk looking almost new. That makes sense, as it only has 18,200 miles on the odo, but the paint is more akin to 118k-miles. Rather than drive the car, it looks like previous owners would spend all day every day wiping off (or grinding in) dust with a dry cloth. Yes, it’s original, but rather ratty. A repaint will look better, but it eliminates originality. It’s a conundrum — one that I think could have held back the price on this car. The buyer was all-in on this original Olds, and cracked open their wallet to make sure it landed in their garage. Was he or she suffering from cabin fever or simply seduced by the allure of the like-new garage find? What I do know is at this price, my wallet would stay securely tucked in my pocket. No conflict there. A— Chad Taylor 68 AmericanCarCollector.com surfaces are painted a mud brown—likely the original color. The door panels show some age, and there are some nicks in the brown paint. The exterior is appealing, but they dropped the ball on the interior. Engine bay is clean, correct. Cond: 3+. SOLD AT $26,675. Last seen at the 2020 Leake Scottsdale auction, where it traded hands for $18,150 (ACC# 6925267). This was a spiffylooking truck with tons of curb appeal that was almost entirely lost when you opened the door. It was obvious much effort had been expended on the exterior appearance. The assumption was the seller ran out of time, money or desire when it came to the cab. #136-1957 CHEVROLET NOMAD wagon. VIN: CA746320. Colonial Cream/cream vinyl, gray cloth. Odo: 10,276 miles. 283-ci V8, 4-bbl, auto. Features ps, pb, Wonder Bar signal-seeking AM, and aftermarket a/c. Older restoration that presents quite well. Paint is shiny. Chrome bumpers in good nick, but black rubber “Dagmar” caps are slightly faded. Brightwork is well polished, particularly the stainless headliner bows. Cloth and vinyl bench seats show little, if any, wear. Engine bay is clean and correct, save for the modern a/c compressor. Cond: 2. NOT SOLD AT $39,000. Last seen at the Mecum Glendale 2020 sale, where it failed to meet reserve at $50k (ACC# 6931524). Nomads in this condition are seldom seen. More


Page 68

BARRETT-JACKSON • ONLINE often they have seen hard use or been converted to hot rods for weekend cruising. This one was restored to a refreshingly original standard, with the exception of the modern compressor. As ACC Pocket Price Guide median value hovers around $55k, and the seller didn’t accept a substantially higher bid just a couple months prior, it was no surprise this was a no-sale. #248-1957 CHEVROLET BEL AIR convertible. VIN: VC57F170514. Harbor Blue/white vinyl/two-tone blue vinyl & cloth. Odo: 2,020 miles. 283-ci V8, 4-bbl, auto. Quality restoration on a solid, rust-free car. Paint appears to have been done to a high standard. Chrome and stainless are both brilliant. Interior looks fresh, with little sign of wear. Engine bay and undercarriage are a little dusty, but otherwise in good nick. Minor upgrades such as disc brakes and rack-andpinion steering make for a more drivable car. 9 Prix. This was a color I had not seen before, but quite attractive. PHS documents, original sales brochure and documentation showing single GM employee ownership with 16,000 original miles when acquired by seller added to the presentation. This was not a restoration, but a well-kept, lowmile original. The money offered was spot-on per book value, but seemed like not much for a lot of car. Little surprise the seller chose to hold out for more. Cond: 2. SOLD AT $78,100. Last seen at the 2020 Glendale, AZ, Mecum auction, where a $70k high bid failed to take it home (ACC# 6931296). In recent years, the strength of the Tri-Five Chevys has been on the wane, with Baby Boomers beginning to age out of the collector-car market. Even with the loss of its former “blue chip” status, there is something perpetually appealing about a wellrestored ‘57 Bel Air ragtop. This example had been restored to a very good standard, in an attractive shade of blue. The winning bid was just above book value, but likely a great buy given the quality of restoration. Well bought. #207-1965 PONTIAC GRAND PRIX 2-dr hard top. VIN: 266575P266022. Iris Mist/black vinyl/Plum vinyl. Odo: 16,000 miles. 389-ci V8, 4-bbl, auto. Shiny Iris Mist Metallic paint presents well. Chrome front bumper shows the first signs of light pitting. Rear driver’s side of rear bumper has some rub marks on it. Engine bay shows well, but could be a tad cleaner. Undercarriage is a bit on the crusty side. A-arms look recent. Plum vinyl bench seat interior in good nick, save for a small blemish at rear of driver’s side seat nearest the door. Well equipped with push-button radio, rearseat speaker, vanity visor mirror, non-glare inside rear-view mirror, left-hand remote rear-view mirror, back-up lamps, trunk lamp, inside reading lights and ashtray lights, Wonder Touch power steering and brakes, and soft ray windshield. Cond: 3+. NOT SOLD AT $15,250. Having owned four of them, I’m a sucker for a Grand 70 AmericanCarCollector.com #119-1967 CHEVROLET CHEVELLE SS 2-dr hard top. VIN: 138177Z134015. Tahoe Turquoise/black vinyl. Odo: 270 miles. 396-ci V8, 4-bbl, 4-sp. Obvious care has been taken with the paint prep and application, as the Tahoe Turquoise finish gleams, even in the door jambs. Chrome looks to have been refinished recently. Panel gaps are consistent throughout. Some cracking can be seen in weatherstrip around wing windows. Stainless is good, but could be a bit better with some polishing. Clean engine bay is home to a period-correct 396/325-hp big block. Seats show the faintest use. Door panels and carpet are asnew. Original radio is fitted. Equipped with ger’s side door. Stainless appears clean, but could be a bit better polished. Emblems are surrounded by a bit of residual wax. Interior appears recent, with little to no wear. Could stand to be dusted, especially the back seat. Teak steering wheel fitted. Engine bay looks tidy, correct. Factory-steel Rally wheels are shod in modern Goodyear radials. Cond: 3+. SOLD AT $42,350. Last seen at the 2020 Barrett-Jackson Scottsdale sale, where it traded hands for $51,700 (ACC# 6922801). The 1969 model year, with the iconic mock vents in front of the rear wheels, is considered by many as the most desirable of the first-generation Camaros. This example was sharp in formal Tuxedo Black and white stripes. Possibly an ultra-clean driver, or show car with a bit of TLC, the sale price of just over $42k seemed a great bargain against a priceguide median value of $66k. Very well bought. front disc brakes, 2.5-inch Flowmaster exhaust and a 12-bolt Positraction rear end. Cond: 2. SOLD AT $52,800. Last seen at the 2019 Barrett-Jackson Scottsdale, AZ, sale, where it found new ownership for $48,400 (ACC# 6891792). ACC Pocket Price Guide puts median value for a ‘67 Chevelle SS 396 at just over $46k, but this was far from a median Chevelle. The restoration was well done. This one was just mean enough without straying too far from original. This was a decent value, considering work done here had to be twice the price. #102-1969 CHEVROLET CAMARO Z/28 coupe. VIN: 124379N562016. Tuxedo Black & white/black & white houndstooth, black vinyl. 302-ci V8, 4-bbl, 4-sp. Equipped with power front discs, gauge pack, tilt, power steering, an AM radio, X-77 trim package, and the Z/28-only DZ 302 backed by the venerable Muncie M21 4-speed. Glossy black Tuxedo Black paint is held back by a handful of small flaws throughout. Small rub marks are visible at front and rear of the passen- #212-1969 CHEVROLET CAMARO Z/28 coupe. VIN: 124379N666563. Hugger Orange/black vinyl/black vinyl. Odo: 73,410 miles. 302-ci V8, 4-bbl, 4-sp. Equipped with matchingnumbers drivetrain, 12-bolt Positraction rear end, D80 front and rear spoilers, power front disc brakes, vinyl roof, Rally wheels, ZL2 cowl hood, tach and center console with gauges. Paint shines from every angle. Panel gaps are better than factory. Engine bay is quite clean. Black vinyl buckets show slight wrinkling on seat bottoms, but no real wear. Chrome and trim are bright, shiny. Greatlooking first-generation Camaro. Cond: 2+. NOT SOLD AT $57,000. Last seen at the 2020 Scottsdale Russo and Steele auction, where it failed to sell at $49,500 (ACC# 6922107). Before that, Mecum sold it at their 2018 Kissimmee sale for $88,000 (ACC# 6859327). Someone did an excellent restoration on this car. The price guide sets median market value at $66k. Given the quality of the work, combined with matching numbers, it is little wonder the seller held out for more. #211-1970 BUICK GSX 2-dr hard top. VIN: 446370H288457. Saturn Yellow/black vinyl. 455-ci V8, 4-bbl, auto. Rotisserie restoration done to a high standard on one of 678 GSXs produced for TOP 10 BEST BUY


Page 70

BARRETT-JACKSON • ONLINE MARKET MOMENT 1957 Ford Thunderbird E-Code 1970. Resplendent in original Saturn Yellow done in a two-stage base coat/clear, then color-sanded and polished. Panel gaps consistent throughout. Chrome and stainless both gleam. Black interior is fresh. Spotless engine bay houses the 455 HO. Equipped with Rally Ride control package, a/c, bucket seats, console shifter, ps, power front disc brakes and gauge package with hood tach. Two owners from 1979 through 2019. Listed in the GSX Thatcher Keast ©2020, courtesy of RM Auctions SOLD at $78,100 RM Sotheby’s Online Only: Palm Beach, March 20–28, 2020, Lot 170 VIN: E7FH395311 I magine with me, for a moment, all of Ford Motor Company’s cars, trucks and utilities as Greek gods taking their place on Mount Olympus. Kind of a “Cars” meets “Clash of the Titans” vibe. Since the Thunderbird was named after a Native American supernatural being, I don’t think I’m too far off in the wheat fields with a Greek deity analogy. In the pantheon of historical Ford products, there are but a few sitting on higher plinths than the Thunderbird. The Mustang (sure), Model T (yep), the GT40 (indeed), and perhaps the Bronco are the only ones I’d rank higher in terms of importance to the company’s bottom line and/or heritage. The best years of the best models get to represent the icons on our mountain in the clouds, so the ’65 Mustang coupe, ’28 T and the GT40 Mk II get special spots next to a ’57 Thunderbird. And yes, it has to be a ’57 over the other first-gen years, as the refinements that Ford’s styling department made for that year — new grille, front bumper, extended rear overhang, etc. — look fantastic, and that’s the only year to get factory upgraded engines with the classic, two-seater body. Speaking of upgraded engines, the E-code was as good as it got for most buyers. Yes, the supercharged F-code hit 300 horsepower, but was only fitted in 194 ’57 T-birds. The E-code 312 came with dual carburation that lifted power to 270 hp, which was 58 more than the base C-code 292-ci V8 and 25 more than the D-code 312. Ford made it really easy to tell in the VIN what the car came with for the ’57 ’Bird; it’s the first letter. If the car was presented as an E-code but the VIN starts with a “C” or “D,” well, then we have a problem. All of that lines up here and there’s no obvious concern that the car isn’t as it’s repre- sented. So what about the price? Well, the ACC median for ’57 E-code T-birds is $63,500 in the latest Pocket Price Guide. This car sold for $14,600 over that. This is a well-restored ’57 E-code in attractive colors that sold strongly. The buyer had to bid up to get this car with all the right goodies: both tops, fender skirts and power windows/steering/brakes. It even has the incorrect, ubiquitous, later KelseyHayes-style wire wheels that so many Thunderbird buyers seem to want. Call it fair all around for the strong price and the strong presentation — one that rightly lifts the median price in the price guide. Just what you’d expect from an Olympus resident. A — Chad Tyson 72 AmericanCarCollector.com72 AmericanCarCollector.com registry and Buick Historic Society documentation. Cond: 1-. NOT SOLD AT $75,000. Last seen at Leake’s 2020 Scottsdale sale, where it failed to reach reserve with a high bid of $72k (ACC# 6924883). Seeing examples of muscle cars that have been so painstakingly restored is always fun, and this was no exception. It probably didn’t look this good on the showroom floor. With price-guide value at $115k, and knowing the seller had to have at least that in the resto, it is little wonder he held out for more. #131-1970 CHEVROLET CHEVELLE COPO replica 2-dr hard top. VIN: 136370A145998. Champagne Gold/white vinyl/Medium Saddle vinyl. 427-ci V8, 4-bbl, 4-sp. Champagne Gold paint looks to have been well executed. White vinyl top properly installed. A 1969-date-code 427-ci engine lives in a dusty engine bay, which appears to have a couple of leaves in it from being stored outside. Interior is clean and appears recent. Fitted with an aftermarket stereo and Hurst shifter. Vinyl bench seat looks new. Torq Thrust wheels are wrapped in raised white letter BFGs. Equipped with power front disc brakes, a 12-bolt rear end, stainless exhaust and upgraded Hotchkis suspension. Claimed to be a COPO clone, the vinyl top and the Malibu script on the front fenders take away from the illusion. This was little more than a clean Malibu with a hot engine and some suspension upgrades. Cond: 3+. SOLD AT $22,550. Last sold at the February 2020 McCormick’s Palm Springs, CA, sale, where it traded hands for $21,200 (ACC# 6930188). This seemed like a ton of car for not much money. The selling price was about what you would pay for a ’70 Malibu with a mild 350. Not really the COPO clone it claimed to


Page 72

BARRETT-JACKSON • ONLINE be, but more of a nicely done hot rod, perfect for Saturday cruising. Nobody got hurt here. #115-1978 PONTIAC TRANS AM Macho coupe. VIN: 2W87Z8L157441. Starlight Black & red/black cloth. Odo: 34,861 miles. 400-ci V8, 4-bbl, 4-sp. Number 104 of 204 copies produced in 1978. Shiny Starlight Black paint with red DKM stripe package may be original, but still in decent nick. Stainless windshield trim could be better polished. Factory snowflake wheels are in very good shape, free from rash. Black cloth seats are threadbare at the shoulder-belt brackets, and driver’s side seat-belt guide is missing. Rear window trim is loose. Engine bay is clean, correct. polyurethane nose looks to have been gouged and touched up. Silver interior is wearing better than most, with little indication of wear. This example has the $170 UP6 AM-FM/CB substitution for the standard (in the Pace Car package) AM/FM/8track. Engine bay is tidy, correct. Cond: 3+. year, 500 copies of the Camaro Indy Pace Car were built. This Indy Pace Car Edition was in good shape, but could have been just a bit better with some minor touch-ups. Guide value for this condition was a bit below the $30k high bid. Odds are the seller thought the $16k hit was too much for a year’s worth of ownership. CORVETTE Cond: 3. NOT SOLD AT $39,500. Last seen at the May 2019 Mecum Indy sale, where it failed to meet reserve at $32k (ACC# 6904059). I ran into this example at the Mecum Kansas City sale in December 2018 (not sold at $30k, ACC# 6887705). Macho T/As were the creation of Dennis and Kyle Mecham, sons of Arizona Pontiac dealer Evan Mecham. In 1977, the brothers began buying Trans Ams through their dad’s dealership. DKM (Dennis and Kyle Mecham) would modify the 400cube L78 engine by fattening the jetting and changing the distributor’s curve. They also opened up the hood scoop, improving airflow. A set of Hooker Headers 2.5-inch dual exhaust with a crossover and two catalytic converters was installed—resulting in 50 more horses. Handling was improved with a full set of Koni shocks. To get around federal restrictions, the modified T/As were sold as “used” cars. Total production was 325 units. #107-2011 CHEVROLET CAMARO Indy Pace Car edition convertible. VIN: 2G1FK3DJ6B9191966. Summit White & orange/black cloth/orange leather. Odo: 5,150 miles. 6.2-L fuelinjected V8, auto. Factory finish has a few small chips on the nose, but is otherwise shiny. Alloy wheels are free from rash. Orange leather shows minimal use. Tidy engine bay houses a 426-hp LS3. Black cloth convertible top has some wrinkles from being stowed. Accompanied by original window sticker, build sheets, owner’s manual, two sets of keys and factory floor mats still in plastic. Cond: 2+. NOT SOLD AT $30,000. Last seen at Barrett-Jackson’s 2019 Scottsdale auction, where it sold for $46,200 (ACC# 6891664). A bit of a celebration marking both Chevy and Indy’s 100th 74 AmericanCarCollector.com #216-1966 CHEVROLET CORVETTE coupe. VIN: 194376S111940. Milano Maroon/tan leather. Odo: 45,157 miles. 427-ci 390-hp V8, 4-bbl, 4-sp. Three owners from new. Unrestored NCRS Top Flight Survivor with just 45,157 miles. Numbers-matching L36 big block and 4-speed manual. The inspection marks are still present on some of the suspension components and masking tape on the frame. Of course, there is light patina throughout the car, but very little indication of wear. Includes copies of original title, insurance cards and registrations, original owner’s manual, the NCRS Shipping Data Report and NCRS Top Flight Award from 2017. Cond: 2-. NOT SOLD AT $19,750. Last seen at the 2019 Mecum Schaumburg, IL, sale, where it traded hands for $20,330 (ACC# 6728352). The only thing holding this back was the small gouge in the nose. The swirls could be fixed with an afternoon of polishing. The rest of the car was quite nice with low miles—not so low you wouldn’t drive it, but enough to give a bit of a bump in value. The high bid was well short of book value of $24,500. The seller was wise to hold out for a better offer. SOLD AT $67,100. Last seen at the 2018 Mecum Kissimmee auction, where the high bid of $60,000 fell short of reserve (ACC# 6859605). I am a lifelong Corvette guy and 25-year-plus member of the NCRS. When I see Corvettes like this, my heart just melts. This was an absolute time capsule, lovingly cared for and preserved. No, it wasn’t perfect, but it was as good as you could ask for in a 54-yearold car. Price-guide median value was $78,000. I was astonished it went for this much less. #104-1978 CHEVROLET CORVETTE Pace Car coupe. VIN: 1Z8748S905175. Black & silver/silver leather. Odo: 12,123 miles. 350-ci 220-hp V8, 4-bbl, 4-sp. The most desirable configuration for the Pace Car, with 220-hp L82 and 4-speed trans. Factory black paint is shiny, but shows ample swirl and a bit of old wax caught in nooks and crevices. Door decals have not been applied. Chin spoiler is free from the usual curb and driveway scrapes that seem to accompany these. Passenger’s side of #116-1990 CHEVROLET CORVETTE ZR-1 coupe. VIN: 1G1YZ23J8L5801929. Bright red/red sport leather. Odo: 13,622 miles. 5.7-L 375-hp fuel-injected V8, 6-sp. Glossy bright red finish is marred by a few small chips on the nose. Poor touch-up over rub mark aft of clamshell hood on passenger’s side. Some cracking in weatherstrip on driver’s door. Side glass on driver’s door shows some light scratches. Factory alloy wheels present well, with no damage noted. Red leather interior in better shape than most of these, as ingress and egress is akin to getting in and out of a canoe. Engine bay is clean, complete and correct. Both painted and glass tops included. All-aluminum DOHC 32-valve 5.7-liter LT5 assembled by Mercury Marine, with suspension designed by Lotus. Cond: 3+. SOLD AT $24,750. Last seen at the 2011 Barrett-Jackson West Palm Beach, FL, sale, where it sold for $22k (ACC# 2346460). Introduced for the 1990 model year, the ZR-1 was intended to be the “King of the Hill,” a giant killer to rival the best Europe had to offer. The performance laid down by the ZR-1 is still impressive 30 years later. ZR-1 package nearly doubled the cost of the car, with options including dual power leather sport seats, FX3 selective ride, unique bodywork from the doors back to house the 11-inch-wide rear wheels shod in 315-series rubber, and a 6-speed manual. Sold well below book value of $29k, this seems a fair bargain. BEST BUY


Page 74

BARRETT-JACKSON • ONLINE $26,400 $18,630 $18,700 $14,713 $12,690 $8,525 ONE TO WATCH Cars With Values on the Move #112-2007 CHEVROLET CORVETTE Z06 coupe. VIN: 1G1YY26E975101778. Black/Ebony leather. Odo: 1,650 miles. 7.0-L 505hp fuel-injected V8, 6-sp. With next to no miles, this nearly-new Z06 had little to note. Paint retains its factory gloss, with no sign of rash or chips on the nose. Chin spoiler shows none of the typical scrapes from curbs or driveways. Engine bay is spotless. Other than a very superficial wrinkle on the driver’s seat bottom, the interior is as-new. Equipped with a heads-up display, navigation and enhanced acoustic package. Window sticker, build sheet, owner’s manual and instructional DVDs included. Cond: 1-. SOLD AT $33,550. Sold for 1953–75 International Travelall sport- and more utility-oriented models such as the Suburban — or in this case, the 1953 to ’75 International Travelall. Internationals have a cult following. Buyers admire them for W their no-frills utilitarian design creating a solid brute ready for years of hard work. At first glance, that may not be desirable to someone thinking about buying a vintage Suburban and tossing in an LS and some cushy leather seats from a Denali. I get what those buyers are after — modern power and amenities in an old-school body. You probably wouldn’t do that to a Travelall. But if you’re e talk a lot about the meteoric rise of pickup and vintage-SUV prices in these pages — mostly souped-up Blazers and custom first-gen Broncos. But there is a smaller subset of vintage utility vehicles that deserves our attention: the larger, less Years built: 1953–75 Number produced: Not defined (records at the time of production only show total of all trucks built at a given plant) Number sold in past 12 months: 6 Average price of those cars: $11,243 Current Median ACC Valuation: $12,690 into originality or just old-school basic tech, these are worth considering for one major reason: price. According to the ACC Premium Auction Database, 10 Suburbans have sold at public auction in 2020. The average price of those is a hefty $40k compared to the four Internationals sold in 2020 with an average of less than $12k. In fact, $13k is the price of the cheapest of our 10 GM brutes. Seven of the 10 sold for more than $30k. That’s quite a price savings falling in favor of the old IHC. Even in these times of online-only auctions, we have not seen much slowing of truck and SUV prices, and I don’t think we will in the foreseeable future. With the continued enthusiasm for custom C10s and Broncos, you can expect to see more $40k Suburbans selling. That means more and more of us trying to get in on the action will be looking for a more-affordable option, and they don’t get more affordable than a Travelall. Not only will you stand out from the crowd of GM and Ford owners, but you will have spent less on your classic hauler.A— Chad Taylor HIGHS: Basic and robust SUV with a die-hard following of fans; multiple styling updates over the decades means more options for buyers LOWS: Lacks name recognition of competitors; modification options and parts availability limited OUTLOOK: The cheapest full-size vintage utility vehicle you can find 76 AmericanCarCollector.com Number listed in the ACC Premium Auction Database: 30 fully $6k below price-guide median value. The C6 Z06 debuted with a strong aluminum frame, carbon-fiber front fenders and magnesium engine cradle, resulting in a low 3,132-pound curb weight. A hand-built 7.0-liter LS7 cranking out 505 hp propels the package, backed by a 6-speed manual transmission. This one was without apparent flaw, and someone stole it. Very well bought indeed. FOMOCO #126-1955 FORD THUNDERBIRD convertible. VIN: P5FH260292. Goldenrod Yellow/black & yellow leather. 292-ci V8, 4-bbl, 3-sp. Original Goldenrod Yellow repaint presents well with good gloss and attention to execution. A small chip has been touched up at the leading edge of the hood. Very consistent panel gaps throughout. Chrome appears recent, stainless is well polished. Interior also looks fresh, with little to no wear present. Kelsey-Hayes chrome wire wheels are shod in period-correct, wide-white, bias-ply tires. Engine bay is tidy and proper. Converted to 12V. Cond: 2+. SOLD AT $44,000. Last seen at the 2020 Leake Scottsdale sale, where it sold for $34,100 (ACC# 6925253). Formerly of John Staluppi’s Cars of Dreams Collection. Once a blue-chip collector, only the best examples of Thunderbirds bring this kind of money now. This one sold well above market value of $31k. Tidy little profit for the seller. Well done. BEST BUY


Page 76

BARRETT-JACKSON • ONLINE #204-1961 LINCOLN CONTINENTAL convertible. VIN: 1Y86H414873. Sunburst Yellow/black vinyl/Tuxedo Black leather. Odo: 79,877 miles. 430-ci V8, 2-bbl, auto. First year for the suicidedoor convertible sedan. Exterior appears to have been well restored. Original-color repaint presents well. Chrome is free from pitting, patina. Stainless is decent. Engine bay is tidy, a real accomplishment on a car with complex plumbing. Black leather bench seats have seen their day, having crossed the threshold from worn to worn out. Interior wood trim in need of refinish. Black carpet shows minimal fading. Black vinyl top still in good shape, if a bit wrinkled from being down. Bias-ply wide whites are showing some age. Cond: 3. $110k (ACC# 6923530)—seems like we have a theme developing. The Boss 302 was the direct competitor to Chevrolet’s Z/28 Camaro. The Boss won the SCCA 1970 Trans-Am Racing Series. This helped drive sales to just over 6,300 units for the 1970 model year. This was a stunning example. Median value is $67,500, but the quality of this restoration certainly justified the premium paid. The seller still took quite a hit. #203-1995 FORD MUSTANG SVT Cobra coupe. VIN: 1FALP42D8SF222355. Black/black leather. Odo: 108 miles. 5.0-L fuel-injected V8, 5-sp. One of only 760 SVT Cobra coupes ordered in black/black leather in 1995. Paint, engine bay and interior are all as-new. Interior is still wrapped in plastic. Never prepped for delivery. One of the lowest-mileage examples in existence, where it sold for $110k (ACC# 6923598). Taking a loss of over $16k in just five months had to sting. A quick Internet search turned up a few 2014 Super Snake coupes for sale, all with asking prices well above the sale price here. It seems the new owner may have snagged a good deal. MOPAR #217-1984 DODGE DAYTONA Turbo hatchback. VIN: 1B3BA64E2EG113754. Blue Gunmetal Pearl/black & white checkerboard cloth. Odo: 5,169 miles. 2.2-L turbocharged I4, 5-sp. Appears absolutely as-new throughout. Unbelievable that one of these exists in this condition. Full documentation with every scrap of paper, tag and part. Some spares new in boxes. Flawless. Cond: 1. SOLD AT $53,900. Last seen at the February 2020 McCormick’s Palm Springs auction, where it failed to sell at $42,500 (ACC# 6930388). These desirable Lincolns are notoriously difficult to keep operating properly. This one had plenty of potential for just a bit of TLC. New tires, re-covered seats and refinished wood trim, and it would have been far above weekend-toy status. Well sold just above book. #219-1970 FORD MUSTANG Boss 302 fastback. VIN: 0F02G187504. Competition Yellow/black vinyl. 302-ci V8, 4-bbl, 4-sp. Autographed under the hood by Larry Shinoda, designer of the Boss Mustangs. Heavily optioned with Black Rhino/Corinthian vinyl bucket seats, rear deck spoiler, 4-speed close-ratio manual trans, Traction-Lok differential, belted tires with raised white letters, console, power steering, AM radio and tachometer. Matching-numbers drivetrain. Rotisserie restoration presents beautifully. Awarded the MCA Grand National Concours Gold. Documented with the partial build sheet, warranty owner card, owner’s manual, reproduction window sticker and MCA judging sheets. The Marti Report indicates this 1970 Boss 302 Mustang is one-of-one built with these options. Cond: 1-. 4 with a scant 108 miles on the clock. All paperwork, window sticker, dealer invoice, manuals, books, purchase contract and title. Cond: 1-. NOT SOLD AT $20,000. Median value for this Cobra was only $10k, but this wasn’t a median car. It was absolutely of museum quality, nearly flawless. As it didn’t have any real comps for value, it was a judgement call. That said, $20k didn’t seem to me like nearly enough to take it home, and the seller thought so, too. #123-2014 SHELBY GT500 Super Snake convertible. VIN: 1ZVBP8KZ9E5266252. Oxford White & blue/black cloth/black leather. Odo: 12,432 miles. 5.8-L supercharged V8, 6-sp. Modified by the Shelby factory to become a 750-hp Super Snake with aluminum Watt’s linkage rear suspension, full widebody package. One small rock chip in stripe on front bumper. Carbon-fiber front splitter has some scrape damage from curbs or driveways. Black leather interior shows little to no wear. 3 SOLD AT $20,350. The story that went along with this car is the stuff of car-guy legends. This car was the owner’s first new car, and he treasured it. He modified his house so it could be kept in climate-controlled luxury, and put it on jack stands so the suspension would not settle. Obsessive ownership like this is exceptional. Likely a steal at just over $20k. coupe. VIN: 2C3CDZL94KH612477. Go Mango/black cloth. Odo: 118 miles. 6.2-L supercharged V8, auto. As-new with a scant 118 miles on the clock. Fitted with RPM four-point rear roll cage and twin five-point harnesses. A few heel scuffs on the driver’s side door panel. Some of the plastic wrap remains in the interior, but it has been torn. Cond: 2+. 8 #230-2019 DODGE CHALLENGER SRT Hellcat Redeye Widebody SOLD AT $91,300. Last seen at the 2020 Scottsdale Barrett Jackson auction, where it sold for 78 AmericanCarCollector.com Deep-dish Shelby alloy wheels are as-new. Black cloth convertible top has some wrinkles from being stowed. Cond: 2. SOLD AT $93,500. Last seen at the 2020 Barrett-Jackson Scottsdale auction, SOLD AT $81,400. Last seen at Worldwide Auctioneers’ 2019 Riyadh, Saudi Arabia, auction, where it bid to $140,000 (ACC# 6932480). I bet the seller wishes he had let this go in Riyadh! A quick Internet search for comps shows the selling price was spot-on. A TOP 10 TOP 10 TOP 10


Page 78

EG AUCTIONS • ONLINE Online Timed Collector Car Auction The lots that EG Auctions had direct control over were well presented; the others … EG Auctions Online April 3–May 2, 2020 Automotive lots sold/offered: 25/127 Sales rate: 20% Sales total: $285,992 High sale: 2011 Factory Five GTM coupe, sold at $40,072 Buyer’s premium: 10%, minimum $289, included in sold prices (USD $1.00 = CAD $1.39) 1952 Ford F-2, sold at $13,291 Report by B. Mitchell Carlson; photos courtesy of EG Auctions Market opinions in italics ·Over 20% of sold vehicles were pickup trucks ·Average sold price of $11,440 is so far the least-expensive auction of 2020, as tracked by ACC’s Premium Auction Database first auction, along with consignments that were supposed to be at their canceled live auction in Lethbridge, Alberta, CAN, on May 1–3, plus fresh lots from around Alberta. The lots that EG Auctions had direct control over in Red Deer were well W described and photographed. The other lots had images and data supplied by the consignors, which varied greatly in quality and content (or lack thereof). As such, some consignors proved to be their own worst enemy. Yet even cars that were well hat was supposed to have been EG Auctions’ 14th Annual Red Deer Spring Collector Car Auction from March 13 to 20 quickly became an online-only event. As an extension of that sale, they also assembled this second online auction, which concluded on the evening of Saturday, May 2. It consisted of consignments that failed to sell for the described and well photographed not only failed to sell but brought paltry final bids. Some online auctions have been doing relatively well during the global pandemic. EG claimed a reasonably good “over 70%” sell-through rate on their first online-only sale, but this one fell flat. A markedly low Canadian-to-U.S. dollar exchange rate certainly didn’t help. I also think that uncertainty about when U.S. bidders could even import a car bought here for a relative bargain due to the border closings didn’t help, either. While we’d all like to get back to having good old- fashioned, boots-on-the-ground live auctions in some capacity, auction houses probably want that more than anyone. Based on this last sale, EG especially may want to get back to their normal live regional auctions. We can’t blame them, since we do too. A 80 AmericanCarCollector.com QUICK TAKE


Page 80

EG AUCTIONS • ONLINE MARKET MOMENT 1966 Chevrolet Bel Air L72 GM Courtesy of Mecum Auctions SOLD at $57,200 Mecum Auctions, Glendale, AZ, March 11–14, 2020, Lot F144 VIN: 156116D170387 the A-bodies were limited to the 396. But the new 427 was the hot ticket, and to get one in anything other than a Corvette meant you were looking at a full-size car. Some buyers figured out that you could get that 425-hp L72 monster delivered to you in a basic, plain white wrapper shaped like a Bel Air or Biscayne. It was just the ticket for embarrassing flashier, smaller muscle. You might think these cars are too heavy to be fast, but you’d be wrong. Curb weight B on a ’66 Bel Air with the V8? 3,675 pounds. The Chevelle was 3,251 pounds. That’s 424 pounds difference between them, but the 427/425 was plenty stout to even those odds against the Chevelle’s 396/375. Gear the L72 properly, dump your passengers and some fuel, and put a real Ronnie Sox behind the wheel to row the Muncie, and that Chevelle’s going to see nothing but basic Bel Air taillights. These were sleepers for sure, helped in large part by their bare-bones look. Most of these seem to be white. No flash, all substance. They would have blended in with their surroundings and with all the 283-powered Grandma-mobiles of the time — at least those that didn’t end up gold-leaf-lettered and running in NHRA stock competition. This one’s got all the right stuff for an L72: the unique ’66 in-dash tach with a 7k redline (rare), the dual-snorkel air cleaner, etc. The only deviations from stock here are the modern power-brake booster, a pair of Flowmasters and a trio of gauges under the dash, one of which doesn’t match the other two. It was also painted and fitted with rechromed bumpers, but that’s it. It’s bone-stock otherwise. So was this sleeper a good value? These aren’t common machines, and this one is said to be matching numbers. We’ve seen some increase in interest in 1965 and ’66 B-body Chevrolets over the past few years, but L72 cars in good shape tend to trade right around this level — the last one I saw did $54,000 at a Vicari auction in 2015 (ACC# 6784250). That puts this one square on the money for what it is — a good way to go fast, minus the flash. A — Jim Pickering 82 AmericanCarCollector.com ack in ’66, if you wanted to go fast in a GM car, you had a few options. The 427 Corvette, or maybe a Chevelle SS 396 — or even an L79 Nova. All good choices. But if you wanted the biggest, baddest engine GM produced in something with a back seat, you had to think big. GM’s 400-cubic-inch intermediate ban was still in full swing at this time, so #26-1965 ACADIAN BEAUMONT custom 2-dr hard top. VIN: 573637059007. Dark Candy Blue Metallic/two-tone blue vinyl. Odo: 57,130 miles. 350-ci V8, 4-bbl, auto. Colorchange repaint done a year ago, interior redone circa 2015. Average-grade bumper replate. All side and rear glass tinted. No emblems on back of car. Not a darn thing is stock under the hood. 350-cube Chevy small block fitted with headers, HEI ignition, aftermarket induction and obligatory parts-store, wrinkle-black-painted valve covers. At least it’s been upgraded to power dual-master-cylinder brakes. Reupholstered seats, reproduction door panels and dashpad. DIN-mount sound system added below dash, below stock radio. Modern floor-mounted ratchet shifter, with the nub from the original column shift lever still there and painted over (yeah, that’ll hide it). Aftermarket 15-inch wheels with modern radials. Cond: 3. NOT SOLD AT $7,755. We can’t have an auction in Canada without one of the unique Canadian-market cars that were prevalent there until the U.S.-Canada Auto Pact of 1966. In 1965, the Acadian was slotted between Chevrolet and Pontiac, and consisted of the Beaumont (A-body, a Chevelle and Tempest cross-breed) and the Canso (based on the Chevy II). Just like a ton of U.S. Chevelles, more than a few Beaumonts end up as low-buck, parts-pile street cruisers (especially since few of the Beaumont-specific trim pieces are reproduced). Announced on the day before it closed that “the reserve has been lowered.” Still, it hadn’t been met at that time and didn’t when the bidding closed, either. #101-1966 PONTIAC GTO 2-dr sedan. VIN: 12145789654. Black/black vinyl. Odo: 82,858 miles. 400-ci V8, 3x2-bbl, 4-sp. Stated that a PHS records report was done on it, that the car is authentic and sold new in Oshawa, ON—yet none of the data was posted with the car. Optional TriPower, 4-speed, 4.10 differential, Rally I wheels and front aluminum brake drums. Stated it was recently restored, and that all sheet metal was still good to reuse. Panel gaps seem well sorted. Brightwork is generally good, but doesn’t jump out as minty-fresh new. Nice, even-keel suspension setup. Somewhat detailed under the hood, but the intake manifold paint is now discolored and fuel stained. Modern hose clamps, with a dingy, old,


Page 81

universal-fit lower radiator hose. All-reproduction interior soft trim, well fitted. 1970s-era AM/FM/ cassette deck displaces the stock radio. Cond: 2-. NOT SOLD AT $19,116. This looks to have been originally spec’d by a street racer (real or wannabe), or a drag racer that liked rowing extra gears (more likely a wannabe than real). I think this is due to the more-rigid, pillared sedan body and sparseness of creature-comfort options, yet heavier emphasis on performance options. With the more sinister (and melting into the night) black color palette. And used seasonally, or else it would’ve dissolved by the time the first Prime Minister Trudeau left office. Bid way below the market; final bid more correctly reflects a Condition 4 example with a jacked-up rear end and traction bars. #74-1968 CHEVROLET CAMARO SS replica coupe. VIN: 123378N335815. Red metallic & white/black vinyl. Odo: 53,877 miles. 406-ci V8, 4-bbl, auto. Originally a 6-banger, now a wannabe SS with a built-up crate 406-ci small-block. Among the high-rise intake, tube headers, MSD ignition and billet-aluminum accessories, pretty much the only thing stock is the basic dual-master-cylinder brakes. Decent color-change repaint and stripework. Mostly reproduction emblems and trim. Newer reproduction interior, wellenough fitted. Cobbled-together center console, with a competition-style ratchet shifter. Huge tachometer mounted on steering column, with a pair of aftermarket gauges mounted below dash, where they can peel the skin off your right shin if you wear shorts. Generally clean below, with modified trailing arm and coil rear-drag suspension. Chambered mufflers with three-inch pipes. #73-1969 CHEVROLET IMPALA SS 427 2-dr hard top. VIN: 164479L036031. Cortez Silver/black vinyl/dark blue vinyl & nylon. Odo: 76,500 miles. 427-ci V8, 4-bbl, auto. Optional air-conditioning, F41 suspension, power front disc brakes, power steering, power windows and bodyside moldings. Imported from California to Alberta in 2012, but still has the California title. Repainted within a year either side of crossing the border. Good brightwork. Vinyl roof presents well, if lightly faded. Same for the all-original interior upholstery. Recently cleaned up and detailed under the hood, replicating most factory inspection markings and stickers. They also used modern band clamps on the hoses (the upper radiator hose still having a part-number label on it) and a modern yellow-top gel-cell battery. A/C system updated with R134a fittings. Chambered mufflers and long non-stock chrome exhaust outlets. Cond: 2-. NOT SOLD AT $14,427. For 1969, the only way you could order an Impala SS was with a 427-ci engine, standard with this example’s 390-horse mill, but for $183.35 more you could get the 425-horse flavor L72 that was also found in the 1966 Corvette. With only 2,455 made in the three body styles in which the SS was available, the Formal 2-door hard top was likely the least popular—then and now—compared to the fastback Sport Coupe hard top and the convertible. I tend to like big horsepower in big cars, but I’m in the minority of most muscle-car enthusiasts—most of whom feel that a full-size car can’t be a muscle car by definition. That’s part and parcel of why these don’t bring the money that they should, this one being no exception. Cond: 3+. NOT SOLD AT $16,772. More of a redneck replica than resto-mod. At least put a 700R4 automatic behind the engine instead of a Powerslide (not knocking the old cast-iron battle ax, but in 2020 it’s now best used just on the drag strip—especially with the 3.73 diff behind it in this car). When the demographic you aim for with a build like this can only afford an $18k car, you can’t whine that it’s under the money. #100-1975 PONTIAC TRANS AM coupe. VIN: 2W87W5N568855. White & blue/black vinyl. Odo: 67,731 miles. 455-ci V8, 4-bbl, 4-sp. Stated to have GM of Canada documentation, sold new in Saskatoon, AB. Options include L75 engine, M21 4-speed, 3.23 Positraction diff, power windows and AM radio with 8-track player. Rally II wheels shod with newer radial tires. Stated that a rotisserie restoration was recently completed on it. Rather nice paint application. All-reproduction interior soft trim, but covering on the seats is a bit loose and wrinkled. Good engine-bay detailing, but not quite up to show-car standards. However, it has one of the better engine repaints that I’ve seen in a while. July–August 2020 83


Page 82

EG AUCTIONS • ONLINE Missing the plastic bellows intake hose to the air cleaner. Vibrant red primer on the bottom of the body, with a clean undercarriage. Aftermarket chambered dual-exhaust system. Cond: 2. NOT SOLD AT $30,658. When it comes to the second-generation GM F-bodies, the Firebirds continue to lead the pack in value over the Camaros. In 1975, even the base-engine Trans Am would eat a Z/28 for lunch. Fitted with an L75, it would barf out the Z/28 as a Duster (maybe that’s what Lot 66 was…). So, as one of 88 Canadian-market L75 T/As from this year, along with what comes off as a competent restoration, I figured that this car would light up the bidders. And generally it did. At this bid, I’m not too surprised that it failed to sell—even at the $42,500 CAD, it seemed closer, but still a touch light. #50-1983 CHEVROLET K20 Silverado pickup. VIN: 2GCGK24M4D1185777. Red/red cloth. Odo: 2,774 miles. 383-ci V8, 4-bbl, auto. Factory optional a/c, power windows, power door locks and cruise control. Refurbished in recent years, to include a quality repaint. Stick-on lower-body panel trim. Refurbished and replacement brightwork. Wears a 30-series fender badge, but is really a 20-series truck. Aftermarket 18-inch wheels. Fitted with modern electronic gauges—mileage is since completion. DINmount stereo system in stock radio’s location. Stock 5.7-L V8 long gone; now has a crate 383 small block. Billet-aluminum serpentine-drive system, alloy valve covers, polished Edelbrock intake, coated tube headers and even chromeplated brake master cylinder have enough shiny bits to all but guarantee entry to a World of Wheels event. Cond: 2-. NOT SOLD AT $21,641. A Chevy that’s as American as poutine (or a modern Camaro), since this was originally assembled at the recently shuttered Oshawa Assembly Plant—even if it looks like it was modified south of the Mason-Dixon line. My experience with the stick-on chrome rocker cladding is that if it isn’t already hiding rust, it will be. At least you can easily replace the wheels for something more work worthy. As they say in North Dakota, when pickups with wheel-and-tire combos like this show up in the winter: “Please turn your license plates upside down, so we know who it is when we see you in the ditch.” Say what I will, this example shows that we’re moving from 1970s Chevy pickups to 1980s Chevy pickups being white hot on the market. CORVETTE #31-1967 CHEVROLET CORVETTE coupe. VIN: 194377S117929. Silver/black vinyl. Odo: 1,814 miles. 427-ci, 435-hp V8, 3x2-bbl, 4-sp. Equipped with its original numbers-matching, JE-code 427-ci, 435-hp engine block and all period-correct, date-coded external components. Fluff-and-buff done under the hood a few years ago, but still generally tidy—even if the valvecover decals are faded and air-cleaner decal has some moderate wear. Body was believed to have been repainted in the early 1970s and still presents well. Bumpers and body trim are a bit muted. Stock Rally wheels were repainted in a slightly darker silver and are shod with modern radials. Good seat upholstery, with light wrinkling from compressed seat padding. Teakwood steering wheel in good condition. Cond: 2-. NOT SOLD AT $35,347. Stated that it retains its original Nevada title, yet licensed in Alberta. While rather sparely optioned (aside from the required options for a 435 horse, it appears to otherwise only have an AM/FM radio), that’s not why it was lowball bid. Even if this was $49k U.S. instead of Canadian, that was still way under the money. No real interest here, and not going to be let go on a fire sale either. 84 AmericanCarCollector.com


Page 83

E FOMOCO #19-1952 FORD F-2 pickup. VIN: F2D2HM26686. Red/tan vinyl. 215-ci I6, 2-bbl, 4-sp. Restoration completed in recent years, generally done well to stock. Nice sheen to the base/ clear paint. New bumper chrome up front, new bumper in the back. Reproduction hubcaps and newer radial tires on the stock rims. Engine wears dingy and faded repaint in silver-blue, to include the fuel lines. Modern worn screw hose clamps, hoses, and gel-cell 6-volt battery. Overall semi-gloss black-painted chassis and suspension. Plain but well-fitted modern vinyl seat covering. Hole in dash where the stock radio was at one point. Black carpet in lieu of original rubber dash. Cond: 3+. NOT SOLD AT $18,936. With Armstrong power steering and Legstrong power brakes, this is stripped for a GTX. I’ve seen most Road Runners better equipped. It’s also the best described and photographed car of any consigned here—if just for having an image of the fender tag. Regardless, no matter how you tried bidding on it—Bitcoin, gold doubloons, even in Tim Hortons tokens—this was under what it’s worth. flooring. Cond: 2-. SOLD AT $13,291. Last seen selling for $16,500 at Barrett-Jackson Scottsdale in January 2019 (ACC# 6892528). Not much seems to have changed since. Then again, they used all the exact same photos here as were submitted to B-J, so you don’t know for sure. Heck, as far as we know, the images were taken a decade ago. Factoring the 72.1-cents-on-thedollar exchange rate, consignor took it on the chin here (even if it stays north of the border). MOPAR #105-1968 PLYMOUTH GTX 2-dr hard top. VIN: RS23L8A241912. Medium blue metallic & white/blue vinyl. Odo: 43,798 miles. 440-ci V8, 4-bbl, auto. Canadian-market car, with obligatory rear window defogger. Also fitted with in-dash tachometer and rear-seat speaker for the AM radio. Repainted in the original QQ1 code Bright Blue Metallic, with well-placed white rocker stripes. Modern repro chrome Magnum 500 wheels on radials. Clean, tidy repaint of the 440 V8, but fitted with an Offenhauser aluminum intake manifold. Universal-fit flexible upper radiator hose. No trunk mat, but decent repaint inside the trunk. Newer cables and economy battery. Interior stated to be original, and if so, is in rather good shape, with only light wear on the seats and carpeting. Heavier wrinkling of the door-panel vinyl. Triple aftermarket gauges added on the lower left side of the #66-1975 PLYMOUTH DUSTER Custom coupe. VIN: VLZ9G6G127567. Blue metallic & black/two-tone blue vinyl. Odo: 5,000 miles. 318-ci V8, 4-bbl, 4-sp. Stated that factory options include 4-speed and sunroof. Seems to be a decent paint job, but the finish appears muted. Added rear-wing spoiler. Original bumpers, with the rear one starting to rust out on left side. Replacement carpeting. Pleats in replacement front seat don’t match original rear seat. Big tachometer clamped at 10 o’clock on steering column, with sloppy wiring going to more dangling wiring under the dashboard. No images provided of the engine bay (odd, considering the monster aftermarket hood scoop), but stated that it’s a replacement 318 V8 with non-stock, 4-barrel induction. Fitted with traction bars on the rear axle. Stock Rally wheels with newer radials. Cond: 3. SOLD AT $9,720. Has the overall look of a “paycheck restoration,” done one bit at a time as the owner could afford to, rather than having a comprehensive plan to modify or restore (because it damn sure isn’t preserved). Stated that the reserve was lifted at the CAD $12k point a day before the auction ended, garnering another bid to end at 12,250 Canadian kopecks. Very well sold for a high-school parking-lot car. A July–August 2020 85


Page 84

BRING A TRAILER • ONLINE Bring a Trailer Horsepower highlights hand-picked from a sea of Ferraris and Porsches Report by Daren Kloes; photos courtesy of Bring a Trailer Market opinions in italics Bring a Trailer Date range: April 3–May 20, 2020 Buyer’s premium: 5%; $250 minimum, $5,000 maximum, included in sold prices Y GM #30061-1957 CHEVROLET BEL AIR convertible. VIN: VC57T306869. Harbor Blue/white vinyl/two-tone blue vinyl. Odo: 5,978 miles. 283ci V8, 2x4-bbl, 3-sp. Complete frame-off restoration to concours condition prior to winning show awards in 1999, and a Grand National first-prize award from the Antique Automobile Club of America in 2002. Lightly modified since then for better drivability, with seat belts, modern shocks and front disc brakes. Sagging top is showing age. Interior reveals fading to carpet, cracks on steering wheel, and tears on upholstery trim. Scrapes on rear bumper. Light transmission leak. Replaced parts included with sale. Cond: 2-. ou may have already heard the rumble. Like J out of Daytona’s Turn 3, the rumble rapidly r come a thunder so loud you can’t help but st attention. That describes the rise over the p of a website called Bring a Trailer (known i as BaT) in the collector-car auction scene. In a shor influence has grown to a community of more than 350,000 users and over 145,000 registered bidders, and it shows no sign of slowing down. Part of BaT’s success can be found in its selection process. It won’t accept just “any” car that is submitted for auction. In order to avoid rejection, the car on offer must be interesting and the reserves realistic. This sort of formula has resulted in a 70% sell-through rate, and annual sales nipping at the heels of the combined total by traditional auction houses at the 2020 Arizona Auction Week. The site is dominated by European sports cars, but it doesn’t stop at Porsches and Ferraris. It has even dabbled in rare parts, with offerings like a ’57 Corvette Rochester fuel-injection unit ($4,306) or a set of 1969 Kelsey-Hayes Mopar “Recall” road wheels ($2,730) in the past several weeks. these cars that were produced in large volumes, and the great majority of survivors have been restored to the hilt. But those who lusted after these cars in their youth are aging out of the market. Just a few years ago, the number on this car would have likely been 15% to 20% higher. Today, this was all the money. #30281-1968 BUICK GS 400 convertible. VIN: 446678K135196. Blue Mist/white vinyl/white vinyl. Odo: 18,250 miles. 400-ci V8, 4-bbl, 4-sp. Mostly original, highly optioned car. Paint could be original, according to seller, now showing a few tiny chips. Vinyl interior very good, with some minor imperfections. Top has two small holes in corners. Steering wheel cracked. Rally wheels, dual exhaust, electric windows, air-conditioning, power seat and an AM/ FM radio, with a power antenna. Cond: 3+. SOLD AT $37,380. A late-production GS 400 ING A TRAILER • ONLINE Bring a Trailer Horsepower highlights hand-picked from a sea of Ferraris and Porsches Report by Daren Kloes; photos courtesy of Bring a Trailer Market opinions in italics Bring a Trailer Date range: April 3–May 20, 2020 Buyer’s premium: 5%; $250 minimum, $5,000 maximum, included in sold prices Y GM #30061-1957 CHEVROLET BEL AIR convert- ible. VIN: VC57T306869. Harbor Blue/white vinyl/two-tone blue vinyl. Odo: 5,978 miles. 283- ci V8, 2x4-bbl, 3-sp. Complete frame-off restora- tion to concours condition prior to winning show awards in 1999, and a Grand National first-prize award from the Antique Automobile Club of America in 2002. Lightly modified since then for better drivability, with seat belts, modern shocks and front disc brakes. Sagging top is showing age. Interior reveals fading to carpet, cracks on steering wheel, and tears on upholstery trim. Scrapes on rear bumper. Light transmission leak. Replaced parts included with sale. Cond: 2-. ou may have already heard the rumble. Like J out of Daytona’s Turn 3, the rumble rapidly r come a thunder so loud you can’t help but st attention. That describes the rise over the p of a website called Bring a Trailer (known i as BaT) in the collector-car auction scene. In a shor influence has grown to a community of more than 350,000 users and over 145,000 registered bidders, and it shows no sign of slowing down. Part of BaT’s success can be found in its selection process. It won’t accept just “any” car that is submitted for auction. In order to avoid rejection, the car on offer must be interesting and the reserves realistic. This sort of formula has resulted in a 70% sell-through rate, and annual sales nipping at the heels of the combined total by traditional auction houses at the 2020 Arizona Auction Week. The site is dominated by European sports cars, but it doesn’t stop at Porsches and Ferraris. It has even dabbled in rare parts, with offerings like a ’57 Corvette Rochester fuel-injection unit ($4,306) or a set of 1969 Kelsey-Hayes Mopar “Recall” road wheels ($2,730) in the past several weeks. these cars that were produced in large volumes, and the great majority of survivors have been restored to the hilt. But those who lusted after these cars in their youth are aging out of the mar- ket. Just a few years ago, the number on this car would have likely been 15% to 20% higher. To- day, this was all the money. #30281-1968 BUICK GS 400 convertible. VIN: 446678K135196. Blue Mist/white vinyl/white vinyl. Odo: 18,250 miles. 400-ci V8, 4-bbl, 4-sp. Mostly original, highly optioned car. Paint could be original, according to seller, now showing a few tiny chips. Vinyl interior very good, with some minor imperfections. Top has two small holes in corners. Steering wheel cracked. Rally wheels, dual exhaust, electric win- dows, air-conditioning, power seat and an AM/ FM radio, with a power antenna. Cond: 3+. SOLD AT $37,380. A late-production GS 400 by by fans of American iron, either. There has always been a number of Corvettes, a smattering of 1950s American convertibles, and even a few classics. I thought it high time to check in on BaT to see how the horsepower set was faring and handpicked a sampling of muscle cars from the past two months to report here. A convertible with a 4-speed and a/c in original condition is a rare bird. The list of options goes on, possibly making this the best-optioned GS 400 extant. Sure, it doesn’t have the broad appeal of, say, a Chevelle, but it’s likely irreplaceable in this condition and spec. Today, it achieved a slight premium, but there may still be some upside if marketed appropriately. 6 #31492-1970 PONTIAC TRANS AM Ram Air III coupe. VIN: 228870N117510. Polar White/blue vinyl. Odo: 54,028 miles. 400-ci V8, 4-bbl, 4-sp. Rotisserie restored in 2010 to an excellent—if not entirely correct—standard. Original L74 400 block with Ram Air III and an M20 4-speed. Scratches on the nose and door edges and a crack on one fender duct. Restored with several parts from a later model and modified with Flowmasters. Notably scarce AM/FM radio. Offered with window sticker and build-sheet copy. Cond: 2-. SOLD AT $71,400. A beauty queen in her prime, but now beginning to fade, right along with the Tri-Five Chevy market. There is no shortage of 86 AmericanCarCollector.com TOP 10


Page 85

BRING A TRAILER • ONLINE SOLD AT $84,000. Acquired by the seller in 2015 at Mecum Monterey for $63,800 (ACC# 6796549). The sometimes-ruthless BaT community took him to school, pointing out items ranging from the dash bezel to the front fenders that were sourced from a later model. Two determined bidders ignored the banter and made this Screaming Chicken fly in the face of a downward market trend. #28583-1972 CHEVROLET CAMARO Z/28 coupe. VIN: 1Q87L2N148595. Mulsanne Blue/black vinyl. Odo: 4,000 miles. 350-ci V8, 4-bbl, auto. Complete restoration. Replaced door skins, trunk pan, driver’s side floor pan, driver’s side quarter panel, and rust repair in the passenger’s side quarter fender and A-pillars. 350-ci V8 is a replacement crate motor. Rebuilt TH400 automatic transmission with column shift converted to console. New black interior upholstery replaces the original blue vinyl. Aftermarket gauges and a modern stereo. Cond: 3. SOLD AT $20,738. Perfectly 1980s. The only things missing are an Ozzy window sticker and a license frame reading “McDonald’s Assistant Manager.” This first-year IROC-Z only packed 215 horses, but it still managed a respectable sub-seven-second 0–60 time—all for payments that could be afforded by a working teenager. For a one-owner, seriously low-miles example in one-year-only silver, the new owner got a bargain. You might even call it a Cheap Trick. #30399-1996 CHEVROLET IMPALA SS sedan. VIN: 1G1BL52P3TR150927. Black/gray leather. Odo: 2,173 miles. 5.7-L fuel-injected V8, auto. Extremely low-mile, one-owner car until February 2019. Excellent original finish and interior. Options consist of power locks, windows and mirrors, as well as a factory cassette stereo with a 12-disc CD changer. Includes manufacturer’s literature and an accident-free CARFAX report. Cond: 2+. touch. Might be best to keep as garage art, however, as they can be a challenge to make right. Sold right on the money in today’s market. 194677S111485. Silver/black vinyl/black leather. Odo: 38,623 miles. 427-ci 390-hp fuel-injected V8, 4-sp. Acquired by the seller in 2013 following a refurbishment under previous ownership. Excellent repaint in factory-original color. Seats changed from original vinyl to leather and now show creases. Modified with modern steering wheel, Bluetooth radio and Holley Terminator Stealth fuel injection, but the sale includes all OEM parts to go re-original. Soft top only. A driver. Cond: 3+. 7 #31655-1967 CHEVROLET CORVETTE convertible. VIN: SOLD AT $25,345. A tremendous amount of work went into this car, and it turned out beautifully. Kudos to the seller, who was completely transparent about what it took to put this car back on the road. The sales price rewarded the seller for his work, but was appropriately discounted against what a similar-condition original car might bring. Given its Frankencar build, I’d call it well sold. #31035-1985 CHEVROLET CAMARO IROC-Z coupe. VIN: 1G1FP87F5FN166176. Silver/gray cloth. Odo: 15,320 miles. 5.0-L fuel-injected V8, auto. Nice, original, one-owner car with 15k miles. Excellent original finish showing a few tiny rock chips to front end and behind tires. Original velour seats show very little use and fading. 5.0-L automatic with Tuned-Port Injection. Includes T-tops, 16-inch alloy wheels, a Delco AM/ FM/cassette stereo with equalizer, power windows, and an overhead console. Includes dealer paperwork and a clean CARFAX report. Cond: 2. SOLD AT $27,825. Respect for the engineers and bean counters at Chevrolet, who stuffed a high-performance engine into a rear-wheeldrive, American family sedan for the last time. The ultimate sleeper, known only to car guys and the state patrol. A monstrous 4,300 pounds, yet still managed a sub-seven-second 0–60 time. Low-mile examples continue to sell over MSRP of around $25k, and this example hit the sweet spot in today’s market. CORVETTE 10 #30014-1961 CHEVROLET CORVETTE convertible. VIN: 10867S103467. Red/red hard top/red vinyl. Odo: 80,196 miles. 327-ci V8, 4-bbl, 4-sp. Nut-andbolt full restoration prior to acquisition by the selling dealer. A quality job throughout, with mostly reproduction parts but very little to fault. Powered by a replacement 327-ci V8 that is currently equipped with a single-carburetor setup, although a refurbished Rochester fuel injection unit is included. FI emblems attached to the fenders. Includes matching hard top only and period Wonder Bar radio. Cond: 1-. SOLD AT $72,450. A beautiful restoration, but short of an NCRS qualifier with its later 327 block. Believed to be an original fuel-injected example, so the inclusion of a separate Rochester unit is a nice SOLD AT $84,000. BaT’s greatest differentiator is the BaT community that shares its infinite wisdom via the comment section of each listing. In this auction, comments ranged from questioning casting dates to one commenter wondering if this was his long lost ‘Vette, stolen 50 years earlier in Mexico. In the end, bidders sorted through the banter to achieve a market price for a goodquality driver. FOMOCO #29791-1963 FORD GALAXIE 500 2-dr hard top. VIN: 3J66Z182476. Tucson Yellow/black vinyl. Odo: 4,731 miles. 427-ci V8, 4-bbl, 4-sp. Resto-mod retaining a period appearance. Some paintwork to mostly original finish showing chips, dents and a paint crack atop driver’s side front wheelarch. Second owner since 2002. Modified with a replacement 427 that includes an Edelbrock intake and heads, competition cam, Holley carb and MSD ignition. Other mods include Toploader 4-sp, front disc brakes and suspension upgrades. Cond: 2-. July–August 2020 87 TOP 10 TOP 10


Page 86

MARKET MOMENT 1979 Chevrolet El Camino SS SOLD AT $40,425. Resto-mods can be a tough sell. Unpopular choices made during the restoration can sink values and erase all hopes of recovering a significant portion of one’s investment. This car’s build has been very well executed, and it sold for a respectable price. Perhaps the seller even made a few bucks?... Nah! Thatcher Keast ©2020, courtesy of RM Auctions SOLD at $20,900 RM Sotheby’s, Online Only: Palm Beach, March 20–28, 2020, Lot 118 VIN: 1W80H9K458610 fifth-gen cars like this black-and-gold example that sold during RM Sotheby’s Online Only: Palm Beach auction for a healthy $20,900. Don’t get me wrong, these final-generation El Caminos will never reach the hallowed A ground of cars like an LS6 Chevelle, but $21k is pretty damn good for a car known mostly as the butt of hillbilly jokes. The higher-than-average price in this case is helped by its stellar condition and Super Sport garb, but I would guess that the bigger deal here was the V8 engine bolted to a 4-speed manual transmission. That’s a helpful aid in mastering those perfect stoplight burnouts. No one will be in awe of the fifth-generation El Camino specs. Horsepower and speed are not what attracts people to them, nor is it that malaise-era build quality. It’s the feeling we get when seeing one. It’s about the picture of a gnarled El Camino tearing down a gravel road with dust trails in the rear-view mirror and classic rock blaring from the speakers. El Caminos are the poster car for fun, carefree, do-what-you-want cruising. With that in mind, I don’t think the buyer overpaid one bit on this pickup. This is a vehicle you can drive worryfree, while counting the number of thumbs-up and ear-to-ear smiles that come your way. I suspect it will be more than the guy with that six-figure LS6. Mullet or not, this is a fun and iconic car worthy of the price paid. Let’s be honest, though — a “party in the back” just adds to the appeal. A — Chad Taylor 88 AmericanCarCollector.com ll right, let’s just get it out of the way now. Mullet. That’s the number-one key word when discussing a 1970s or ’80s El Camino. Yes, the questionable hairstyle and famous El Cam go together like Jeff Foxworthy and “you might be a redneck” jokes. Laugh all you want, but these pickup-car hybrids can bring some money. Even #30813-1967 SHELBY GT500 fastback. VIN: 67400F2A02859. Nightmist Blue/black vinyl. Odo: 77,314 miles. 428-ci V8, 2x4-bbl, 4-sp. Sparse details, but photos generally show an original car with an older repaint to a driver standard. A 10-footer showing orange peel, scratches and touch-ups. Scruffy around the edges, with lots of unattended details. Fitted with factory 10-spokes, front discs, Extra Cooling Package, and Deluxe Interior. Aftermarket stereo components, aluminum radiator and exhaust headers, although the factory manifolds are included. Marti Report and Shelby Registry documentation included. Cond: 3-. 1 SOLD AT $147,000. Poor presentation with amateurish photos and no apparent detailing garnered very little confidence. In some photos, it didn’t even look washed! Still, the allure of a real ‘67 GT500 in great colors was too much for some to resist. With so many over-restored Shelbys, there is something to be said for this car’s worry-free drivability. Despite the poor presentation, this Pony galloped to a strong— but not over-the-top—result. #31289-1969 MERCURY COUGAR Eliminator 2-dr hard top. VIN: 9F91R570868. Bright Blue Metallic/blue vinyl. Odo: 79,169 miles. 428-ci V8, 4-bbl, auto. Fully restored prior to 2007 Muscle Car Review feature. Still looks fabulous with excellent paint, body and interior. Replacement block 428-ci Cobra Jet V8 with Ram BEST BUY TOP 10


Page 87

BRING A TRAILER • ONLINE Air induction. Factory C6 automatic transmission. Rare with Whisperaire a/c and high-back buckets. Missing chin spoiler and a small rub on glovebox door are the only obvious detriments. Includes Marti Report. Cond: 2. today’s example the deal of the century, or did the Leake sale simply fail to ignite the broader market? The answer may lie in the middle, but there’s no denying this car was very well bought. SOLD AT $59,325. Last seen at Mecum’s 2019 Indy auction, selling for $77,000 (ACC# 6903855). Any successful auction requires at least two competing bidders in the room to drive the price up. BaT’s “virtual” room, with more than 145,000 registered bidders, still failed to produce a pair of willing participants. Sure, most buyers prefer a 4-speed, but can one less pedal really produce such a discount? A flat-out bargain, tallying about two-thirds of expectations. mine White/black vinyl/tan leather. Odo: 704 miles. 392-ci V8, 2x4-bbl, auto. Thorough, photodocumented, frame-off restoration completed in 2015. In factory Ermine White, the paint quality seemed excellent, but difficult to ascertain from photos. Seats look like a kit from Gary Goers (common among letter-car restorations), but show sagging and wrinkles. Top looks new and fits well. Factory MusicMaster radio restored with an auxiliary cable. Includes copies of build ticket, sales invoice and recent service records. Cond: 2. MOPAR 5 #31644-1958 CHRYSLER 300D convertible. VIN: LC41559. Er- XS29V0G2192485. Light Gold Poly/black vinyl/Dark Charcoal leather. Odo: 20 miles. 440ci V8, 3x2-bbl, 4-sp. Better-than-new 2016 restoration on a very well-optioned example. Particularly fine body- and paintwork. Top, interior, chrome and engine compartment are all completed to a concours standard, with only a few notes of nitpicky wear evident on the console trim and shifter. Equipped with both RT and SE options. 440 Magnum V8 with three Holley 2-barrel carbs, a 4-speed manual and the A34 Super Trak Pak option. Includes copy of broadcast sheet. Cond: 2+. 2 #29679-1970 DODGE CHARGER RT/SE 2-dr hard top. VIN: NOT SOLD AT $89,426. This car has a terrific and believable history, but presented a conundrum for buyers. Only 100 miles (a quarter-mile at a time) and originally finished in desirable Black Velvet. But no hard documentation, a replacement block and tranny, and several other mods have clearly vitiated this example. I’d say leave it with its history intact and drive it like you stole it. Probably will take another $20k– $30k to pry it loose. AMERICANA #30707-1974 AMC JAVELIN AMX coupe. VIN: A4C798P183860. Mellow Yellow/Cinnamon vinyl & plaid cloth. Odo: 68,510 miles. 360-ci V8, 4-bbl, auto. Kept by second owner for 30 years and refurbished in 2005. Kept as a show car and has had fewer than 150 miles since. Paint good, but shows some overspray underneath and on edges of body tags. Interior excellent. Options include a limited-slip differential, Rally Pack, Go Pack, raised cowl hood, air-conditioning and disc brakes. In-period, aftermarket AM/FM stereo and non-OEM exhaust system. Cond: 2-. SOLD AT $122,500. Dodge’s accessory list in 1970 was a long one. Mopar guys can be fanatical about their options lists, belaboring every detail from courtesy lights to the number of speeds of their variable wipers. Rarely, however, does a car come along with such a magical spec as this one. Even the color, which few would choose from the swatch when new, looks terrific in the flesh. Everything just works. Sold at market value, but the right venue could grant some further upside. #28872-1970 PLYMOUTH HEMI ’CUDA 2-dr hard top. VIN: BS23R0B249300. Orange/black vinyl. Odo: 100 miles. 426-ci V8, 2x4-bbl, auto. Used as a drag racer and show car, but never registered, with 100 original miles. Color change in ’73 from black to orange. Replacement block and tranny. Early mods include a narrowed Dana 60 rear end from a 1969 Hemi GTX, mini tubs, subframe connectors and brushed-finish wheels. No fender tag or broadcast sheet. Cond: 3. SOLD AT $85,050. Late-1950s Chrysler 300 letter-car convertibles have traded in a wide range over the past two decades, with the best examples selling upward of $200k. The past few years have seen values slowly waning until this year’s Leake Scottsdale sale, where 1950s Mopars blew the doors off conventional pricing. Three hammered above $300k, including a 300C convertible for a jaw-dropping $357,500. Was July–August 2020 89 SOLD AT $31,500. Not a record price, but close. You’ll see one nice Javelin AMX example for every 100 decent run-of-the-mill Camaros or Corvettes of the same era, which probably explains the strong price paid. Generally, 1970s AMCs are a little odd and quirky, but well built and competent performers...also, the perfect description of Nacho Varga, who drives a ’73 in “Better Call Saul.”A TOP 10 BEST BUY TOP 10


Page 88

THE PARTS HUNTER Pat Smith Unobtainium in Plastic Console trim that cost more than a big block? Welcome to Parts Hunter! #352974931506 ’77 Corvette OEM Center Gauge housing bezel. 12 photos. Item condition: Used. eBay Motors. Utica, MI, 2/17/2020. “’77 Corvette Original OEM Center Gauge Bezel 8989948. Part is in decent overall used condition but does show some signs of wear. Can be used as-is or refurbished for show.” Sold at $56. #303532027699 1970 Plymouth Superbird fender valence extension. 12 photos. Item condition: Used. eBay Motors. Paramount, CA, 4/4/2020. “1970 Mopar Plymouth Superbird fender valance extensions, original metal. Condition is used. Here is an original set of extensions I’ve had for many years. One of the extensions has had some work done to it, as you can see in the pics. It still needs some work to finish...They are pretty solid. These are super hard to find now, here is your chance.” Sold at $1,300. Gently used pieces like these do find homes in spite of brand-new reproductions being available for less than $100. The demand for them comes from cars with minor wear and overall originality — the type that benefit from a cleanup and strategic replacement of damaged or worn parts instead of a complete restoration that would wipe out most of a car’s originality. Refurbishing this part to make it look new requires expert airbrushing of low-gloss black and masking. Most likely, it will be Q-tip cleaned and installed. Decent buy. Sure seems like a load of cash for a pair of handmade parts that aren’t visible unless you go looking for them. Superbirds had a lot of hand-tooled pieces to make the wind-cheating front and rear sections work. Fortunately, most of them have been reproduced, including these items. As for price, the repros are a third of the price paid for these. Your call on this one. I would use repros, especially if I’m already using other reproduction front-end parts. #10069286 Chevrolet four-bolt 454 LS6 crate engine block.12 photos. Item condition: Used. eBay Motors. Webster, NY, 2/18/2020. “This is a really nice Chevy LS6 crate engine 454 four-bolt block casting #10069286, date code E170. Block has been pressure treated to test for cracks, stripped, thermocleaned and shot blasted. Still 4.250-inch standard bore. This engine was in very good condition with low hours and wasn’t hurt when disassembled.” Sold at $1,495. FCH suffix code tells us it was from a 1990 Chevrolet truck with TPI and 230 horsepower. Casting date says May 17, which would make it a 1990 model year, so likely it was from either a 454 SS or one of several regular-production 454-powered pickups made that year. While the suffix and date code make it unusable for a period-correct restoration, the block is a good piece for running on the street. Price paid was fair considering condition and standard bore. 90 AmericanCarCollector.com Gas Tank. 4 photos. Item condition: New. eBay Motors. Schwenksville, PA, 2/20/2020. “Up for sale is a New Old Stock original factory gas tank that is correct for 1970 Hornets, p/n #4487632. There is some surface rust on the outside and more throughout most of the inside. Good thing about this tank is it can be refurbished/flushed easier because no fuel was ever inside. This is the early tank that came with filler neck. Has been in storage many, many years.” Sold at $125. #143532034020 NOS AMC Hornet The later-style tank had a controlled evaporation system which added a small steel line to it. The price is right if you’re willing to do some cleanup work. Hornets aren’t high-dollar collectibles, so this is probably market value for a 49-state tank. California cars already used the later style with evaporation line. Price is cheaper than a new one, which doesn’t even come with a filler neck.


Page 89

#202888939219 1970-71 Torino GT Cobra Cyclone 4-speed center-console plate. 8 photos. Item condition: Used. eBay Motors. Snohomish, WA, 2/24/2020. “4-speed center-console plate 1970–71 Ford Torino GT Cobra Cyclone. Condition is used. It was restored by Larry Zobeck and has not been installed since the restoration. It is missing both tabs on the underside, but you can just epoxy a couple on.” Sold at $1,400. NOS radio package DusterDart AM/FM 1973–76. 8 photos. Item condition: New. eBay Motors. Mackinaw, IL, 3/19/2020. “An excellent NOS ’73–76 Duster, Valiant-Dart AM/FM radio package, part number 3501583. #184218114974 Mopar Complete radio and speaker showing no damage or climate issues. I got this with a Mopar buy-out over 20 years ago, and it was in a building long before that. It has not been tested. This is the first time I’ve had it out of the box.” Sold at $279. The 1970s Dart radios were either Bendix units or Motorola Mark II units. We often see Motorolas in Canadian-assembled Darts. This unit is at least 1975-era due to the change from Motorola metal transistors to the smaller black style. The AM/FM radio is a nice option and will look great in a loaded SE or Hang Ten model. These aren’t easy ones to find now. If it works, the buyer did well. I guess this console plate was made from white gold. Am I fussy to want a complete piece with mounting tabs for $1,400? Maybe, but someone else was happy to get this restored part. I’ve seen entire automatic consoles go for $300 in great shape, but the 4-speed stuff is rare. Only 412 1970 CJ Torinos got 4-speeds. No one is reproducing the plates yet — the closest thing I’ve seen listed on eBay was $1,999. In spite of a nose-bleed price, this was probably (ouch) market rate for this plate. A July–August 2020 91


Page 90

SHOWCASE GALLERY Sell Your Car Here! Includes ACC website listing. Showcase Gallery color photo ad just $66/month ($88 non-subscribers) Text-Only Classified ad just $15/month ($25 non-subscribers) Three ways to submit your ad: Web: Visit americancarcollector.com/classifieds/place-ad to upload your photo (300 dpi jpg) and text, or text only. Secure online VISA/MC payments. Email: Send photo (300 dpi jpg) and text, or text only, to classifieds@ americancarcollector.com. We will contact you for payment information. Snail mail: ACC Showcase, PO Box 4797, Portland, OR 97208-4797, with VISA/MC or check. 50 words max, subject to editing. Deadline: 1st of each month, one month prior to publication. Advertisers assume all liability for the content of their advertisements. The publisher of American Car Collector Magazine is not responsible for any omissions, erroneous, false and/or misleading statements of its advertisers. GM 1949 Buick Roadmaster convertible cherished as a garage queen, with only very few miles, about 870. $115,000 OBO. West Coast Classics LLC. Contact Larry, Ph: 424-376-5151, email: wcclassics@aol.com. (CA) 1962 Chevrolet C10 Fleetside custom shortbed pickup Black. Inline 8. Full professional restoration. New black paint as-original. All chrome and top pieces replaced. New tan top and trunk reupholstered. Rebuilt original 8-cylinder engine and Dynaflow tranny. This car will not disappoint! Similar to car in the movie “Rain Man.” $63,000. Contact Jerry, Ph: 281-851-1663, email: aajwood@aol. com. (Texas) 1957 Chevrolet Bel Air custom convertible S/N 2C1440107928. Silver/white. Automatic. Exceptional Pro-Street example. Frame-off restored C10 Fleetside custom shortbed pickup, which is an original C10 Custom Cab big-window shortbed that has been restored and customized with no expense spared. Brand-new crate motor; built 350/310-hp V8 with 375 ft-lb of torque mated to a 700R4 automatic transmission with overdrive. Four-wheel disc brakes, power windows, custom Vintage Air system molded into dashboard with custom gauges and tilt column, AM/FM/CD stereo and custom seats. $42,500 OBO. West Coast Classics LLC. Contact Larry, Ph: 310-779-0526,email: wcclassics@aol.com. Website: http://www. WestCoastClassics.com. (CA) S/N VC57J130084. Dark Gray Metallic/gray leather. 870 miles. V8, automatic. An absolutely exceptional example of this customized, noexpense-spared 1957 Chevrolet Bel Air convertible. Beautiful Dark Gray Metallic paint with a striking dark gray leather; cloth interior; LS3 6.2-L V8 Corvette engine matched to a “4L80E” Corvette automatic transmission, Corvette suspension, Corvette rear end, Corvette four-wheel disc brakes, air conditioning, stereo system, power top, power windows on a “Newman” chassis. This particular example was recently customized with no expense spared and has since obviously always been 1964 Pontiac Grand Prix 389 V8 2-door hard top S/N CA973991. Blue/red. 375 miles. V8, automatic. A striking example of this beautifully customized with no expense spared 1933 SPCN Ford 3-Window coupe hot rod in a beautiful custom Dark Blue Metallic paint and a custom red interior with a 350-ci engine, automatic transmission and Ford rear end. The car has the following specs: 350 V8 engine, 700R4 automatic with overdrive transmission, billet grille insert, ‘39 Ford taillights, 3½-inch chop top, classic instrumentation and gauges, custom dashboard, Vintage Air Conditioning, power windows, CD player, “Lokar” shifter, 9-inch Ford differential with adjustable four-link suspension and coil-overs, Heidts independent front suspension, rack-and-pinion steering. Chassis is mini tubbed and boxed. $44,500 OBO. West Coast Classics LLC. Contact Larry, Ph: 424-376-5151, email: wcclassics@aol. com. (CA) 1962 Ford Galaxie 500XL convertible coveted original black plate 1964 Pontiac Grand Prix coupe. Original L74 389/303-bhp 4-bbl V8 . Reportedly with 35k original miles, with full PHS documentation and loaded with factory options including factory air conditioning ($430), front bucket seats with center console with vacuum gauge and floor shifter, lamp package, EZ-Eye windshield, power windows ($106), power brakes ($43), power steering ($108), dual exhaust, rare factory “reverb” AM radio ($89) and very desirable and rare aluminum eight-lug wheels ($122)! $32,500 OBO. West Coast Classics. Ph: 310-7790526, email: wcclassics@aol.com. (CA) FOMOCO 1933 Ford 3-window coupe 1987 Ford Mustang GT 2-door hatchback S/N 1FABP42E8HF238357. Dark Shadow Blue Metallic/Medium Gray cloth. 20,636 miles. V8, 5spd manual. Original 20,636 miles and condition, documentation since day one. No-excuses Fox body. Call 540-580-1252 or bcmustang@ verizon.net $24,950. Contact Christopher, Ph: 540.580.1252, email: bcmustang@verizon. net. (VA) MOPAR 1970 Dodge Charger RT 2-door hard top S/N XS29UG119913. Dark Burnt Orange/Burnt Orange. 95,500 miles. automatic. An absolutely exceptional example of this restored and completely rust-free original factory 1970 Dodge Charger R/T 2-door hard top. Date-correct bigblock Magnum 440-ci, 375-hp V8 engine custom modified with high-performance upgrades, original rebuilt 727 TorqueFlite automatic transmission with dual exhausts. It will be sold with its original build sheet, original owner’s manual and selling warranty and window sticker. $95,500 OBO. West Coast Classics LLC. Contact Larry, Ph: 424-376-5151,email: wcclassics@aol.com. (CA) 1999 Plymouth Prowler convertible S/N 894S42603. Black/black. 42,603 miles. V8, automatic. An absolutely exceptional example of this original Southern California rust-free S/N 2E69X258462. Blue/blue. 136,671 miles. V8, automatic. An absolutely exceptional and highly desirable virtually all-original example of this 1962 Ford Galaxie 500XL convertible in rare stock and rust-free condition. Original factory Viking Blue color (code E) paint and all-original blue (trim code 82) XL interior and a white power top. Original matching-numbers X-code 352/220-hp V8 engine with original Cruise-O-matic automatic transmission. Two-tone interior trim, original nylon carpeting, XL bucket seats with a floor-mounted transmission selector and original AM radio! $35,500 OBO. West Coast Classics LLC. Contact Larry, Ph: 424-376-5151, email: wcclassics@aol. com. (CA) S/N 1P3EW65G3XV503354. Prowler Black/black. 11,063 miles. V6, automatic. West Coast Classics is proud to present an absolutely exceptional and stunning example of this original 11k-miles 1999 Plymouth Prowler. Highly striking and rare triple back color combination of Prowler Black factory color paint with renowned Dr. Ru Prowler pinstriping with a black leather interior and a matching black soft top. $34,500 OBO. West Coast Classics. Ph: 310-779-0526, email: wcclassics@ aol.com. (CA) A 92 AmericanCarCollector.com


Page 91

ADVERTISERS INDEX Camaro Central ..................................... 71 CarTech, Inc........................................... 77 Chevs of the 40’s ................................... 83 Country Classic Cars, LLC ...................... 93 Custom Autosound Mfg., Inc ................. 84 GAA Classic Cars............................ 4-5 Grundy Insurance.................................. 17 Hagerty Insurance Agency, Inc. ............. 31 JC Taylor ............................................... 73 JJ Best Banc & Co ................................. 75 JJ Rods .................................................. 69 Larry’s Thunderbird and Mustang Parts 2 Law Offices of Bruce Shaw .................... 79 Lutty’s Chevy Warehouse ...................... 81 McCollister’s Auto Transport ........ 100 Metron Garage ..................................... 23 Michael Irvine Studios........................... 99 National Corvette Museum ................... 93 National Corvette Restorers Society ...... 91 National Parts Depot ............................ 19 New England Auto Auction ................... 67 Obsolete & Classic Auto Parts, Inc. ....... 47 Original Parts Group ............................ 11 Palm Springs Exotic Car Auctions ......... 15 Paragon Corvette Reproductions .......... 37 Passport Transport ................................ 65 POR-15 ................................................. 21 RM Auction Holdings Inc. ....................... 3 Ronald McDonald House ...................... 85 Saratoga Motorcar Auctions .................. 41 Streetside Classics .................................. 9 Summit Racing Equipment ................... 35 Volunteer Vette Products ...................... 13 West Coast Classics, LLC ........................ 81 Zip Products, Inc. .................................. 45 July–August 2020 93


Page 92

RESOURCE DIRECTORY Advertising/Marketing Put your company in the ACC Resource Directory. Call 877-219-2605 Ext. 218, or email advert@americancarcollector.com Motorwerks Marketing. 1-833-4-MWERKS. Founded on a passion for the special interest, classic and collector automotive marketplace, Motorwerks is a full-service marketing and creative agency. With a focus on crafting a high impact, highly effective, budget- and time-sensitive message, Motorwerks brings a level of industry expertise that is tailor made to meet your brand’s objectives. We only service clients in the Specialty Automotive arena and like you, our team are first and foremost true automotive enthusiasts. Ask us what we can do for you! Info@MotorwerksMarketing.com www.MotorwerksMarketing.com (AZ) Auction Companies Barrett-Jackson Auction. 480421-6694. 480-421-6697. For over four decades, the Barrett-Jackson Auction Company has been recognized throughout the world for offering only the finest selection of quality collector vehicles, outstanding professional service and an unrivaled sales success. From classic and one-of-a-kind cars to exotics and muscle cars, BarrettJackson attracts only the best. Our auctions have captured the true essence of a passionate obsession with cars that extends to collectors and enthusiasts throughout the world. A television audience of millions watches unique and select vehicles while attendees enjoy a lifestyle experience featuring fine art, fashion and gourmet cuisine. In every way, the legend is unsurpassed. N. Scottsdale Rd, Scottsdale, AZ 85251. info@barrett-jackson.com. www.barrett-jackson.com (AZ) Bonhams is the largest auction house to hold scheduled sales of classic and vintage motorcars, 94 AmericanCarCollector.com motorcycles and car memorabilia, with auctions held globally in conjunction with internationally renowned motoring events. Bonhams holds the world-record price for any motorcar sold at auction, as well as for many premier marques. San Francisco: 415-391-4000 New York: 212-644-9001 Los Angeles: 323-850-7500 London: +44 20 7447-7447 Paris: +33 1 42 61 10 10 www.bonhams.com/motors on several episodes of three different reality TV series — “Fast N Loud” on Discovery, “Dallas Car Sharks” on Velocity and “The Car Chasers” on CNBC Prime. www.leakecar.com. (OK) GAA Classic Cars Auction, Greensboro, NC. 1.855.862.2257. A classic, muscle and unique vehicle auction experience. Offering 650-plus vehicles three times per year: spring, summer and fall. All presented in a climate-controlled, enclosed, permanent, dedicated facility affectionately called “The Palace”. GAA Classic Cars brings you a customer-oriented team full of southern hospitality, a floor team with many years of classic auction experience and a selection of vehicles that continues to evolve and grow with each sale. www.gaaclassiccars.com, 1.855.862.2257 (NC) Lucky Collector Car Auctions. 888-672-0020. Lucky Collector Car Auctions is aptly named after Harold “Lucky” Lemay. Based in the majestic, pastoral ground of Marymount, home to the Lemay Family Collection Foundation near Tacoma, WA, the collection, formerly the biggest in the world according to Guinness, now hosts an unrivaled event center, art collection and charitable foundation, which features two exceptional collector car auctions a year. www.luckyoldcar.com (WA) Petersen Auction Group of Oregon. 541-689-6824. Hosting car auctions in Oregon since 1962. We have three annual Auctions: February—Oregon State Fairgrounds, Salem, OR; July— Douglas County Fairgrounds, Roseburg, OR; September— Oregon State Fairgrounds, Salem, OR. On the I-5 corridor. We offer knowledgeable, fast, friendly “hassle-free” transactions. Oregon’s #1 Collector Car Auction. www.petersencollectorcars.com (OR) Gooding & Company. 310-8991960. 310.899.0930. Gooding & Company offers its international clientele the rarest, award-winning examples of collector vehicles at the most prestigious auction venues. Our team of well-qualified experts will advise you on current market values. Gooding & Company presents the official auction of the famed Pebble Beach Concours d’Elegance in August, the record-setting Scottsdale Auction in January and a world-class auction at the Omni Amelia Island Plantation in Florida in March. www.goodingco.com (CA) Leake Auctions. 800-722-9942. Leake Auction Company was established in 1972 as one of the first car auctions in the country. More than 40 years later, Leake has sold over 34,000 cars and currently operates auctions in Tulsa, Oklahoma City and Dallas. Recently they have been featured 594-4418. Presented by the Owls Head Transportation Museum, the New England Auto Auction™ is the nation’s largest and longestrunning event in its class that operates solely to preserve the legacy of transportation’s earliest pioneers. Over more than four decades, NEAA™ has continuously raised the bar by connecting discerning enthusiasts and collectors with rare and sought-after automobiles. Web: www.owlshead.org Email: auction@ohtm.org New England Auto Auction. 207- Premier Auction Group. 844-5WE-SELL. The auction professionals that have been taking care of you for the last two decades have partnered together to create a team that is dedicated to providing the utmost customer service and auction experience. We applied our 83 years of auction experience to build a platform ensuring that every aspect of our company exceeds your expectations. Join us for the Gulf Coast Classic March 17 & 18, in Punta Gorda, FL. 844-5WE-SELL / 844-593-7355 www.premierauctiongroup.com info@premierauctiongroup.com Raleigh Classic Car Auctions. 919-269-5271 Palm Springs Auctions Inc. Keith McCormick. 760-320-3290. Family owned and operated for 28 years. Producing two large classic car auctions per year in Palm Springs, CA. Each auction features over 500 cars. Held in November and February every year. www.classic-carauction.com BUY — SELL — SPECTATE We are proud to offer some of the most desirable, low mileage, original and collectible vintage automobiles nationwide. Offering 300-plus vehicles twice each year in June and December — all within modern, well ventilated, temperature controlled and very comfortable facilities. The Raleigh Classic Car Auctions offers honesty and unmatched customer service for everyone involved to make the buying or selling process fun and stress-free. WWW.RALEIGHCLASSIC.COM INFO@RALEIGHCLASSIC.COM


Page 93

David Young 619.515.2220, sales@pmautos.com, www.pmautos.com (CA) RM Sotheby’s, Inc. 800-2114371. RM Sotheby’s is the world’s largest collector car auction house for investment-quality automobiles. With 35 years’ experience, RM Sotheby’s vertically integrated range of services, from restoration to private-treaty sales and auctions, coupled with an expert team of car specialists and an international footprint, provide an unsurpassed level of service to the global collector car market. www.RMSothebys.com (CAN) Worldwide Auctioneers. 866273-6394. Established by John Kruse and Rod C. Egan, The Worldwide Group—Auctioneers, Appraisers and Brokers—is one of the world’s premier auction houses, specializing in the procurement and sale of the world’s finest automobiles and vintage watercraft. www. worldwide-auctioneers.com (IN) Buy/Sell/General Russo and Steele Collector Automobiles. 602-252-2697. Specializing in the finest American muscle, hot rods and custom automobiles and European sports; Russo and Steele hosts three record-breaking auctions per year; Newport Beach in June; Monterey, CA, every August; and Scottsdale, AZ, every January. As one of the premier auction events in the United States, Russo and Steele has developed a reputation for its superior customer service and for having the most experienced and informed experts in the industry. Fax: 602.252.6260. 7722 East Gray Road, Suite C Scottsdale, AZ 85260. info@russoandsteele.com, www.russoandsteele.com (AZ) California Car Cover Company. 800-423-5525. More than just custom-fit car covers, California Car Cover is the home of complete car care and automotive lifestyle products. Offering the best in car accessories, garage items, detailing products, nostalgic collectibles, apparel and more! Call 1-800-4235525 or visit Calcarcover.com for a free catalog. Copley Motorcars. 781-444-4646. Copley Motorcars has been trading in sports and classics for over 20 years out of its suburban Boston showroom, specializing in vintage Ferrari, MercedesBenz, Porsche and Land Rover Defender. And now a second showroom — CopleyWest — has opened in Newport Beach, CA. www.copleymotorcars.com copleycars@gmail.com (MA) www.copleywest.com pat@copleywest.com (CA) Saratoga Motorcar Auctions. Located in Saratoga Springs, NY, the fourth annual Saratoga Motorcar Auctions returns September 18 & 19, 2020. Proceeds help to fund the educational programs of the Saratoga Automobile Museum. To consign a vehicle, register to bid, or to learn more about the Saratoga Motorcar Auctions, visit www.saratogamotorcarauction.org Precious Metals: Fine Motorcars of San Diego. 619-515-2220. We are one of the Premier Classic Exotic Dealerships in Southern California since 2004. Owned by Dr. Perry and Judith Mansfield, we buy, sell, consign and provide auction management. American Classics, Vintage European, Modern Performance. Help with exhibiting client vehicles at car shows. Our showroom hosts private events, art shows and club meetings. Precious Metals is passionate about making your car experience first class. Contact West Coast Classics. 424376-5151. West Coast Classics are internationally renowned California Classic Car Dealers who specialize in buying and selling of rare and classic European and American classic cars. Southern California location at 1205 Bow Avenue in Torrance. We ship throughout the world and will provide you with unparalleled service of your rare, sports, exotic, luxury, collector or classic car needs. www.WestCoastClassics.com info@WestCoastClassics.com (CA) Classic Car Transport Passport Transport. 800-7360575. Since our founding in 1970, we have shipped thousands of treasured vehicles door-to-door with our fully enclosed auto transporters. Whether your prized possession is your daily driver, a vintage race car, a classic, a ’60s muscle car or a modern exotic, you can depend on Passport Transport to give you the premium service it deserves. We share your appreciation for fine automobiles, and it shows. www.PassportTransport.com Intercity Lines Inc. 800-221-3936. Gripping the wheel of your dream car and starting the engine for the first time is a high point for any enthusiast. We are the premier enclosed auto transport company that will ensure your car arrives safely for that experience. For over 35 years our standards for excellence have clients returning time and time again. Trust the Best. Trust Intercity Lines. www.Intercitylines.com McCollister’s Auto Transport. 800-748-3160. Reliable Carriers Inc. 800-5216393. As the country’s largest enclosed-auto transport company, Reliable Carriers faithfully serves all 48 contiguous United States and Canada. Whether you’ve entered a concours event, need a relocation, are attending a corporate event or shipping the car of your dreams from one location to another, one American transportation company does it all. www.reliablecarriers.com Collection Management We have transported thousands of collector vehicles over the past 35 years all across the United States, whether they are moving an exotic, street rod, vintage racer or muscle car. With our experienced drivers trained to ensure the finest protection and our customized, lift-gated, air-ride trailers, we make sure your vehicle safely arrives on time. www.McCollisters.com/ AutoTransport Blackhawk Collection, Inc. 925 736-3444. One of the world’s foremost companies specializing in buying and selling classic cars for clients around the globe for over 45 years. Over the years, many of the greatest cars in the world have passed through the doors of the Blackhawk Collection. Visit our website at www.blackhawkcollection.com FOLLOW ACC July–August 2020 95


Page 94

RESOURCE DIRECTORY Corvette Parts & Restoration Paragon Corvette Reproductions. 800-882-4688. At Paragon, you’ll receive the finest quality of 1953–96 Corvette parts and experience in the industry. Our catalogs and website are filled with hundreds of helpful schematics, photos and tech-tips. Our Vintage Department has a treasure chest of NOS and used parts. Look up our Stick With Us Discount Program and our firstonline-order savings. Call us or visit www.paragoncorvette.com to order today. (MI) Volunteer Vette Products. 865521-9100. 1953–2013 Corvette Parts and Accessories. Supplying Corvette restoration parts and accessories for 30 years. Visit our website at Put your company in the ACC Resource Directory. Call 877-219-2605 Ext. 218, or email advert@americancarcollector.com United States, The La Jolla Concours d’Elegance continues to attract discerning car enthusiasts from around the globe. La Jolla California is excited for the new September dates and is proud to welcome the La Jolla Concours d’Elegance presented by LPL Financial and Pacific Sotheby’s International Realty back to the jewel of the West Coast on Saturday September 19th, and Sunday September 20th, 2020 to celebrate its 16th year of automotive excellence. Register and purchase tickets at lajollaconcours.com jjbest.com or call 1-800-USA-1965 and get a loan approval in as little as 5 minutes! Grundy Insurance. 888-6478639. James A. Grundy invented Agreed Value Insurance in 1947; no one knows more about insuring collector cars than Grundy! With no mileage limitations, zero deductible*, low rates, and high liability limits, our coverages are specifically designed for collector car owners. Grundy can also insure your daily drivers, pickup trucks, trailers, motorhomes and more — all on one policy and all at their Agreed Value. www.grundy.com (PA) www.volvette.com and take advantage of the Free Shipping offer on orders over $199.00. You can also speak with us directly by calling 865-521-9100. New parts are added daily, so if you can’t find it, give us a call. (TN) The Quail, A Motorsports Gathering. 831-620-8879. A prominent component of Monterey Car Week, The Quail is a world-renowned motorsports event featuring one of the world’s finest and rarest collections of vintage automobiles and motorcycles. The Quail maintains its intimacy and exclusivity by limiting admission through lottery ticket allocations. Admission is inclusive of six gourmet culinary pavilions, caviar, oysters, fine wines, specialty cocktails, champagne, and more. Web: signatureevents. peninsula.com. (CA) Zip Products. 800-962-9632. Zip customers know that the voice on the other end of the phone is a true enthusiast. Someone who, in minutes, can hold in their hands any item in stock. Further, someone with knowledge of, experience with, and genuine affection for, the car we hold so dear: Corvette. www.zip-corvette.com (VA) Events—Concours, Car Shows Insurance American Collectors Insurance. 1-866-887-8354. The nation’s leading provider of specialty insurance for collectors. We offer affordable, agreed-value coverage for all years, makes, and models of collector vehicles. Since 1976, we have provided superior service and broad, flexible coverage. Experience our quick quoting and application process, as well as our “Real Person” Guarantee every time you call. Email: Info@ AmericanCollectors.com www.AmericanCollectors.com (NJ) La Jolla Concours d’Elegance. 619.233.5008. Earning the reputation as one of the finest internationally renowned classic automobile showcases in the 96 AmericanCarCollector.com J.C. Taylor Insurance. 800-3458290. Antique, classic, muscle or modified — J.C. Taylor Insurance has provided dependable, dynamic, affordable protection for your collector vehicle for over 50 years. Agreed Value Coverage in the continental U.S., and Alaska. Drive Through Time With Peace of Mind with J.C. Taylor Insurance. Get a FREE instant quote online at www.JCTaylor.com (PA) Leasing-Finance Hagerty. 800-922-4050 is not just the world’s largest provider of specialty insurance for enthusiast vehicles: they are all-in on the automotive lifestyle dedicated to the love of driving. Hagerty is home to Hagerty Drivers Club, DriveShare, Car Values, Hagerty magazine and MotorsportReg. Hagerty also helps keep the car culture alive for future generations through youth programs, support for Historic Vehicle Association and the RPM Foundation. For more information, call or visit www. hagerty.com (MI) Premier Financial Services. 877973-7700. As a serious sports car enthusiast, you’re always seeking a better driving experience. Your high standards should also apply to car financing. Since 1997, Premier Financial Services has been recognized by countless owners for our integrity, deep understanding of the sports car market, high level of customer service and ability to tailor flexible leasing solutions. If you’ve never considered leasing, let us explain how it could be your best financing alternative. If you’ve leased from others in the past, let us show you how we’re different. Either way, you’ll benefit from starting or ending your search for a better financing experience by contacting us at 877-973-7700. Learn more at www.premierfinancialservices.com (CT) Putnam Leasing. 866-90-LEASE. For over 25 years, Putnam Leasing has been the leader in exotic, luxury, and collector car leasing. This honor comes from Putnam’s unique ability to match the car of your dreams with a lease designed just for you. Every Putnam Lease is written to provide maximum flexibility while conserving capital, lowering monthly payments, and maximizing tax advantages. It’s Putnam’s way of letting you drive more car for less money. For leases ranging from $50,000 to more than $1 million, with terms extending up to 84 months, visit www.putnamleasing. com or call 1-866-90-LEASE. (CT) Legal J.J. BEST BANK & CO. provides low-rate and long-term financing on classic cars ranging from 1900 to today. Visit our website at www. Law Offices of Bruce Shaw. 215.657.2377 Collector Car Fraud Specialists, www.shawlaws.com. A motorhead law firm with real practical knowledge and experience in the Collector Car Field. Experience: Chain of speed shops, Body Shops, Car Dealerships, former NCRS judge as well as licensed attorneys. Estate planning and divorce settlements concerning Collector Cars. 50 State Representation.


Page 95

Museums LeMay Family Collection Foundation. LeMay Family Collection Foundation at Marymount Events Center near Tacoma, WA, hosts an epic backdrop for your next event. Home to 500 fabulous collector cars, worldclass art exhibits, and assorted ephemera, consider your next event here. Weddings, swapmeets, conventions, auctions. The facility can likely exceed your expectations. Visit during the 37th annual open house along with 13,000 other enthusiasts. 253-2722336 www.lemaymarymount.org (WA) National Corvette Museum. 80053-VETTE. The National Corvette Museum in Bowling Green, KY, was established as a 501(c)3 notfor-profit foundation with a mission of celebrating the invention of the Corvette and preserving its past, present and future. www.corvettemuseum.com (KY) Parts—General broadest line of high-quality parts for the best prices. We have painstakingly reproduced over 1,000 different parts for our 1955–1966 Ford Thunderbird, 1965–1973 Ford Mustang and 1954–1957 Ford Passenger Car product lines and are never satisfied with less than the best workmanship. Learn more now at www.larrystbird.com or call us at 800-854-0393. MetroVac. MetroVac’s car vacs and car dryers are the top choice of professional detailers and passionate car enthusiasts worldwide, like Wayne Carini. Our products are proudly made by American workers using only U.S. steel. These powerful machines are built to be virtually indestructible and last decades. MetroVac products are the classic way to care for classic cars. www.metrovac.com QuickSilver Exhaust Systems. 011 44-1428-687722. Our customers are sophisticated enthusiasts who choose our exhaust systems for various reasons — originality, durability, weight reduction and enhanced sound. We’re the default choice for many of the most important classics. Originality is important, but there’s no reason why subtle improvements cannot be introduced. QuickSilver use superior materials and modern manufacturing techniques unavailable when the cars were new. http://quicksilverexhausts.myshopify.com Restoration—General National Parts Depot 800-874-7595. We stock huge inventories of concours-correct restoration parts for; 1965-73 and 1979-93 Mustang 1967-81 Camaro and Firebird 1964-72 GTO, Tempest and LeMans Custom Autosound Manufacturing. 800-888-8637. Since 1977 providing audio solutions for classic cars, trucks and street rods. Covering over 400 applications, our radios and speakers fit the original locations without modifications. Keep the classic look of your vehicle while enjoying state-of-the-art audio. Check out all of our products at www.customautosoundmfg.com (CA) Larry’s Thunderbird and Mustang Parts. From our first beginnings in 1969, Larry’s has always strived to provide the Original Parts Group Inc. 800243-8355. At Original Parts Group, we are proud to be the largest USA supplier of in-stock restoration parts for your classic GM A, B, C, E and G-body vehicle, including newly released Cadillac CTS, ATS, STS, Escalade, EXT and XLR. 100% privately owned to serve you better, since 1982. We are devoted to quality parts and customer service. Visit OPGI.com today or call today to order your free parts catalog. (CA) Classic Garage Automobile Restoration. 208-755-3334. Classic Garage is a full service, classic car shop offering full-restoration and partial-restoration work, including custom builds. Our specialty is high-end, show-quality body and paint work. We work with many reputable shops around the country that send us their projects for bodywork and paint. We also offer classic car collection management, storage, consulting and classic car valuations. www.classicgaragellc.com (ID) 1964-87 Chevelle, Malibu and El Camino 1948-96 F-Series Ford Truck 1947-98 C/K 1/2 ton Chevy Truck 1966-96 Bronco 1955-57 Thunderbird 1967-73 Cougar www.nationalpartsdepot.com Cosmopolitan Motors LLC. 206467-6531. Experts in worldwide acquisition, collection management, disposition and appraisal. For more than a quarter century, Cosmopolitan Motors has lived by its motto, “We covet the rare and unusual, whether pedigreed or proletarian.” Absurdly eclectic and proud of it. Find your treasure here, or pass it along to the next generation. www.cosmopolitanmotors.com (WA) Hahn Auto Restoration. 724-4524329. We take pride in offering concours-level collector car restoration, recommissioning, custom builds and repair services. With our experienced staff and cuttingedge technology, we can restore your car back to its original beauty and help it perform better than when it was first driven off the lot! We understand how much your classic car means to you and we will treat your restoration or repair with the quality care and respect it deserves, getting the job done right the first time. We believe that a restoration should last a lifetime and beyond, so we strive to provide our clients with quality restoration services that will last for generations. www.hahnautorestoration.com Manns Restoration. 636-9337008. Since the 1930s, four generations of the Manns family have been reviving priceless family heirlooms to be treasured by future generations. Honesty and good work have brought recognition and numerous world class awards from across the country. The unifying characteristic of each project is the quest for perfection. No matter what level of restoration your project calls for, we will always strive for Best in Show. We offer a variety of services including Metal Fabrication, Paint, Body, Mechanical, Wood, Upholstery and Interiors, and Electrical. mannsrestoration.com (MO) Pollock Auto Restoration. 610323-7108. Experienced with BrassEra, Pre-War, Post-War American and European Classic Cars since 1955. Pollock Auto Restoration performs virtually all restoration services in-house. Our metalworking and woodworking equipment allows our skilled staff to re-create any type of coachwork, which we refinish in our state-of-the-art paint spray booth. We have a large upholstery department stocking many years worth of materials. All chassis and engine repairs are performed by trained and talented technicians and craftspeople. info@pollockauto. com www.pollockauto.com (PA) RM Auto Restoration. 519-3524575. RM Auto Restoration is North America’s leading classic car restoration facility. Whether it’s a complete “body-off” restoration, a partial restoration, or a cosmetic upgrade, our dedicated team of restoration perfectionists provides an unwavering commitment to deliver flawless work, and to the highest cosmetic presentation, every time. www.rmautorestoration.com A July–August 2020 97


Page 96

Swinging for the Fences SURFING AROUND Carl Bomstead CARL’S THOUGHT: On May 15, 1941, Joe DiMaggio eked out a single as his New York Yankees lost 13 to 1 to the White Sox. Joltin’ Joe managed to hit safely in the next 55 games, setting a Major League record that stands to this day. Heritage Auctions, at their February 22–23 Winter Sports Catalog Auction, sold the only baseball card known that Play Ball produced commemorating DiMaggio’s feats. It was rated PSA 10 — the highest — and sold for a startling $750,000. Here are a few more I found while self-isolating in the confines of my home office: and had a few scratches but was still very presentable. It’s one of the more-desirable signs, and the price paid was about the going rate considering the condition. MATTHEWS REDLANDS AUCTIONS LOT 6032—1969 HOT WHEELS REDLINE CUSTOM COUGAR. SOLD AT $360, including 23% buyer’s premium. Date sold: 5/2/2020. Hot Wheels were introduced by Mattel in 1968, and the Redline series was produced during the first 10 years. This Cougar was finished in Metallic Orange and was in decent condition, with a slight scratch on the top. It was out of the blister pack but still sold for strong money. It is a very collectible piece, but not as desirable as the 1960 Hot Wheels Volkswagen Beach Bomb that sold for $70,000 a few years back. all of its ornate cast-iron parts and even has the original Wayne tag. A smash when restored, but rarely found in this very original condition, so the new owner has a tough decision. I hope it’s left as-is. including 23% buyer’s premium. This attractive Pontiac Service light-up sign had a metal base with the full feather Pontiac logo on the glass panel. It was functioning properly, and a new power cord had been installed. A desirable little display piece that sold for an aggressive number. MORPHY AUCTIONS LOT 1238—HARBOR PETROLEUM PRODUCTS PROCELAIN SIGN. Estimate: $40,000–$60,000. SOLD AT $42,000, including premium. Date sold: 5/13/2020. This exceptional sign dates to the early 1940s and features a Boeing 314 Clipper. It does have some minor edge wear, but all in all, it’s an amazing example of one of the most desirable of all West Coast petroleum signs. Rare, with bold, colorful graphics. Checks all the boxes. A relative bargain. ROUTE 32 AUCTIONS LOT 621—KELLY TIRES 42-INCH SINGLE-SIDED PORCELAIN SIGN. SOLD AT $29,375, including premium. Date sold: 3/22/2020. Any number of young ladies had the role of “Miss Lotta Miles.” This sign was slightly faded 98 AmericanCarCollector.com ROUTE AUCTIONS LOT 624— UNRESTORED WAYNE 490 ROMAN COLUMN VISIBLE GAS PUMP. Estimate: $18,000–$28,000. SOLD AT $31,725, including premium. Date sold: 3/22/2020. An impressive and majestic gas pump that is almost 10 feet tall. Retains MORPHY AUCTIONS LOT 2004—1906 VIRGINIA PORCELAIN LICENSE PLATE #1. Estimate: $20,000–$40,000. SOLD AT $26,400, including premium. Date sold: 5/14/2020. This was the first license plate issued by Virginia and was accompanied with supporting documents and photographs. The porcelain plate was in exceptional condition, and to license-plate collectors, the Holy Grail. Price paid was up there, but it’s a piece of irreplaceable history. MATTHEWS REDLANDS AUCTION LOT 109—PONTIAC SERVICE LIGHT-UP DISPLAY SIGN. SOLD AT $1,353, MORPHY AUCTIONS LOT 1062—WHIZ AUTOMOTIVE PRODUCTS STORE DISPLAY. Estimate: $1,250–$2,500. SOLD AT $1,680, including premium. Date sold: 5/13/2020. This 48-inch-by-23-inch glass-front display presented 23 of the automotive products that Whiz offered. A few of the containers were slightly worn, and the metal case had been replaced. Whiz was the brand name for the R.M. Hollingshead Corporation and at the time was the largest manufacturer of car-care products. In slightly better condition, the price would have been a grand or so higher. A