We went through all of them. Here are the ten coolest, from a $299,995 ragtop to a six-speed wagon that costs less than a new Malibu.

1. 1959 Chevrolet Impala Convertible — $299,995

If the 1959 Impala isn't the most dramatic shape Detroit ever mass-produced, it's on a very short list. The batwing rear quarters, the one-year-only cat-eye taillights, the jet-intake hood — nothing before or since looked like this. Ellingson Motorcars' example is a frame-off restored, bone-stock ragtop in Roman Red with 3,093 miles showing, powered by a Turbo-Thrust 348 big block with a single four-barrel and a factory-rated 250 horsepower. It's loaded with period options and backed by an upgraded TH350, which means the most theatrical car on this list is also one of the easiest to actually drive.

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2. 1962 Chevrolet Impala Custom Show Car — $243,995

Four-time ISCA Custom Category champion, thousands of hours of hand-formed sheet metal, and 35 miles on the odometer since the build was finished. This is not a car that got customized — it's a car that got rebuilt as sculpture, wrapped in custom Chrysler Deep Blue and trimmed in blue Ultraleather. Under the hood sits a supercharged and intercooled 502 with aluminum heads and a blow-through Demon four-barrel. Inside, the transmission is push-button, the air-ride controller tilts out of the center stack, and the stereo rises out of the console on a power lift. Trophy cabinet included.

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3. 1959 Chevrolet Impala LS3 Restomod — $171,995

The other way to do a '59. Built by Hot Rod Dynamics in North Carolina, this hardtop wears Green Metallic with just enough flake to catch light off those horizontal fins, and it sits on staggered 18-inch front and 19-inch rear wheels styled to mimic classic Chevy hubcaps — a detail that shouldn't work as well as it does. Underneath is modern LS3 power and the chassis to use it, so the car that once wallowed on bias plies now corners. Laser-straight panels, exceptional brightwork, 2,893 miles since completion.

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4. 1958 Chevrolet Impala Lowrider — $128,995

You cannot tell the Impala story without lowriding, and you cannot tell lowriding's story without the Impala. This '58 — the first year the name existed, when it was still a Bel Air trim — is finished in metallic black with a full panel-style paint job, chrome engraving, and red-striped whitewalls. The interior is black and red vinyl. Under the hood is a 348 V8, the W-motor that started Chevrolet's big-block era. Two hundred miles since the build. It is, appropriately, the most menacing car in the entire Impala inventory.

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5. 1967 Chevrolet Impala SS 427 Convertible — $112,995

Chevrolet built just 2,147 SS 427s for 1967. Finding one is hard; finding a convertible is a different order of difficulty. Smoky Mountain Traders' Marina Blue example came back from a frame-off restoration with a correct '67 427 — 3917215 heads, 3883948 intake, Quadrajet, and even the right distributor — mated to a 3885010 Muncie four-speed and a DM-code 12-bolt Posi with 3.73 gears. It has the F41 heavy-duty suspension the SS 427 package mandated, blue bucket-seat interior, and 15-inch Rallyes on Firestone redlines. Top down, 427 badges on the hood, four on the floor.

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6. 1962 Chevrolet Impala SS 409/409 Convertible — $99,895

She's real fine, and she is numbers-matching. The Beach Boys wrote the song, but the 409/409 — 409 cubic inches, 409 factory horsepower, dual four-barrels — is the configuration that earned it. West Port Auto Center's Roman Red convertible pairs that engine with its original four-speed, wearing a full nut-and-bolt frame-off restoration down to factory-correct red oxide floors. Factory buckets and console, power top, power steering, factory wheels with spinner caps, correctly detailed trunk. Genuine '62 SS convertibles are scarce enough. A documented 409/409 four-speed one is the whole ballgame.

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7. 1974 Chevrolet Impala Spirit of America — $79,900

Here is the deep cut. In 1974, with the malaise era settling in, Chevrolet built roughly 2,500 red-white-and-blue "Spirit of America" Impala Sport Coupes as a patriotic pick-me-up. Almost all of them were driven, rusted, and forgotten. This one has 290 miles. Not 290,000 — two hundred and ninety, since new, with complete original documentation and unbroken ownership history from day one. A 350 V8 under the hood and a white hardtop body that has essentially never been used. It's the closest thing to a time capsule in the entire listing.

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8. 1961 Chevrolet Impala Bubble Top — $68,995

The 1961 bubble top is the connoisseur's Impala: a pillarless hardtop with a wraparound backlight so thin and so clean that NASCAR teams chose it for the aerodynamics. This one wears Corona Cream over a factory-correct fawn cloth and vinyl bench interior, and it's honest about being a driver — 93,134 miles — with a 350 running dual four-barrel carbs and a four-speed manual. That's the right recipe. Shiny enough for the show field, sorted enough that you'll actually take it there under its own power.

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9. 1996 Chevrolet Impala SS — $44,995

Laughed at when it was new, blue-chip now. The 1994–96 Impala SS took a Caprice cop car, gave it the Corvette-derived LT1, dropped it an inch, and painted it in three colors that all looked like they came from a menace catalog. This is a 10,078-mile Dark Cherry Red Metallic example, factory-correct throughout: 5.7L LT1, 4L60E, 3.08 rear, four-wheel discs, light gray leather, 17-inch QA-style wheels. Low-mile B-bodies stopped being cheap several years ago and are not coming back. This is what a modern Impala classic looks like.

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10. 1964 Chevrolet Impala Wagon — $29,995

The bargain of the bunch, and arguably the most fun. A '64 Impala wagon in red with a silver roof is already a great look; this one has a 5.7-liter fuel-injected V8 backed by a Tremec T56 six-speed manual, air ride you can dial in from a digital controller, power front discs, and an aluminum radiator with dual fans. A three-pedal LS wagon on bags, with a red vinyl bench interior and 30,407 miles, for under thirty grand. Load the cooler, drop the tailgate, embarrass somebody at a stoplight.

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Prices and availability as listed at the time of writing. Browse the full Motorious inventory here.

The result was more than a change of venue. As the official auction partner of The Quail, A Motorsports Gathering, Broad Arrow moved its Monterey sale onto the grounds of The Quail Golf Club for 2026. More than 1,400 registered bidders filled the naturally lit marquee, giving the company a high-profile new stage for a catalog heavy on modern supercars, blue-chip classics, and limited-production performance cars.

A Ferrari Enzo leads the sale

The top lot was a 2003 Ferrari Enzo that sold for $10,675,000. The Nero D.S. car had already drawn attention before the auction as a Classiche-certified, no-reserve example in an unusually rare black-over-red configuration. Motorious took a closer look at the Enzo and its pre-sale estimate when Broad Arrow announced the headliner.

Second overall was a 2025 Bugatti W16 Mistral at $8,805,000, a world-record auction price for the model. One of just 99 planned examples, the open-top hypercar represents the farewell chapter for Bugatti’s quad-turbocharged W16 engine. Before Monterey, we explored why the Mistral was such a significant Quail consignment.

A 1968 Lamborghini Miura P400 S completed the top three at $4,075,000. It was followed by a 2017 Ferrari F12tdf at $3,635,000 and a 2011 Bugatti Veyron 16.4 Grand Sport at $3,305,000. The Veyron also established a world-record auction price for its model.

Modern Ferraris keep setting the pace

Ferrari’s strength extended well beyond the Enzo. A 2015 Ferrari 458 Speciale A sold for $2,425,000, while several front-engine and mid-engine cars set model records. A 2001 Ferrari 550 Barchetta Pininfarina brought $1,627,500, a 2020 Ferrari 488 Pista Spider reached $1,545,000, a 2019 Ferrari 812 Superfast sold for $747,500, and a 1998 Ferrari 550 Maranello achieved $648,500.

Those results reinforce the market’s appetite for relatively modern, low-production Ferraris—especially cars that combine analog character with limited availability and usable road manners. The Enzo’s eight-figure result may have owned the headline, but the depth of demand across the marque was arguably the more revealing story.

Records stretch beyond Maranello

A 1988 Porsche 959 Komfort sold for $2,865,000, setting a record for an unmodified 959 Komfort. The 2023 Hennessey Venom F5 Revolution Coupe brought $2,837,500, the highest auction price recorded for a Hennessey. Even a 1989 Porsche 911 Carrera Targa “Rijkspolitie” police car joined the record list, selling for $252,000 and establishing a benchmark for a G-body 911 police car.

Other notable results included a 2015 Porsche 918 Spyder, a 1966 Shelby 427 Cobra that sold after the auction, and a catalog that mixed established collector-car royalty with modern hypercars. Our preview of 10 standout cars heading to The Quail Auction shows just how broad the selection was before bidding began.

A major step up in Monterey

The $97.4 million total represents a sharp increase from Broad Arrow’s 2025 Monterey performance, when the company reported $57.4 million and eight world records at the Monterey Jet Center. Read our report on Broad Arrow’s previous record-setting Monterey sale for context on how quickly the auction house has grown.

Moving to The Quail Golf Club appears to have paid off immediately. The venue placed Broad Arrow directly inside one of Monterey Car Week’s most exclusive gatherings, while the strong sell-through rate and packed bidder registration suggest collectors embraced the new format. For Broad Arrow, it was not simply a successful debut—it was the company’s biggest Monterey result yet.

Photos courtesy of Broad Arrow Auctions.

The Last and Best Version of Porsche’s First Car

By 1965, the 356 had been in production for seventeen years, and the C-series that closed it out was the most thoroughly developed car of the entire run. The 356C brought four-wheel disc brakes to the line for the first time, and Porsche fitted larger anti-roll bars and a steering damper to civilize the swing-axle rear end that had made earlier 356s such an acquired taste at the limit. Sitting at the top of the pushrod ladder was the SC engine: a 1,582cc air-cooled flat-four rated at 95 horsepower, the most Porsche ever extracted from the architecture that started the company before the 911 rewrote the formula entirely.

That is why SC coupes remain the 356 variant collectors chase hardest. The earlier cars carry more period romance — a 1954 Pre-A Speedster or a split-window early coupe will always turn more heads at a concours — but the SC is the one you can point at a mountain road without apologizing for the brakes. Motorious has tracked a steady run of these lately, from a preservation-grade 1960 356 B Super 90 to a restored 1958 Speedster with strong provenance.

Ordered in Bangkok, Delivered to Delaware

The provenance here is the headline. The original purchase agreement, included with the sale, is dated August 12, 1964 and was written in Bangkok, Thailand, where the buyer — a U.S. serviceman on deployment — placed the order through Tourists International Est. of Geneva, Switzerland. Porsche built the car on September 16, 1964 in Signal Red (paint code 6407) over black leather, and it was shipped to the Port of Wilmington, Delaware. It has lived in Delaware, New Jersey, Pennsylvania and Maryland ever since, always under a garage roof, and it is now offered by the family on the original owner’s behalf.

The paperwork backs the story up in a way that very few sixty-year-old Porsches can manage. Along with the Certificate of Authenticity and that original purchase agreement, the sale includes service records, the factory tool kit, a matching spare wheel, a spare Europa radio and a clean Maryland title in the current owner’s name. The COA confirms SC specification, the 741/2C four-speed transaxle, ventilated chrome steel wheels and an engine number that matches the chassis number.

It has not gone unnoticed in the comments. Broad Arrow senior car specialist Ramsey Potts, who disclosed that he has no connection to the car, the seller or the bidding, wrote in to praise the family for keeping the car alive for six decades and predicted it would be among the coolest 356s at any Porsche event it attends. The seller’s daughter has been fielding questions directly, noting the car has been a fixture in the family garage her entire life.

A Refurbishment Measured in Years, Not Weekends

The work was done in stages over more than a decade, with receipts. Fifty Plus Cars in Maryland rebuilt the engine in 2011–2012 using an NPR 1,750cc kit, machining the flywheel and rebuilding the generator, fuel pump, carburetor and distributor along the way, plus a new clutch disc, pressure plate and throw-out bearing. In 2015, Wills Werks of Fairfax, Virginia performed a complete transaxle rebuild, and the car received four rebuilt calipers in yellow zinc finish, Koni shocks, steel brake lines, a new master cylinder, tie rod ends and a fresh steering damper.

Vredestein Sprint Classic tires went on in 2018, the body was repainted in June 2024, and the most recent service came just last month: Erdle Automotive in Laytonsville, Maryland cleaned and adjusted the points, cleaned and regapped the plugs, drained and flushed the fuel system, and pulled the carburetors to clean every jet and reset the idle. The interior was reupholstered in black leather, the chrome and engine-bay hardware refinished, and new windshield and rear glass fitted.

The listing is candid about what is not perfect. The odometer reads 91,200 miles and is designated TMU. The factory radio does not work. The displacement is now 1,750cc rather than the original 1,582cc, a well-known and widely accepted 356 upgrade but a departure from stock all the same. And the seller amended the listing mid-auction to correct an earlier line about the nose panel — the front assembly was never replaced, only the right-hand headlight bucket — which is the kind of correction that tends to build confidence rather than erode it.

What the Hagerty Price Guide Says About 356SC Money

Hagerty Valuation Tools value a 1965 Porsche 356C 1600 SC coupe in #3 (Good) condition at $130,000, with the cabriolet version of the same car at $195,000 and trending up 11.4 percent. Hagerty’s data set counts 369 public auction sales of the 1965 356C 1600 SC over the past three years, with the most recent trading at $224,000 on August 15, 2026, and pegs the typical good-condition, average-spec example at roughly $142,500. The high-water mark over that three-year window is $762,500.

Set against those numbers, a $65,000 high bid with hours left on the clock looks like a lot of 356 for the money, even accounting for the increased displacement and the TMU odometer. Broadly, the collector market has been recalibrating — Hagerty’s own market rating recently fell to its lowest level in nearly 15 years, even as the company continues to see momentum in parts of the classic-car market. What has held up best through that reshuffling is exactly what this car has: documentation, continuous ownership and a story that cannot be manufactured.

Why This One Is Worth Watching

Plenty of 356SCs come to market. Very few arrive with the original purchase agreement, a Certificate of Authenticity, an engine number that matches the chassis, and a single family name attached to the title since the Johnson administration. Whoever wins this one becomes only the second owner in sixty-plus years, which is a rarer distinction than any options list.

The one-owner 1965 Porsche 356SC Coupe is live now on Hagerty Marketplace and closes Tuesday, August 18 at 2:00 p.m. EDT. For more on the car’s earlier bidding, see our first look at the listing, and for a sense of what else is moving on the platform, our coverage of a 91,700-mile 2013 Porsche 911 Carrera 4S.

A Studebaker Idea That Refused To Die

The Avanti story is one of the great survival tales in American car culture. Studebaker introduced the car for 1963, built fewer than 6,000 of them, and then walked away from the automobile business entirely. Former South Bend dealers Nate Altman and Leo Newman bought the molds, the tooling, and part of the old plant, and simply kept going. The result was the Avanti II — the same jet-age silhouette, now with Chevrolet small-block power and a bespoke, order-it-how-you-want-it build process that never resembled a real production line.

That’s why the model still feels special today. Avantis were assembled a handful at a time, and 1983 was a particularly thin year even by Avanti standards; the seller’s posted production figures put the run at just 187 cars. Compare that to the original 1963 Studebaker Avanti R1 that Loewy’s team penned in a rented Palm Springs house in a matter of weeks, and you get a sense of just how long this design stayed relevant.

What Makes This One Worth A Look

Finished in black over a two-tone gray and black interior, this Avanti II is powered by the 305-cubic-inch V8 backed by a four-speed automatic. The seller confirms it’s the 190-horsepower version rather than the 155-hp tune, which matters — the higher-output cars are noticeably livelier, and this one reportedly shows 170 to 190 psi across all eight cylinders on a compression test. Advance Carburetor Specialty rebuilt the four-barrel electronically in January 2021.

The equipment list reads like a luxury coupe of the era: power steering, power-assisted front discs, power windows, a tilt column, front buckets with a center console, auxiliary gauges, rear defroster, and a period-correct Blaupunkt AM/FM cassette deck. Chrome bumpers and chrome window trim mark it as a pre-1984 car, before Steve Blake’s ownership deleted them.

Sensible upgrades have been made along the way, too. There’s a Turner Brake front disc conversion, an aftermarket set of 15-inch five-spoke alloys, and a larger-capacity aluminum transmission pan with a drain plug — the kind of thing an owner adds when they actually intend to service the car. The winning bidder also gets a spare set of four chrome-plated Avanti wire wheels with correct center caps, wearing four brand-new Kumho Solus 205/70R15 tires.

The Paperwork Is The Real Story

Documentation is where this car separates itself. The seller is the fourth owner and states he holds dated title and bill-of-sale documents for every owner going back to the first: Clyde S. Altemus of Houston, Texas, who bought the car new and sold it in February 1994. Owner two, Francis Dean Hopkins of Friendswood, Texas, drove it until 2004 and then put it into dry storage for seventeen years. After his passing, his family commissioned a complete new vinyl interior along with a new fuel tank and extensive ignition and fuel system work before selling it on.

A clean CARFAX backs up recent maintenance — transmission pan gasket and fluid in November 2024, brake wheel cylinders and a fluid flush in December 2023, and a fuel pump and filter in October 2023 — and the car comes with a clean Maine title in the seller’s name. That kind of continuous, verifiable history is rare on any 40-plus-year-old car, and it’s downright unusual on a low-production specialty coupe.

The seller is upfront about the imperfections, which is exactly what you want: there are scratches and paint flaws in places, age-consistent cosmetic wear, corrosion on undercarriage components, and air conditioning that no longer blows cold. Hagerty’s own Avanti model overview flags the frame “hog troughs” as the critical inspection point on these cars, and a bidder in the comments has already asked about them — a smart question worth confirming before the hammer falls.

What The Market Says

This is where things get interesting. Hagerty Valuation Tools currently pegs a 1983 Avanti in #3 “Good” condition at $15,300, and Hagerty notes that a typical good-condition example trades around $14,250. Over the past three years, 1983 Avantis have sold anywhere from $6,600 to a high of $34,230 across a dozen public auction results.

Recent comps skew toward the upper half of that band. A 1983 Avanti with 51,000 miles brought $20,223 on Bring a Trailer in June 2026. A 1984 sold for $13,046 on AutoHunter in May 2026, and a 1988 coupe hit $20,738 on BaT in February 2026, with another 1988 example bringing $13,200 at Mecum in January. Later Youngstown-era cars — the kind featured in our look at a pristine 1989 Avanti convertible — command more, but the chrome-bumper Avanti IIs have been quietly firming up.

Against that backdrop, a high bid sitting in the $9,000 range with hours left on the clock looks like genuine opportunity. Even accounting for the paint, the undercarriage, and an A/C system that needs attention, the documented ownership chain, the fresh service history, the 190-hp engine, and a second full set of wheels and new tires all argue for a car trading below where the guide says it should be. For reference, our feature on a low-mileage 1985 Avanti II shows just how much presentation swings these numbers.

Why The Avanti Still Deserves Respect

It’s easy to write off a 1980s Avanti as a curiosity. That would be a mistake. This is a design that looked like nothing else on the road in 1962 and still stops conversation in a parking lot in 2026 — a coke-bottle fiberglass body with no grille, a built-in roll bar, and one of the first applications of front disc brakes on an American production car. The Studebaker-era cars could genuinely run, too; our Avanti versus GTO showdown found the supercharged R2 taking all three rounds against a 400-cube Pontiac.

Buy this one and you get the shape, the story, the folder of paperwork, and a spare set of wire wheels, all for a fraction of what a comparable-presence classic costs. The auction is scheduled to close Tuesday, August 18 at 2:45 p.m. EDT on Hagerty Marketplace. As always, do your own due diligence — but this looks like a lot of hand-built American design for the money.

Five auction houses moved $747.9 million in collector cars between August 13 and 15, according to Hagerty's running tally. That is up 73 percent from the $432.8 million posted over the same days in 2025, and it obliterates the previous Monterey record of roughly $471 million set in 2022. Hagerty's own pre-sale forecast topped out at $500 million. The week cleared that by nearly a quarter-billion dollars.

Here is what actually happened, house by house, number by number.

The Week in Numbers

• Total sales: $747.9 million (2025: $432.8 million)
• Lots sold: 844 of 1,124 offered
• Sell-through rate: 75 percent (2025: 76 percent)
• Average sale price: $866,107 (2025: $529,034), up 64 percent
• Eight-figure sales: 11, more than the previous five Monterey weeks combined
• $1 million-plus lots consigned: 180, up 24 percent
• $5 million-plus lots consigned: 29, up 71 percent

Read those together and the story is clear. Volume was flat. Sell-through was flat. The money came from the cars themselves getting more expensive, and from an unusually deep bench of seven- and eight-figure consignments. For the first time in Monterey history, the combined low estimate across all five sales cleared $600 million before a single lot crossed the block.

The Top 10 Sales of Monterey Week 2026

Ferrari took seven of the ten.

RM Sotheby's: approximately $370 million, 87 percent sell-through

RM ran three days and finished with early results of roughly $370 million on an 87 percent sell-through, easily the largest sale of the week and one of the biggest single-house results in auction history.

The headline was the 2026 Ferrari Luce "Tailor Made," chassis 0, the first production example of Ferrari's first EV, sold as a charity lot for $40 million. That is a record for a new car, a record for an electric car, and a record multiple over sticker, roughly 60 times MSRP against a historical average of about 13 times for charity lots of new models.

Right behind it came Nick Mason's 1996 McLaren F1 GTR, chassis 10R, at $34,655,000. One of two short-tail GTR prototypes, wearing a one-off factory pop-art livery and road-converted by McLaren, it set records for both McLaren and for any British car sold at public auction.

Then the Corvette. RM's 1963 Chevrolet Grand Sport, one of five and the first offered publicly in 17 years, blew past its $13 million high estimate to bring $18,705,000, the most expensive Corvette ever sold at auction. For context, the last Grand Sport to appear at auction failed to sell at $4.9 million in 2009.

RM's modern Ferrari run was relentless: a 2023 Daytona SP3 at $17,825,000 against a $10 to $12 million estimate, a 1995 F50 at $12,105,000, a 1985 288 GTO at $11,555,000 (a model record, beating a mark set only months earlier), a 2003 Enzo at $9,410,000, and a 1991 F40 at $8,365,000, nearly $2 million clear of the previous base F40 record.

Prewar was not shut out. The 1935 Duesenberg Model JN Convertible Coupe built for Clark Gable brought $9,080,000, a model record and the third most expensive Duesenberg ever. A 1937 Delage D8-120 S prototype set a marque record at $5,780,000, and a 1934 Packard 1108 Twelve Sport Phaeton by LeBaron set another at $4,295,000.

Other RM records: a 1989 Porsche 959 Sport at $7,045,000, a 2024 Aston Martin Valkyrie Spider at $4,735,000 (a post-1970 Aston record), an 812 Competizione "Tailor Made" at $4,850,000, and a 2005 Ferrari Superamerica with a gated six-speed at $1,380,000.

Gooding Christie's: approximately $162 million, 96 percent sell-through

Gooding posted the best sell-through of the week by a wide margin, 96 percent, and about $162 million across two days at Pebble Beach.

The 1964 Shelby Cobra Daytona Coupe, CSX2300, was the car of the week and the car of the year. One of six built by Carroll Shelby and Peter Brock, personally owned by Shelby from 1975 to 1998, with a period race record that includes third overall at the 1965 Daytona Continental and third at the Nürburgring 1000K. It sold for $42,905,000, making it the most expensive American car ever sold at auction. The previous Daytona to come to market went for $7.25 million in 2009. David Gooding confirmed from the block that the car is staying in the United States.

Gooding's other giant was the 1963 Ferrari 250 P, the first Ferrari mid-engine prototype and a third-overall finisher at the 1963 24 Hours of Le Mans, at $18,705,000. It last traded at Rick Cole's Monterey sale in 1988 for around $3 million.

Twenty-eight cars cleared $1 million. A Maserati Tipo 61 Birdcage set a model record at $4,240,000, and a 1989 Porsche 911 Turbo reimagined by Singer set a record for that variant at $1.9 million.

Not everything flew. The 1961 Ferrari 250 GT SWB Berlinetta Competizione, wrecked in period, without its original engine and without headline race history, brought $8,090,000, below the model's fair-condition value in the Hagerty Price Guide. A concours-winning Bentley R-Type Continental managed $1,215,000 in a segment that has been sliding hard for two quarters.

Mecum: approximately $104 million, 56 percent sell-through

Mecum's three days at Del Monte Golf Course produced around $104 million, with 23 cars over $1 million, but the lowest sell-through of the week at 56 percent. The gap between money moved and lots moved tells you a lot about where reserves sat this year.

The star was a 1996 Ferrari F50 in Giallo Modena, one of 31 so finished, at $14,575,000, a model record and 19 percent above the previous mark set in January. Worth noting: the F50 record at the start of 2025 was $5.5 million.

A 595-mile 2003 Ferrari Enzo brought $12,100,000, the third highest Enzo result ever and the most expensive Rosso Corsa example by 25 percent. Mecum also set records for the 2023 Ferrari 812 Competizione ($3,355,000), the 2014 Mercedes-Benz SLS AMG Black Series ($1,815,000, up 93 percent on the old mark), the Ferrari 458 Speciale ($1,210,000), and the base 2006 Ford GT ($880,000).

The misses were loud. A 1994 Bugatti EB110 Super Sport Lightweight, the only Dauer-built example with an exposed carbon body, stalled at a $5.5 million high bid. The record-holding 1967 Corvette L88 went home again. So did a 2023 812 Competizione Aperta at a $3.4 million hammer that would have smashed the record had the seller taken it.

Broad Arrow: approximately $58 million, 72 percent sell-through

Broad Arrow's two-day Quail Lodge sale ran 189 lots and finished around $58 million on a 72 percent sell-through.

Top of the pile was a 2003 Ferrari Enzo in Nero over Rosso with Ferrari Classiche certification and single-family ownership at $10,675,000, the fourth highest Enzo sale of all time and about $1.3 million more than the comparable RM car. A 2025 Bugatti W16 Mistral hammered on low estimate for $8,805,000, second only to the Chiron Profilée among modern Bugattis.

Broad Arrow also delivered the week's most overdue record: a white 2011 Bugatti Veyron 16.4 Grand Sport at $3,305,000, finally beating a Veyron mark that had stood since 2008. Add records for the 2019 Ferrari 812 Superfast ($747,500) and a Toyota TRD 3000GT Supra at $582,500, the most expensive Supra ever, past the Fast and Furious hero car.

Bonhams: approximately $12 million, 79 percent sell-through

Bonhams moved its one-day sale from Quail Lodge to Laguna Seca this year, timed with the Rolex Monterey Motorsports Reunion, and posted roughly $12 million on a 78.6 percent sell-through.

A 2024 Bugatti Chiron Super Sport in Glacier paint took $4,570,000, the first seven-figure sale of the week, and a one-of-80 2000 Lamborghini Diablo GT set a model record at $2,425,000, 49 percent clear of the old mark. Ninety-one percent of Bonhams lots hammered below low estimate, but both seven-figure cars cleared reserve comfortably.

Records Broken, Abbreviated

Most expensive American car ever (Cobra Daytona). Most expensive British car ever (McLaren F1 GTR). Most expensive new car, EV and charity car ever (Ferrari Luce). Most expensive Corvette ever. Plus model or marque records for the Ferrari F50, 288 GTO, F40, 812 Competizione, 812 Superfast, 550 Barchetta, 458 Speciale and Superamerica; the Porsche 959 and Singer Turbo; the Lamborghini Diablo GT, Murciélago SV and Countach LP400 S; the Bugatti Veyron; the Mercedes SLS Black Series; the Aston Martin Valkyrie Spider; the Duesenberg Model JN; Delage; Packard; the Maserati Tipo 61; and the Toyota Supra.

Where the Market Cracked

Prewar took the hardest hit. On Thursday, only one of the first 17 prewar cars offered hammered above low estimate. A 1938 Talbot-Lago T150-C SS Teardrop Coupe that set a marque record at $7,265,000 in 2022 drew a $6 million high bid on a reduced $7 to $8 million estimate and went unsold. A 1962 Aston Martin DB4 GT Zagato that made $14.3 million in 2015 failed at an $11,750,000 hammer. A 1936 Mercedes-Benz 500K Roadster sold 54 percent below low estimate at $1,265,000.

The pattern held across the week. Once-in-a-generation cars with unimpeachable history drew ferocious bidding, and everything in the middle, good but not singular 1930s classics, tired competition cars, mid-tier postwar sports cars, sold soft or not at all.

And on Sunday

The 75th Pebble Beach Concours d'Elegance went to a 1935 Duesenberg SSJ Special Speedster, one of two built, once owned by Clark Gable, shown by collector Harry Yeaggy. A fitting bookend to a week in which the Gable Duesenberg Model JN also brought more than $9 million across town.

Auction house totals are early figures reported during the sales and may be revised as post-sale transactions close. Week-level statistics via Hagerty.

Meanwhile, entire categories sit at prices a normal enthusiast can actually reach. Real engineering, real history, real presence in a parking lot — and no auction-block drama. Some of these segments will stay affordable forever. A few are already starting to move. Here are six worth watching.

1. Malaise-Era Personal Luxury Coupes (1977–1987)

The Buick Riviera, Oldsmobile Toronado, Cadillac Eldorado, Lincoln Mark VI and Chrysler Cordoba defined American taste for a decade, then spent the next thirty years as a punchline. Strangled V8s, padded vinyl roofs, opera lamps, handling best described as nautical.

That reputation is exactly why they are cheap. They were also built in enormous numbers, which means nobody felt any urgency to preserve one. Here is the part that has changed: the buyers who grew up staring at these cars from the back seat are now in their peak collecting years, and clean, unmolested survivors have become genuinely hard to find. Mechanical parts are cheap and plentiful. Interior trim, digital dash components and climate control electronics are not — check those before anything else, and treat a rust-free vinyl roof seam as a small miracle.

2. The Muscle Era's Forgotten Body Styles

Same years, same platforms, same drivetrains as the cars everyone chases — two extra doors, or a longer roof. A 1968 Chevelle 300 sedan, a Galaxie 500 four-door hardtop, a Plymouth Fury wagon and an Oldsmobile Vista Cruiser all live in the shadow of their two-door siblings, and the price gap is not subtle.

We have written before about why some muscle car values climbed to the stratosphere while others stalled, and body style is one of the biggest dividing lines in the whole market. But if you are building rather than collecting, the discount is the whole point: the chassis, brakes, suspension and engine catalogs are identical. The restomod crowd figured this out years ago. Just be clear-eyed about what you are buying — a four-door will never carry the same numbers-matching premium a documented two-door does.

3. '80s American Performance That Isn't a Grand National

The Buick GNX became a legend and dragged G-body prices up behind it. Almost everything else from the decade got left standing there: the SVO Mustang, the Olds 442 and Hurst/Olds, the Monte Carlo SS, the Buick T-Type, and the entire Shelby Dodge catalog — Charger GLHS, Daytona Shelby Z, Omni GLH.

These cars were the first real sign that Detroit had figured out fuel injection, turbocharging and aerodynamics again. They are historically important and mechanically interesting, and they still trade in five-figure territory at most. The catch is condition: nearly all of them were modified, raced or driven into the ground. Originality carries a real premium here, so read the listing carefully — our guide to how to read a car auction listing covers most of the traps.

4. '90s Japanese Luxury Flagships

When Japanese collector money arrived, it went almost entirely to the Supra, the NSX, the RX-7 and the Skyline. The flagship luxury cars from those same showrooms — the Lexus SC400, Infiniti Q45, Acura Legend coupe, Toyota Soarer and Mazda Cosmo — were left behind, despite being the cars those companies actually spent the money on.

The SC400 shares its V8 with the LS400. The Cosmo is the only production triple-rotor ever sold. The Q45 arrived with active suspension and a 4.5-liter V8 in 1990. All of it was engineered without regard to cost, and all of it is now old enough to import freely under the 25-year rule, which is pulling right-hand-drive versions into the U.S. market. Deferred maintenance is the killer — hydraulics, suspension electronics and climate systems are where the money goes.

5. '80s German Grand Tourers

The BMW E24 6-Series, Mercedes-Benz W126 SEC, Porsche 928 and Jaguar XJ-S are four of the most handsome shapes of their era, and for years you could buy any of them for the price of a used commuter car. The 928 and the SEC have started to wake up. The others have not.

The reason is well known and mostly fair: these are complicated cars that punish neglect, and a cheap one is usually a $9,000 purchase attached to $25,000 of needs. Buy the best example you can find rather than the cheapest one you can reach, budget for a pre-purchase inspection by someone who knows the model, and sort out agreed-value collector coverage before you drive it home.

6. British Roadsters

The MGB, Triumph TR6 and Spitfire, MGA and Austin-Healey Sprite were built in huge numbers and shipped to the United States by the boatload, and the generation that bought them new is selling now. The result is the cheapest honest entry into vintage motoring that exists — a running, driving, top-down classic for the price of a used sedan.

They are also about as approachable as old cars get. Parts availability is astonishing, the club and specialist network is deep, and most maintenance is genuinely driveway work. Rust is the real enemy: sills, floors and rear spring hangers decide whether a car is a project or a money pit. Sorted electrics and solid structure are worth paying up for every single time.

How to Shop an Overlooked Segment

The advantage of buying where nobody is looking is that you have time to be picky. A few things that help:

• Buy condition, not category. The best car in an unloved segment almost always outperforms a rough example in a hot one.
• Learn the format. Online auction platforms have made these cars far easier to find — and made no-reserve listings a genuine opportunity when a niche car lands on a quiet weekend.
• Documentation still matters. Even in a segment nobody is chasing, service history and original paperwork separate the good cars from the rest, and the details concours judges look for are a useful checklist long before you ever enter a show.
• Check the unglamorous stuff. Trim, glass and model-specific electronics are what strand these cars, not engines.

None of this is a promise that any of these segments will appreciate. Collector values are driven by nostalgia cycles, supply and plain fashion, and plenty of cars that looked like sure things never moved. But if you would rather drive something interesting than watch a spreadsheet, the cars nobody is talking about are the best deal in the hobby right now — and every once in a while, one of them turns out to be the thing that was hiding in plain sight all along.

The listing does not pretend to be something it isn't. The car is described up front as a "73 Pontiac Firebird Trans Am tribute car," the VIN field is filled with zeros, and the drivetrain is pure 21st century. This is a driver-focused restomod built on a second-generation Firebird shell, and the asking price puts it in unusual company.

A 5.3 LS Where The 455 Used To Live

The seller lists a cammed and tuned 5.3-liter LS backed by a fresh 4L60E-family automatic, exhaling through 2 1/2-inch dual exhaust and Magnaflow mufflers, with an 8.5-inch 10-bolt rear axle out back. The front end has been rebuilt with CPP tubular upper and lower control arms, and the car sits on 17-inch U.S. Mag Rambler wheels wrapped in Mickey Thompson rubber. It's the same recipe that has made LS-powered builds the default answer for owners who want vintage sheet metal and modern dependability.

Inside, Dakota Digital gauges replace the factory cluster, a B&M Quicksilver shifter handles the gear changes, and the seller notes a loud custom stereo. The body is described as solid with no patches anywhere, the title is clean, and the odometer reads 2,800 miles, which is almost certainly time on the new drivetrain rather than the car's life story.

What Hagerty Says A Real One Is Worth

This is where the asking price gets interesting. Per the Hagerty Valuation Tools, a genuine 1973 Trans Am with the 455-cubic-inch V8 rated at 250 horsepower carries a #3 "good" condition value of $27,900. That is the driver-grade benchmark for the real car, and it sits roughly $11,600 below what this tribute is asking.

Step up to the SD-455 and the math flips violently. Hagerty puts a #3 Super Duty 1973 Trans Am at $129,000, with the guide showing a 15.2 percent gain in its latest revision. Go the other direction and a base 1973 Firebird hardtop with the 350-cid two-barrel is worth just $9,700 in the same condition. One nameplate, one model year, and a value spread of more than 13 to 1.

The broader trend is friendly, too. Hagerty's analysis of Pontiac values shows second-generation Firebirds built between 1970 and 1981 up about 21.5 percent since 2020, with an average condition #3 value near $23,900. That rising tide has lifted everything from Bandit-era 400 cars to genuine 455-powered 1979 Trans Ams, which makes the tribute market harder to read, not easier.

The Restomod Premium Problem

Hagerty is careful to note that heavily modified cars trade outside the price guide entirely, because quality work can add value while narrowing the pool of buyers. That is exactly the tension here. Nobody is paying $39,500 for Pontiac provenance on a car with a zeroed-out VIN field. They are paying for a finished build: an engine that starts every time, a transmission that isn't 53 years old, a rebuilt front suspension, and paint and graphics that photograph well.

Viewed as a receipt rather than a valuation, the number is defensible. A cammed 5.3, a new automatic, a 10-bolt rear, tubular control arms, wheels and tires, digital gauges, custom exhaust and bodywork add up quickly, and anyone who has priced a build like this knows the invoice rarely lands under five figures. The question is whether the next owner values that labor at replacement cost or at resale cost, which is the same question hanging over every entry on our list of the coolest restomods we've featured.

What A Buyer Should Check

The Firebird is being sold through eBay's Secure Purchase program with a $500 immediate deposit, available for local pickup in Chatsworth or shipping, and the listing had roughly two weeks left with 132 watchers at the time of writing. Motorious first covered this car earlier in August, when the same yellow tribute wore a $40,500 ask, so the seller has already trimmed $1,000 without finding a buyer.

Anyone seriously interested should treat the all-zero VIN entry as a placeholder rather than a red flag, then verify the actual VIN, the donor car's original trim, and the quality of the swap in person or through a third-party inspection. The seller prefers phone contact and sells the car with no written or expressed warranty, which is standard for a private restomod sale but worth reading twice. At $39,500, the buyer is betting that a well-sorted 5.3 and a straight body are worth more than a title that says Trans Am.

The 4S Was Always the Enthusiast's Cheat Code

The 993 gets talked about in reverent terms because of what came after it, but the Carrera 4S deserves its reputation on the merits. Porsche took the wide-hipped Turbo bodyshell, bolted on the Turbo's front air dam, cross-drilled Turbo brakes and 18-inch Turbo Twist wheels, then left off the wing and the turbochargers. Underneath sits the naturally aspirated 3.6-liter flat-six with VarioRam intake, good for 282 horsepower and 250 lb-ft, routed through a six-speed manual and Porsche's all-wheel-drive system with a limited-slip differential and Automatic Brake Differential.

The result is a car that looks like a Turbo from fifty feet, drives with the linearity of a naturally aspirated flat-six, and puts its power down in weather that would have a rear-drive 911 doing arithmetic. It is also, notably, the body style Porsche chose to end the air-cooled era with — the very last one built was a Mexico Blue Carrera 4S. If you want to understand why the 993 C4S developed such a devoted following, that combination is the whole answer.

Twenty Years, One Owner, One Garage

Chassis WP0AA2990VS321420 was delivered new in Arizona, spent time registered in Washington State, and was bought by the current seller in 2006 with roughly 41,000 miles showing. It has been Oregon-registered ever since. The seller drove it for about six years, then parked it — which explains how a car that has been in one pair of hands since the Bush administration has covered only about 10,000 miles in that time.

The cabin is Classic Gray full leather with color-matched console, door panels and carpeting, and the option sticker reads like someone spent a genuinely enjoyable afternoon with the order form: carbon-fiber and aluminum shift knob (X47), carbon-fiber handbrake lever (X58), carbon-fiber and leather steering wheel (X77), oval stainless exhaust tips (X54), aluminum-faced instrument dials (X71), the Motor Sound Package, electric sunroof, HiFi sound system, and power comfort seats on both sides.

A $12,000 Wake-Up Call

Cars that sit are cars that need work, and the seller did not skip it. Before the listing went live, Northwest Autohaus of Medford, Oregon, went through the car to the tune of more than $12,000. That covered engine oil and filter, air and cabin filters, transmission and both differentials, brake and clutch fluid, power steering fluid, an A/C service, new drive belts, a new fuel filter, plugs, rear struts, all four bump stops, front strut mounts, hood and trunk struts, a new battery, a four-wheel alignment, and a fresh set of Michelin Pilot Sport All Season 4s in staggered 225/40ZR18 and 275/35ZR18. The shop also ran a compression check and a borescope inspection while it had the plugs out.

On top of the mechanical work, the car received a Fusion Plus ceramic coating and XPEL Ultimate Plus paint protection film across the hood, fenders, mirrors, bumper, door cups, headlights, rockers and sills. Earlier work under prior ownership included piston rings, valve guides and a clutch assembly at roughly 40,855 miles, plus a cylinder head reseal and valve service.

The Fine Print Worth Reading

The listing is refreshingly blunt about the car's imperfections, and so are the comments. There is a February 2001 damage entry on the CARFAX that predates the seller's ownership; he says his detailer found no evidence of respray with a paint gauge, all panel seams line up, and the selling dealership could offer no clarification. He has repeatedly invited a pre-purchase inspection.

More concrete is a pair of fuel lines flagged as cracking during the April 2026 inspection. Asked directly about them, the seller confirmed they have not been repaired — the lines are no longer available from Porsche and will need to be fabricated, likely by a hydraulic shop. The shop noted no leaking and did not call it urgent, but a buyer should price the job in. There is also a documented odometer failure at 51,057 miles this past July, fixed by replacing two gears, plus rock chips on the front fascia, wear on the leather and a drooping glove box door.

Where the Market Actually Sits

This is where the auction gets interesting. Hagerty's Valuation Tools currently place a 1997 911 Carrera 4S coupe at $179,000 in #3 "Good" condition, down 3.2 percent in the most recent update. The rear-drive Carrera S — same wide body, no all-wheel drive — sits at $175,000 in #3 and has given back 9.3 percent. A standard 993 Carrera coupe is $93,000 in the same condition grade, and a Carrera 4 coupe is $85,000, both flat. The 993 Turbo is the outlier that keeps climbing, up 6.8 percent to $235,000 in #3.

Read those numbers together and the shape of the 993 market comes into focus: the wide-body cars carry roughly a $90,000 premium over the narrow-body Carreras, the Turbo is still appreciating while the naturally aspirated wide-bodies cool slightly, and the all-wheel-drive 4S is now holding up better than the rear-drive S. Recent public results back it up — a 29,588-mile 1998 Carrera 4S brought $263,200 at Broad Arrow in mid-August, though that car's mileage puts it in a different conversation than a 51,000-mile driver with a CARFAX note.

Against that backdrop, $90,000 with a day to go is well under book for the model, which suggests either that the market is discounting the fuel lines and the 2001 damage entry more heavily than the guide accounts for, or that this one has room left to run. Auctions have a habit of settling that argument in the final ten minutes.

How to Watch It

The auction ends Wednesday, August 19 at 2:00 p.m. EDT. The car is in Azalea, Oregon, and comes with factory owner's manuals, service records, a CARFAX report, a Porsche-branded air compressor, the factory tool roll and a clean Oregon title in the seller's name.

If you have been tracking the air-cooled market, this one belongs on the same watch list as the last of the air-cooled 911 Turbos and the long-term-ownership 1996 911 Turbo that surfaced at Broad Arrow. And if the 993's fuel-line-and-fabrication homework sounds like more than you signed up for, the water-cooled cars make the same argument with a warranty-era parts catalog — see this 91,700-mile 2013 Carrera 4S that recently ran on the same platform. For more of what is crossing the block, our roundup of the coolest cars for sale on Hagerty Marketplace is a good place to start.

That is a sentence almost nobody in Monterey expected to write this year, least of all the people who spent the spring arguing about whether the Luce should exist at all.

Chassis 0 Is Not Like Any Luce That Follows It

The car that crossed the block carries VIN ZFF21BUA8T0338000 — the "0" is the point of the whole exercise. It is the first chassis off the Luce production run, pulled out of the sequence before a single customer car was delivered and handed to Ferrari's Tailor Made program and the Ferrari Design Studio to build into something that can never be repeated.

The finish is a bespoke semi-gloss called Madreperla, developed specifically for this commission. It uses an iridescent pearlescent pigment that shifts from green to violet depending on how hard and from what angle the light hits it, which is a fitting trick for a car named after the Italian word for light. The wheels are dedicated to this car, the brake calipers are finished in white, and the Ferrari shield sits against an optical white background rather than the usual yellow.

Inside, Ferrari used an exclusive Tailor Made material called Le Mans metallic leather in Perla, drawn from Swiss hides, with Grigio Corvara replacing the black that would normally handle the secondary surfaces. The whole cabin was themed around luminosity rather than the darker, more aggressive palettes Ferrari usually reaches for in a halo build.

Built to US specification, the car heads back to Maranello after the sale, with delivery to its new owner scheduled for the first quarter of 2027.

Three Records in One Lot

The $40 million result makes the Luce the most expensive charity car ever sold at public auction, the most expensive new car ever sold at public auction, and the most expensive electric car ever sold at public auction. It also lands as roughly the sixth-most valuable automobile ever to sell publicly, and the third-most valuable Ferrari, sitting behind only the $51.7 million 250 GTO/330 LM from 2023 and the $48.4 million 250 GTO from 2018.

For context on the charity side: RM Sotheby's sold a Daytona SP3 "Tailor Made" for $26 million as a charity lot in 2025, which had been the high-water mark. The Luce cleared it by $14 million.

It is worth being precise about what that number means, because it is easy to misread. A €550,000 electric liftback did not suddenly become a $40 million car. A charity lot with a waived premium, a one-of-one build, chassis 0 status, and a room full of bidders who wanted the story is a fundamentally different object than the Luce a customer will take delivery of next year. This was philanthropy priced through an auction, not a valuation event.

The Car Underneath the Paint

Strip away the Madreperla and the Luce is still the most consequential thing Ferrari has done in decades. Internally designated Type F222, it uses four permanent-magnet motors — one per wheel — for a combined 1,035 horsepower, split 282 hp front and 831 hp rear to keep the balance rearward. Ferrari quotes 0–62 mph in 2.5 seconds and a top speed north of 193 mph.

The 122-kWh battery is a structural element of the chassis rather than a slab bolted underneath it. The architecture is 800 volts, DC fast charging peaks at 350 kW, and range is claimed at more than 310 miles. It rides on active suspension with four-wheel steering and torque vectoring, and it uses paddles for regenerative braking rather than shifts.

It is also a five-seat liftback with center-opening doors, styled in collaboration with LoveFrom, the studio founded by Jony Ive and Marc Newson. That combination is exactly why the reveal in May was so divisive — Ferrari shares dropped 8.4 percent the day it was shown before recovering within three days, and plenty of longtime Ferrari people said out loud what they were thinking. The Luce also skips fake engine noise entirely, instead amplifying the actual mechanical sound of its drivetrain.

Whatever you think of the shape, the market answered the "will collectors take an electric Ferrari seriously" question faster than anyone predicted.

Ferrari Owned the Rest of the Room, Too

The Luce did not carry the sale by itself. Across 199 lots on August 13–15, Ferrari accounted for seven of the top ten results and roughly $107 million in proceeds, with the top ten alone clearing $170 million.

Behind the Luce came Nick Mason's one-of-a-kind "Pop Art" McLaren F1 GTR at $34,655,000, a 1963 Chevrolet Corvette Grand Sport at $18,705,000, a 2023 Ferrari Daytona SP3 at $17,825,000, and Mike Tyson's former Ferrari F50 at $12,105,000. A 288 GTO, an Enzo, a LaFerrari, and an F40 all followed, along with a 1935 Duesenberg Model JN Convertible Coupe at $9,080,000.

What the Ferrari Halo Cars Are Actually Worth

Results like these are the reason it pays to separate a headline from a market. Every one of the Ferraris in that top ten is a car you can look up, and the Hagerty Valuation Tools are the fastest way to do it — they break each model down by condition grade, from #1 Concours to #4 Fair, and track how those numbers have moved over time rather than just reporting the loudest sale of the weekend.

If you want to know whether the F40 is genuinely climbing or whether one exceptional car ran away with it, whether the 288 GTO has kept pace with its analog-era stablemates, or how the F50 and LaFerrari compare once you strip out celebrity provenance, that is where to start. Hagerty's guide values sit well below several of the Monterey results, and that gap is the story: mileage, documentation, delivery-spec originality, and a famous former owner can be worth more than the car's own baseline. Tyson's F50 did not sell for F50 money. It sold for Tyson-F50 money.

The same logic applies in reverse to the Luce. Ferrari's first EV will have a real market of its own eventually — production cars, real transactions, a Hagerty entry with condition grades attached. Chassis 0 will never be part of that data set, and it was never meant to be.

Where the $40 Million Goes

All proceeds flow through The Ferrari Foundation, a 501(c)(3), to M-TECH Alfredo Ferrari in Maranello — the technical institute named for Enzo's son — along with ongoing educational initiatives in the United States. The through-line is technical education: training the people who will build the next generation of these cars, electric or otherwise.

That is the part of this result worth holding onto. Collector cars generate an enormous amount of noise about numbers, records, and who overpaid for what. Once a year, at least, a room in Monterey turns that same energy into a fully funded classroom.

For the wider picture on how the week shaped up, see our Collector's Guide to Monterey Car Week 2026, and for more on the analog Ferraris that keep showing up near the top of these sales, take a look at this 1985 Ferrari 288 GTO with rare homologation status.

Say them at Scottsdale and the bidding gets faster. Post them on an online listing and the watch count climbs before the first photo has finished loading. Whisper them about a car nobody was paying attention to on Tuesday and by Saturday it has a bidding war. For a phrase that technically describes nothing more than the absence of a contractual minimum, "no reserve" carries an extraordinary amount of emotional freight.

Here's why those two words work so well, what they actually cost the people who use them, and how to keep your head when you're the one holding the paddle.

What "no reserve" actually means

A reserve is the seller's safety net: a confidential minimum price the bidding has to clear before the car legally has to change hands. If bidding stalls below it, the car goes home. On the block it's announced as a no-sale. Online you see it as that deflating gray bar — "Bid to $47,000, reserve not met."

No reserve removes the net entirely. The car sells to the highest bidder. Full stop. It could be a Hemi 'Cuda and it could bring twelve dollars, and in theory the seller has to hand over the keys. That theoretical cliff edge is exactly where all the drama comes from.

That's it. That's the whole mechanic. Everything else — the frenzy, the overpaying, the record results, the occasional bloodbath — is human beings reacting to the removal of a single guardrail.

The bidding starts because the ending is guaranteed

The first and most underrated effect of no reserve is that it solves the participation problem.

Bidding on a reserve car is a strange kind of unpaid labor. You register, you inspect the car, you set your number, you sit through three hours of muscle cars waiting for lot 412 — and then you watch it stall out ten grand shy of a figure you were never told. You did all the work of buying a car and bought nothing. Do that twice and you start scrolling past reserve listings altogether.

No reserve flips that. Every bid is a real bid on a real transaction. The car is going to have a new owner in four minutes and it might as well be you. That certainty pulls in bidders who would otherwise have stayed home, and bidder count is the single most reliable predictor of a strong result. Auctions don't run on money. They run on competition, and competition needs a crowd.

Barrett-Jackson built an entire empire on this observation — an all-no-reserve format across its marquee sales, and the argument that a full room of committed buyers finds a higher number than a half-empty room of tire-kickers negotiating against a secret figure. The results have largely backed them up.

Removing the floor is how you break the ceiling

The counterintuitive part, and the part sellers struggle with most, is that removing the minimum tends to raise the maximum.

A reserve doesn't just protect the seller. It anchors the audience. Whether or not the number is disclosed, everyone in the room understands there's a wall somewhere, and bidding tends to shuffle politely up to that wall and stop. The reserve becomes the ceiling by becoming the target.

Take it away and there's nothing to aim at. The price has to be discovered rather than approached, and discovery happens through two people who both want the same thing and neither of whom knows where the other stops. That's not a negotiation anymore. That's a contest — and contests are where the money is.

Low money on the screen is bait

There's a staging effect too, and it's not subtle.

A no-reserve car typically opens at a laughably low number. Fifteen hundred dollars for a car worth sixty. Everyone knows it's theater, and it works anyway, because for about ninety seconds an absurd fantasy is technically live on the screen: I could steal this. People bid on that fantasy who would never have bid on a $58,000 opening ask.

And once they've bid, something shifts. Psychologists call it escalation of commitment; auctioneers just call it Tuesday. You're no longer a spectator evaluating a car. You're a participant defending a position. You raised your hand, the room saw it, somebody else raised theirs, and now there's an opponent. The internal question quietly changes from "what is this car worth to me?" to "am I really going to let this guy have it?"

That's the engine. Cheap entry, public commitment, a visible rival, and a clock. Ninety seconds later somebody is $12,000 past the number they wrote in their notes, and a fair number of them will do it again next year.

What it costs the seller

None of this is free, and no reserve is not a magic trick that makes cars worth more.

The seller takes on all of the market's risk. If the weather is bad, if the internet connection stutters, if the two people who really wanted that car both happened to buy something else an hour earlier, the number is the number and it's binding. Every consignor who has gone no reserve into a soft room has a story about it, and the stories are not funny for about three years.

That's why no reserve is a strategy, not a default. It works best on cars with broad appeal and well-understood values — the ones with a dozen plausible bidders and a clear comp set — where the risk of a catastrophic low is genuinely small and the upside of a bidding war is real. It works worst on the strange stuff: the ultra-specific, the ultra-expensive, the cars where the entire market is four people and two of them are busy that weekend.

Which is why the pattern in the market data is so consistent. Reserves cluster at the top end and around unusual cars, and they climb generally when sellers feel nervous. Reserve usage across the hobby rose from well under a third of consignments in the mid-2000s to more than half in recent years. When a lot of sellers suddenly want a net, that's information about the market, not just about them.

Bidding smart when there's no net

If you're the buyer, the format is quietly working against you, so a few defenses are worth building.

Write your number down before the car crosses the block, and make it your all-in number — hammer price plus buyer's premium plus transport plus sales tax plus the things you already know you'll want to fix. The premium alone is often ten percent or more, and it is remarkable how many people budget the hammer and forget the rest.

Do the inspection when you're bored, not when you're excited. Pre-auction, in daylight, with the paperwork in your hand. No reserve means no reserve — not no problems, not no rust, and not no stories.

Then set a hard walk-away and honor it, especially in the moment where honoring it feels worst. The bid that costs you is almost never the first one over your limit. It's the third one, when you've stopped bidding on a car and started bidding against a person.

The bottom line

"No reserve" is two words that do a very specific job: they convert an audience into participants. They promise a certain outcome, invite everybody in at a fake-cheap price, remove the anchor that would have told bidders where to stop, and then let human competitiveness do the rest.

For sellers with a car the market genuinely wants, it's often the fastest route to a real, honest, sometimes shocking number. For buyers, it's the best entertainment in the hobby and the easiest place to spend more than you meant to.

And for everyone watching, it's the purest thing in the collector car world — the moment a car stops being worth whatever the guidebook says and becomes worth exactly what somebody is willing to pay.

Understanding how that audit works is worth your time even if you never intend to park on a fairway, because the standard concours judges apply is essentially the same standard the collector market uses to price cars. Learning to look at a car the way a judge does is learning to look at it the way a serious buyer does.

Every Car Starts With a Perfect Score

Nearly every major concours uses a 100-point deduction system. Your car doesn't climb its way up to 100. It arrives at 100 and then loses ground. Judges subtract for every deficiency they find, and at most events each deduction has to be written down with a specific description of the flaw.

That framing changes everything. Judging isn't about impressing anyone. It's about giving a trained expert nothing to write down.

At Pebble Beach, roughly 100 class specialists work the field, each spending around 20 minutes with every car in their class, and the team has to reach unanimous agreement on first, second, and third. Twenty minutes is a very long time to stare at one engine bay.

They're Not Judging Your Car — They're Judging the Factory's

The biggest misconception in this hobby is that better than original is better. It isn't. The benchmark is the car as it left the assembly line, and judges work from three questions: are the components correct for the era, were they installed the way the factory installed them, and are they finished to the factory's standard?

Good judges know what's wrong for a period as fluently as they know what's right. An electric cooling fan on a prewar car. A modern worm-drive hose clamp. Electrician's tape where cloth loom belongs. A plastic zip tie tucked behind a wiring harness. Cadmium fasteners swapped for hardware-store zinc. None of that is a matter of taste — it's a documented deduction.

Over-Restoration Is a Deduction, Not a Bonus

Nobody in Detroit, Stuttgart, or Coventry built a mirror-finish car. Factory paint had orange peel. Overspray landed in the wheel wells. Inspection marks were grease-penciled onto suspension components and left there. Frames were painted with the engine already in the car, so some surfaces were never fully coated at all.

A restoration that erases all of that — glass-smooth paint on a car that never had it, chrome on brackets that left the plant in black oxide, an engine bay polished like jewelry — reads as inaccurate to a judge, not impressive. Pebble Beach explicitly penalizes over-restoration. It's one of the most expensive mistakes an owner can make, because the money spent creating the problem is the same money that costs the points.

The Consumables Trap

Batteries, tires, hoses, and belts get replaced. Everyone knows that. What catches people is that judges expect the replacements to look like what the car wore when it was new — correct tread pattern and sidewall lettering, cloth-braided hose where cloth-braided hose belongs, a battery with the right case and label instead of a modern parts-store box.

This is where a lot of otherwise beautiful cars quietly bleed points. It's also the cheapest category to fix.

The Car Has to Run

Presentation is only half of it. Many concours include an operations category and require the owner to be present to start the car during judging. Judges check lights, horn, wipers, gauges, and clock. At some events judges won't open a door or a hood themselves — if it isn't shown to them, it isn't scored well.

A trailer queen that doesn't fire on the first turn of the key has already lost to a car that does.

The Points You Can't Restore Your Way Into

Most 100-point systems let judges add a small number of discretionary points — typically up to three — for elegance and presence, or for provenance and historical significance. Those are the points that can't be bought with a checkbook or a paint booth. A documented ownership chain, period competition history, or original build paperwork moves the needle in a way another round of polishing never will.

Best of Show runs on similar logic. At Pebble Beach, class winners advance to a senior panel that chooses on impact rather than raw score — the car that makes the room go quiet.

Where the Money Actually Shows Up

Here's the part that matters if you're buying or selling rather than showing.

The collector market's standard valuation scale runs from #1 Concours down to #4 Fair, and #1 means exactly what it sounds like: essentially flawless, correct materials throughout, among the best examples in the world. Very few cars are truly #1. Most excellent cars are #2.

That gap is where the money lives. Hagerty's five-year data shows condition #1 cars appreciating 32.4 percent against 23.4 percent for condition #4 — close to a ten-point spread in the rate of appreciation, sitting on top of an already higher starting price. In some segments it's far wider. Fox-body Mustangs in top condition ran up 191 percent while rough ones managed 135.8 percent. Porsche 928s: 75.3 percent versus 35 percent. In deeply established markets the spread narrows — 1965-73 Mustangs showed under three points of difference — but the pattern holds. Condition compounds.

The Wrinkle: Sometimes the Best Move Is Not Restoring

The one thing that outranks a great restoration is an original car. Preservation classes have become a fixture on the concours circuit, and the market has followed. Genuinely original examples of rare, desirable cars have brought 75 to 100 percent more than restored equivalents. Even higher-production cars tend to carry a 25 to 50 percent premium when they're truly untouched.

The working standard is roughly 80 percent original factory paint, an original interior aside from consumables, the original powertrain, and an engine bay with its wiring intact. The reasoning is simple and unsentimental: a car is only original once, and no amount of manufactured patina reproduces it.

Which means the most consequential decision in the whole process happens before any work starts — deciding whether a car is a restoration candidate or a preservation candidate. Get that wrong and you can spend six figures reducing a car's value.

How to Use This If You Never Show a Car

Steal the checklist. Keep every receipt, build sheet, and title in one file, because provenance is worth real points and real dollars. Don't chrome what was painted. Buy period-correct consumables — they cost about the same as the wrong ones. Make every switch, gauge, and light work, because buyers test them exactly the way judges do.

A concours scorecard isn't a trophy sheet. It's a valuation worksheet with a ribbon attached.

The seller says the Nova was fully built by their grandfather, with paperwork dating back to 2008 and the car reportedly finished around 2009. It's now for sale out of Toledo, Ohio, with a clean Ohio title and a binder of build documentation, invoices, and parts records included in the deal.

The Nova's second-gen sheet metal is deceiving. Underneath that two-tone red and silver paint sits a Promax fiberglass body mounted to a full-length, purpose-built Promax frame, engineered to retain the Nova's factory-style proportions and 110-inch wheelbase while accommodating a much wider, lower, drag-strip-ready stance. It's the same formula that's turned so many Chevy IIs into some of the baddest Chevy Novas on Motorious over the years, and this build leans hard into that Pro Street tradition.

Motivation comes from a supercharged V8 topped with a blower poking through the fiberglass hood, backed by an automatic transmission and controlled with a Hurst pistol-grip shifter. The seller didn't document exact displacement or output figures, but supporting hardware includes an MSD ignition system, a full dual exhaust system with side-exit routing, an aluminum fuel tank with a rear-mounted filler, and a trunk-mounted battery, all hallmarks of a car built to be driven hard, not just shown.

Stopping power comes from four-wheel Baer disc brakes with cross-drilled and slotted rotors, while a modern rack-and-pinion steering system and a Pro Street-style suspension package with a heavy-duty rear axle assembly and widened wheel tubs handle the chassis duties. Staggered aluminum wheels wrapped in Hoosier tires fill out the wide-body stance.

Inside, the custom theme continues with tan and beige leather upholstery accented in ostrich, a billet two-spoke steering wheel, a roll bar, AutoMeter instrumentation, and hood-mounted boost and fuel-pressure gauges so the driver can keep tabs on the supercharger. A JVC CD stereo and custom audio system round out the cabin, a nod to the car's dual life as both a show piece and a strip-ready build. It's the kind of attention to detail found in the best restomod muscle car builds we've featured, applied here to a car built for one family rather than a client.

Where this Nova gets interesting is value. Hagerty's own valuation tools price a numbers-matching 1967 Chevrolet Nova Sport Coupe at roughly $23,700 in good condition, and Hagerty's market analysts have described Chevy II Nova values as being on something of a slow burn, with steady, single-digit percentage gains rather than dramatic spikes over the past several years. A heavily customized Pro Street build like this one doesn't fit neatly into that guide, though. With no factory drivetrain, a custom chassis, and thousands of dollars in fabrication work, its value is set by bidders rather than a price guide, and the current $65,000 high bid suggests the market is willing to pay a real premium for a well-executed, one-family build over a numbers-matching survivor.

This isn't the first heavily built second-gen Nova to cross Hagerty Marketplace, either. We've also covered a 1970 Chevy Nova Pro Street build and a 1967 Nova SS with its own Pro Street transformation, both proof that the Chevy II platform remains one of the most popular starting points for drag-oriented restomods. Bidding on this supercharged Promax Nova runs through Friday, August 21, on Hagerty Marketplace.

The Argument Behind The Allocation

That squabble is the best part of the story. Letters on file from 1988 between Mark Konig of Maranello Concessionaires, the British importer, and Ivan Bishop of Graypaul Motors in Loughborough lay out a genuine tug-of-war over precedence among the dealer’s waiting clients. Iain Alasdair Graham Menzies of Holland Park, London, won. Chassis 83330 became the first F40 Graypaul delivered, and one of the very earliest cars allocated to the United Kingdom.

Menzies signed his New Vehicle Order Form on 21 May 1988, complete with a handwritten note asking for a piece of luggage to be made available for the trip to Italy. The factory invoice dated 30 November 1989 lists the car in Rosso Corsa (300/9) over standard red cloth. Ferrari’s telex of 11 December confirmed it was ready and paid for under Italian tourist plates, and Menzies collected it from Maranello himself on 27 December 1989. It was registered in Britain as 40 U on 17 January 1990. Almost none of that survives on a typical F40. All of it survives on this one.

Why “Non-Cat, Non-Adjust” Still Matters

Among F40 people, the shorthand for the earliest European cars is “non-cat, non-adjust,” and 83330 qualifies. It was built before Ferrari added catalytic converters, and without the ride-height-adjustable suspension fitted to US-market examples. The result is the rawest version of an already uncompromising car: less exhaust restriction, less hardware, less insulation between the driver and the twin-turbo V8 sitting behind their shoulders.

That distinction has real money attached to it. Early non-cat cars consistently command a premium over later, federalized examples, which is why chassis-level detail matters so much when shopping this model. It is the same logic that separates a homologation-spec car from a lookalike, as with the 1985 Ferrari 288 GTO that set the template the F40 would follow two years later.

Three Owners, Eleven Services, 27,675 Kilometers

The original service booklet is still with the car and still legible, and it tells a tidy story. Graypaul handled the first service in January 1990 at 1,700 km. After one more British caretaker, the F40 joined Larry Kinch around 1995, who kept it for the next three decades. Glenvarigill of Edinburgh handled cambelt intervals through the late 1990s and early 2000s before Scuderia Ecosse in West Lothian took over long-term care. Eleven services from new are recorded, seven of them majors carried out on schedule.

The odometer reads 27,675 km, and here is the telling detail: 26,500 of those were on the clock by 2004. The car has covered barely 1,000 km in the twenty years since. That is a preservation profile rather than a driver profile, and it puts this example in similar company to the preservation-grade 1991 F40 that headlined Broad Arrow’s Monterey Jet Center sale.

Nearly £200,000 In Recent Work

Low mileage on a turbocharged 1980s Ferrari is a liability as often as an asset, and Kinch clearly knew it. In 2021 he commissioned a recommissioning through Stewart Roden Motors that exceeded £157,000. The scope was total: timing belts, clutch, bearings and seals, rebuilt turbochargers, rebuilt starter and alternator, a fully overhauled fuel system with alloy tanks and new fittings and lines, comprehensively rebuilt suspension and brakes, remanufactured radiators, and refreshed exhaust, electrical, and ignition systems.

Notably, the shop stripped, re-plated, and refinished the original steel components and fasteners rather than replacing them, which is the harder and more expensive path but the right one for a car whose value rests on originality. Bodywork got attention too: lower-shell paint repairs, localized upper-shell respray, rebuilt doors and bumpers, refurbished wheels, new window trims, and seats retrimmed in original-style fabric.

Then in March 2026, after the car changed hands in 2025, the current consignor sent it to Bell Sport & Classic for another round. That work included a major service with fresh cam and auxiliary belts, new Pirelli P Zero tires, more wheel refurbishment, and detail corrections to the doors, horns, rear bumper fitment, and roof lining, plus refinishing of suspension and ancillary components to correct factory appearance. Bell Sport & Classic’s Attilio Romano and Tim Kearns reportedly called it one of the best-driving F40s they had encountered, free of the clamshell squeaks and shudders that plague the breed.

The car was submitted to Ferrari Classiche and, at the time of cataloging, was awaiting its Red Book confirming matching-numbers engine, gearbox, body panels, and major components.

Where The F40 Market Sits Right Now

The F40 has been one of the steadier performers in an otherwise choppy collector market. Hagerty’s Valuation Tools track the model across condition grades, and the spread between a #3 driver and a #1 concours car is wide enough that provenance and documentation do most of the pricing work. Hagerty’s UK price guide has placed condition #2 “excellent” cars near £972,000 with condition #1 concours examples around £1,188,000, and the firm has repeatedly flagged the F40 as a model with continued upward momentum, partly because it holds unusual appeal with younger collectors who grew up with it on a bedroom wall.

Broader market data backs that up. Public sales databases now put the average F40 transaction just under $3 million, with the strongest recent results for original, low-mileage, well-documented cars pushing into the $5 million to $6 million range. Compare that trajectory against the surrounding Ferrari halo cars in Hagerty’s tools and the pattern is consistent: the 288 GTO remains the scarcest of the group, the F50 has closed much of its historic gap, and the Enzo has flattened somewhat, while the F40 keeps grinding upward on the back of sheer cultural weight and a production run large enough to keep a real market liquid.

The same documentation premium shows up further down the Ferrari ladder, too. Even a well-kept Testarossa now separates sharply from an average one based on books, tools, and stamped service records, and Hagerty’s condition grades are where that difference becomes visible in dollars.

The Case For This One

There are roughly 1,300 F40s in the world, so scarcity alone is not the argument. What separates chassis 83330 is that nearly every question a buyer would want answered has a document attached to it: who ordered it, why they got precedence, when it left the factory, who drove it, who serviced it, what was replaced, what was preserved, and what Ferrari Classiche made of it.

Add the desirable non-cat, non-adjust specification, three private owners across 37 years, a fully stamped book, and close to £200,000 in recent recommissioning, and it becomes clear why this car is being handled quietly by private sale rather than pushed across an auction block. It also arrives with its tool roll, tire inflator, tow hook, wheel hub tool, and original literature.

Price is available upon request, which in this corner of the market is its own kind of answer.

Photos and listing details courtesy of Broad Arrow Private Sales.

That connection is the part worth slowing down for. Taormina ran a Superformance MKIII to 201.1 mph at the Mojave Air and Space Port in 2017, erasing a Cobra speed mark that had stood for roughly half a century. He went back at it and pushed a further-developed car, nicknamed the "Italian Job," to 223.2 mph in Idaho in 2021. A Cobra is a 1962 shape with the aerodynamic sophistication of a shoebox, so getting one past 220 mph is less about horsepower than about making the air behave.

The Aero Is The Giveaway

Read the equipment list on this car and the fingerprints are obvious. Alongside the expected fiberglass bodywork in black, the listing calls out a front valance, a headrest fairing, a rear diffuser, and a custom low-rise windshield. Those are not items you check off a Cobra accessories catalog. A diffuser and a headrest fairing are drag-and-lift solutions, the sort of pieces a shop develops when it has spent real time watching a Cobra get light at triple-digit speeds.

The rest of the exterior stays period-correct in spirit: a single roll hoop, a hood scoop, quick-jack bumperettes, a LeMans-style fuel filler cap, and side-exit exhaust pipes. It reads as a Cobra first and a science project second, which is the trick a lot of modernized replicas fail to pull off. If you want to see how differently that can go, Superformance's own MKIII-R takes the contemporary approach much further, with scalloped fenders, LED headlights, and integrated venting that announce themselves from across a parking lot.

What's Actually Under The Scoop

The Aluminator 52XS is worth clarifying, because the "5.2-liter Ford" shorthand sends most people straight to the flat-plane-crank Voodoo from the Shelby GT350. This isn't that engine. Ford Performance builds the 52XS around a forged steel cross-plane crankshaft, runs 12:1 compression, and rates it at 580 horsepower at 7,800 rpm with 445 lb-ft at 4,500 rpm. It is the most powerful naturally aspirated modular crate engine Ford Performance sells, and it currently lists at $26,500 before anyone touches it with a wrench.

This one has been touched. The build adds a custom air intake, a Moroso oil pan, long-tube headers, and blue ignition coil covers, with the selling dealer quoting the same 580-horsepower figure. Power goes rearward through a six-speed manual and a limited-slip differential. In a car this size, that is a genuinely alarming amount of engine — and unlike a 427 FE, it will happily spin to nearly 8,000 rpm doing it.

The Rest Of The Spec Sheet

The digital odometer reads 537 miles. The interior is tan leather with diamond-pattern stitching carried into the door panels, fitted with low-back buckets, latch-and-link racing harnesses, a lockable glovebox, a dash-mounted rearview mirror, and a heater. A wood-rimmed steering wheel fronts Smiths instrumentation built around a reverse-sweep 180-mph speedometer, joined by a tachometer, oil pressure, coolant temperature, oil temperature, and fuel gauges, plus a Lucas amperage gauge.

Underneath sit four-wheel independent suspension with adjustable coilovers and four-wheel discs clamped by four-piston Wilwood calipers. Seventeen-inch Halibrand-style wheels wear staggered-width Kenda tires, and the car has power steering. It's titled to chassis number SP03743, with a Pennsylvania title describing it as a 1965 Superformance Coupe, and it's selling on dealer consignment with manufacturer's literature and a tonneau cover.

Where This Lands In The Market

If you want to understand the gulf this car is sitting in, run the variants through Hagerty's Valuation Tools. Hagerty maintains separate entries for the 1965 Shelby Cobra 427 by CSX serial block, for the 427 S/C and its completion cars, and — usefully — a standalone listing for the 1965 Superformance Cobra Replica, with past sales logged individually by chassis number. Three tiers of the same silhouette, three completely different financial universes.

At the top, originals are barely in the same conversation. CLASSIC.COM puts the average Shelby Cobra 427 sale at roughly $1.66 million, with a high of $3.3 million recorded in January 2026. Even the well-documented outliers reinforce it: a 1966 427 Super Snake, one of 23, changed hands for $5.5 million at Barrett-Jackson, and the Competition car Jay Leno hosted in his garage carries an estimate near $2.5 million.

The middle tier is Shelby American's own continuation program. CSX4000-series cars trade around the half-million mark — new-built, aluminum-bodied, and carrying a Shelby serial number, but not a 1965 car.

Then there's where this MKIII lives. CLASSIC.COM's broader Shelby Cobra replica category averages $63,623 across nearly a thousand tracked listings, though that pool includes everything from kit-car projects to fully sorted builds. Superformance specifically sits at the stronger end: The Classic Valuer logs 133 sold Superformance Cobras since 2020 with a 76 percent sell-through rate, a median in the high five figures, and a ceiling well into six.

The Math That Matters

Here's the number that makes this listing interesting. Superformance rolling chassis plus drivetrain and installation has historically penciled out near $94,000 for a conventionally powered MKIII. This one uses a $26,500 crate engine, custom aero, Wilwood brakes, and a build by a shop with a land-speed record on its resume. At $63,000 with the auction still running, the bid is comfortably under the cost of the parts, never mind the labor.

Replicas have never been an appreciation play, and nobody should buy one expecting otherwise — the sales records show these cars behaving like well-built driving machines, not like the CSX cars they resemble. But that's rather the point. A real 427 Cobra is a seven-figure asset that its owner drives with a knot in their stomach. This one is a 580-horsepower, 537-mile, 223-mph-adjacent Cobra you could actually use.

The listing has pulled several thousand views and close to 700 watchers, and the comment section is doing what BaT comment sections do. It ends Wednesday, August 19 at 3:09 p.m.

Shelby's 60th, Not Ford's

The badge trips people up. The 60th Anniversary designation belongs to Shelby American, which Carroll Shelby founded in 1962, not to the Mustang, which hit its own 60th in 2024. Shelby marked the milestone by turning donor S550 Mustang GTs into anniversary-spec Super Snakes, and this one wears Iconic Silver Metallic over Azure Blue stripes with a black interior. The Super Snake name has been earning outsized attention for decades; the 1967 GT500 prototype that started it all is still the most expensive Mustang ever sold at $2.2 million.

450 Horsepower In, 825 Out

Ford ships the 2022 Mustang GT with 450 horsepower and 410 lb-ft from the naturally aspirated 5.0-liter Coyote V8. Shelby's package rewrites the top of that number. According to the Shelby window sticker shown in the auction gallery, this car received the Shelby Supercharger Package, high-performance fuel injectors, a performance intake system, the Shelby Performance Program tune, and a Shelby-tuned Borla variable exhaust. The seller puts output above 825 horsepower, and confirmed as much in the comments when a bidder asked whether the 450-hp figure listed in the specs was the real story.

The hardware underneath got the same treatment: Shelby Performance Track Handling suspension, Shelby-spec Brembo brakes, a one-piece driveshaft, and 20-inch forged aluminum wheels. Aluminum fenders, a rear spoiler, and a rear diffuser handle the exterior, while the cabin picks up custom two-tone leather and an auxiliary gauge cluster on the dash top, alongside factory equipment including heated and cooled front seats, a 12-speaker B&O audio system, and adaptive cruise control.

The Six-Speed Is The Real Story

Most cars making this kind of power arrive with a torque converter or a dual-clutch. This one uses the MT-82 D4 six-speed manual, which the seller confirmed in the auction comments. That combination has become genuinely scarce: Shelby only recently put a stick back at the top of its own lineup with the 850-horsepower Super Snake R. A supercharged Super Snake with three pedals and fewer than 1,000 miles is a narrow slice of the market, and narrow slices tend to cut both ways at auction.

What The Valuation Data Says

Because the Super Snake is a post-title conversion rather than a Ford-built trim, it does not get its own line in the price guide. The bookends do. Hagerty's Valuation Tools currently place a 2022 Mustang GT coupe in #3 good condition at $38,300, up 3.2 percent over the past year, while a 2022 Shelby GT500 in the same condition sits at $110,000 after climbing 34.1 percent. The Super Snake lives in the gap between them, and recent results show exactly where.

On August 10, a 3,000-mile 2022 Super Snake coupe in Rapid Red Metallic, also a six-speed, sold for $108,070 on Hagerty Marketplace. We tracked that car as it climbed toward six figures. A day later, a 3,000-mile 2022 GT500 brought $93,975 on Bring a Trailer. The market is not uniformly generous, though: a 674-mile 2022 Super Snake in Dark Matter Gray Metallic was bid to $81,500 on Bring a Trailer in October 2025 and still failed to meet its reserve.

That spread, roughly $81,500 to $108,070 for low-mileage 2022 Super Snakes, is the context for a $76,000 high bid with four days still on the clock.

Condition, History, And What Comes With It

The seller reportedly bought the car in March 2026 and has added roughly 200 miles since. The Carfax report shows no accidents or mileage discrepancies, and service performed at 458 miles covered a battery, wipers, a cabin air filter, and an oil change. The sale includes two keys, the owner's manual, the Shelby window sticker, and a car cover. The car carries a clean Texas title, sits in Dickinson, Texas, and is offered by a private-party seller. Bidding closes Tuesday, August 18 at 3:57 p.m. EDT.

The Modern Muscle Math

One commenter who already owns a Shelby-built GT350 laid the dilemma out plainly: bid on this, or put the money toward a Dark Horse build instead. Ford's answer to that question keeps getting more expensive, with 2026 Mustang Dark Horse SC pricing pushing the factory car into new territory. Shelby's own answer is steeper still, at $175,885 for a 2026 Super Snake making up to 830 horsepower.

Measured against those numbers, a 700-mile anniversary car with essentially the same supercharger philosophy, a manual gearbox, and a documented Shelby build sheet starts to look less like a modified Mustang and more like a shortcut. Whether the reserve agrees is the only question left to answer.

Bidding sat at $5,000 across 17 bids at the time of writing. That is real money for a 22-year-old sportbike, and not obviously enough for one this original.

Peregrine Falcon, Pearl Nebular Black

Suzuki named the Hayabusa after the peregrine falcon, a bird that dives at 180 to 200 mph. Subtlety was never the point. When the GSX1300R arrived in 1999, its 1299cc liquid-cooled inline-four and wind-sculpted bodywork made it the fastest production motorcycle money could buy, and the top-speed arms race it touched off ended with manufacturers quietly agreeing to cap their bikes at roughly 186 mph.

By 2004, Suzuki had spent five model years sharpening the electronic fuel injection and throttle response without dulling the punch. This example wears Pearl Nebular Black with deep metallic purple accents, flowing "Hayabusa" kanji script, and a full-length stepped seat with passenger footpegs and a grab handle. The seller argues it is the best color combination Suzuki offered that year, and he is not wrong.

Underneath sits a six-speed gearbox with hydraulic clutch, a ram-air intake system, a gear-driven counterbalancer, an aluminum twin-spar frame, fully adjustable 43mm inverted forks, a link-type rear shock, and Tokico brakes with six-piston front calipers on dual discs. The 17-inch cast aluminum wheels wear fresh Bridgestone radials.

212 Miles in Seven Years

The ownership story is the interesting part. The seller bought the bike in July 2019 with 11,688 miles showing. It reads 11,900 today. That works out to roughly 212 miles in seven years, which means this thing has been stored far more than it has been ridden.

He describes three known owners, all of them older riders, and a machine that has been adult-owned and carefully maintained its entire life. The factory safety stickers are reportedly still in place, which is the sort of detail that separates a genuine survivor from a merely tidy used bike.

Recent work covers a full inspection and service, a replacement battery, and those Bridgestone tires. The only listed modification is a larger shifter peg. Yoshimura slip-on stainless mufflers are included alongside the factory units, which picked up scratches in storage while the Yoshimuras were fitted. There are typical light paint imperfections from normal use and no damage. A clean Indiana title in the owner's name accompanies the bike, which sits in Coatesville, Indiana.

The chassis number, JS1GW71A742104065, decodes cleanly: a Japan-built Suzuki motorcycle, GW71A chassis code for the fuel-injected 1299cc Hayabusa, 2004 model year, Suzuki of Japan assembly.

What Hagerty's Numbers Actually Say

Here is the wrinkle. Pull up Hagerty's Valuation Tools and run through the Suzuki model list and you will find the GS1000S Katana, the GSX-R600, the GSX-R750, and the GSX-R1100. You will not find a GSX1300R. The Hayabusa does not yet carry its own Hagerty Price Guide entry, which tells you roughly where it sits in the collector hierarchy: at the door, not through it.

For context on what does have an entry, a 1996 Suzuki GSX-R1100W carries a #3 (Good) condition value of $5,200 in the current guide, up 8.3 percent. Hagerty's past-sales records do log Hayabusa transactions, including a 1,400-mile 2004 GSX1300R at $9,450, which suggests the ceiling for exceptional low-mile first-generation bikes is real if not yet stratospheric.

That gap is exactly what this auction is testing. At $5,000 with no reserve and a day left, the bike is priced like a used sportbike and specified like a preserved one. Which of the two the market decides it is gets settled Tuesday afternoon.

Round Two

One more thing worth knowing. This Hayabusa was offered on Hagerty Marketplace in June 2026 and the winning bidder failed to follow through on the purchase. Hagerty notes the collapse had nothing to do with the bike or the seller. Relisted lots sometimes carry a stigma they have not earned, and sometimes that stigma is precisely what makes the second run a buying opportunity.

If you like Hayabusa power in a lighter wrapper, see what happens when a GSX1300R engine lands in a Birkin S3. For more from the block, browse the 10 coolest cars for sale on Hagerty Marketplace right now and the coolest motorcycles heading to Iconic Auctioneers' Kempton Park sale, or read our take on where the collector car market is actually heading in 2026.

The 1967 Chevrolet Nova holds a special place in American muscle car culture. Originally marketed as a practical compact, the Chevy II Nova was quickly embraced by performance enthusiasts who recognized the lightweight platform's potential. The short wheelbase and relatively low curb weight made it an ideal candidate for big-block stuffing, supercharging, and all manner of go-fast modifications — a tradition that has carried on for decades. You can read more about the model's legacy in our 1967 Chevrolet Nova research article.

This particular example takes the Nova's performance heritage to an entirely new level. Rather than simply modifying a stock body, the builder opted for a Promax fiberglass body mounted to a Promax chassis — a purpose-built racing-style platform designed specifically for high-performance street and strip applications. The Promax system replaces the factory unitized body with a tube-frame-style structure clothed in lightweight fiberglass bodywork, saving significant weight while providing a rigid foundation for serious power.

Under the hood — or rather, beneath that fiberglass skin — lives a supercharged V8 breathing through an MSD ignition system. The combination delivers the kind of power that made these small Chevys legendary on the dragstrip, and the builder left nothing to chance when it came to controlling it. A Hurst pistol-grip shifter handles gear selection, while the suspension has been sorted for both straight-line performance and street manners.

The braking system is equally serious: Baer 4-wheel disc brakes replace the factory drums, a critical upgrade for a car packing this much power. Rack-and-pinion steering sharpens response, and a trunk-mounted battery aids weight distribution. The car rolls on staggered aluminum wheels wrapped in Hoosier tires, and a side-exit dual exhaust announces its intentions before the light even turns green.

Inside, the Spartan aggression of the race-bred chassis gives way to a surprisingly refined interior finished in ostrich leather — a custom touch that speaks to the builder's attention to detail. A billet 2-spoke steering wheel keeps the cockpit firmly in purpose-built territory. The car was built by the seller's grandfather around 2008–2009 and has remained in the family since. It carries a clean Ohio title and is currently located in Toledo, Ohio.

When it comes to market value for 1967 Novas, the range is wide depending on specification and condition. According to Hagerty's valuation tools, a concours-level 1967 Chevy II Nova can command strong six-figure money, while driver-quality examples trade at significantly lower values. A custom-built Promax car like this one sits in its own category — comparable vehicles on the open market are rare, which makes Hagerty Marketplace the right venue to find a buyer who truly understands what's being offered.

If you're a fan of one-off creations built with purpose and passion, this isn't the first time Hagerty Marketplace has served up something special. We recently covered a 1959 Chevrolet Impala Sport Coupe with a 348 that was chasing bids on the platform, and the auction community continues to find homes for interesting pieces at fair market prices.

Bidding closes on August 21, 2026 at 2:00 PM EDT. If you're interested, head over to the Hagerty Marketplace listing to place your bid.

The Murcielago LP640 was already a pinnacle machine when it launched — a 6.5-liter naturally aspirated V12 squeezed into a wide-hipped, scissor-doored body that looked like it had been sketched by someone who'd never heard the word "subtle." In LP640 Roadster trim, Lamborghini took that formula and removed the last barrier between driver and the howl of that engine, swapping the fixed roof for a removable soft top that transforms the car into one of the most visceral open-air experiences money can buy. Just 186 Roadsters were built for the 2008 model year globally, making every clean example a genuine collector's piece.

What makes this particular car stand apart from the handful of other LP640 Roadsters that reach the market is the gearbox. The car left Sant'Agata Bolognese equipped with Lamborghini's E-Gear automated single-clutch transmission — a unit that was state of the art in the mid-2000s but has aged poorly alongside modern dual-clutch systems. Someone has done the hard work here: in June 2026, Royalty Exotic Cars completed a full 6-speed manual conversion on this car, incorporating fresh driveline components throughout. A complete 2026 service covering engine oil, coolant, and engine mounts followed. The result is one of the rarest configurations a Murcielago Roadster buyer could hope to find: a proper open-gate, left-foot-out manual in a drop-top V12 Lamborghini.

The specification sheet reads as well as you'd hope. Power comes from the 6.5-liter V12 producing 632 horsepower and 487 lb-ft of torque sent through all four wheels via a limited-slip rear differential. The bodywork wears full paint-protection film applied by the current owner, and 18-inch Hemera wheels sit at all four corners. A Larini exhaust system lets the V12 breathe — and sing — more freely than stock. The car carries the desirable Carbon Package, and a minor 2022 service addressed the door struts, switchgear, and air-conditioning components. At 14,000 miles on the odometer, this is genuinely low-mileage for a car this age, particularly one that has actually been exercised properly.

The Murcielago market has been one of the more compelling collector car stories of recent years. According to Hagerty's valuation data, prices across the Murcielago lineup have risen roughly a third over the past 18 months — driven in large part by surging millennial interest in the model. Hagerty notes that millennials account for approximately 38 percent of the Murcielago buyer pool, nearly twice the average across all classic and collector cars they insure. The Hagerty Valuation Tools peg a 2008 Murcielago LP640 in excellent condition in the range of $600,000–$800,000, with Roadster examples and manual-equipped cars both commanding meaningful premiums over base coupe values. A no-reserve auction with an already-strong bid of $575,000 puts this car squarely in serious territory.

Manual-gearbox Murcielagos are not common in any configuration. From the factory, Lamborghini offered a traditional 6-speed gated manual through most of the model's life before transitioning to the E-Gear unit — and buyers who want the analogue experience now frequently have to seek out conversions like this one. The precedent for what a properly-done manual Murcielago Roadster can achieve at auction is encouraging: comparable cars with similar mileage and desirable specs have cleared $800,000–$1,000,000+ at top auction houses when the configuration is right. This car, with its fresh conversion, full PPF, and desirable open-air body, appears well-positioned to challenge those numbers before the hammer falls on August 18.

Fans of the model at Motorious have covered several standout Murcielago examples over the years — including a yellow 2008 Murcielago that proved just how striking these cars look in brighter hues, a factory press LP650-4 Roadster from Broad Arrow Auctions that highlighted the rarest open-top Murcielago variant, and a 2009 LP640 Roadster that demonstrated the enduring appeal of the convertible body. A 2010 Murcielago LP640-4 Roadster through Broad Arrow further underscored that the market for these cars remains strong across the model's final years. For buyers who missed those opportunities, this BaT listing represents a compelling second chance at one of the most dramatic Italian supercars ever built.

The Murcielago was Lamborghini's flagship from 2001 through 2010, and it served as the car that kept the brand's fire burning after the tumultuous 1990s. Where the Diablo was wild and unruly, the Murcielago brought a measure of usability without surrendering any drama. The LP640 designation — introduced in 2006 — pushed power to 640 CV (hence the name), widened the bodywork, and sharpened the aerodynamics. The Roadster version followed in 2007, and the combination of that wide-body stance, scissor doors, and a V12 soundtrack unfiltered by a roof made it an instant icon. This particular car wears its Nero Aldebaran paint with genuine presence, the dark finish highlighting every crease and aero element Luc Donckerwolke's team designed into the bodywork.

The auction runs through August 18 with no reserve. Full details, gallery photos, and bidding are live on Bring a Trailer.

A car that forgot what it was

Ford built roughly 220 of these Pace Car Mustangs to commemorate the 1964 Indianapolis 500, finishing them in Pace Car White with blue rocker stripes and Indy 500 graphics on the doors. This one, reportedly identified as car number 041, followed a strange path to obscurity. According to the seller, the Mustang was ordered by a Missouri family for their son's high school graduation through Fellini-Mayfield Ford in Springfield, but delivery was delayed because the car itself had been sent to Indianapolis to serve as a courtesy vehicle during the race weekend.

Not long after the original owner finally took possession, the car picked up a dent in a parking lot. The insurance settlement didn't cover restriping, so the shop doing the bodywork simply pulled the Pace Car graphics off entirely. From that point on, it was just a white Mustang — and every subsequent owner, including the seller when they bought it in 1982, had no idea what they were looking at.

The truth came out through detective work rather than paperwork. The current owner traced the car's identity through its paint code and the Pace Car etching hidden in the radiator core support, then confirmed the story by phone with the original owner, who supplied a period photo and a letter recounting the car's history. The Pace Car graphics went back on in 1983, and the seller has kept the car — and the documentation trail — ever since.

What's actually under the graphics

The chassis number, 5F07F119460, decodes to a 1965 model-year Mustang coupe built at the Dearborn, Michigan plant with the F-code 260-cubic-inch V8, backed here by a C4 automatic transmission. That drivetrain saw an overhaul and reseal in 1983, the transmission was rebuilt in 2008, and the carburetor was rebuilt again in 2020, alongside a new stainless exhaust system. The seller notes the engine bay itself was deliberately left alone during the refresh, specifically to preserve the original Pace Car identification stamped into the core support.

Cosmetically, this isn't a show car, and the listing doesn't pretend otherwise: there's paint bubbling and chipping on the quarter panels, evidence of an old right-rear quarter-panel repair from that original parking-lot dent, aged weatherstripping, and a scratch in the passenger glass that the seller says came courtesy of the original owner's cousin on a road trip to New York decades ago. The car rides on period-correct Firestone 7.00-13 bias-ply tires, and the sale includes a date-code-correct radio, the spare, and a stack of ownership and Pace Car documentation. Odometer reads 4,405 miles, though it's noted as TMU — too many miles unknown — given the car's age and the rollover-prone five-digit odometers of the era.

Where the market sits right now

For a sense of scale, Hagerty's Valuation Tools currently price a 1965 Mustang coupe with this exact drivetrain — the 260-cubic-inch 2-barrel V8 — at $20,400 in #3 "Good" condition, a figure that's actually softened about 6% recently. That's the baseline for a solid, drivable example without factoring in the Pace Car history, the documentation, or the single-family, 44-year ownership chain, all of which are exactly the kind of provenance that tends to move a car above guide numbers once bidders start comparing notes. It's also worth noting Hagerty's own market research has found that private-sale prices have closed much of the gap with auction results over the past couple of years, largely because condition and paperwork now matter more to buyers than the venue a car sells through — which makes a documented history like this one worth real money at the hammer.

Six-cylinder '65 coupes value in the high teens, while V8 convertibles and GT-spec cars climb well into the thirties and beyond, so where this particular coupe lands will come down to how bidders weigh a well-documented but cosmetically honest Pace Car against the cost of sorting one out.

For more from this corner of the hobby, check out our look at the coolest cars currently listed on Hagerty Marketplace, this one-family-owned Porsche 356SC that stayed with the same household for 66 years, our roundup of the coolest pace cars ever built, a restorable 1979 Mustang Indy Pace Car from a later generation of the breed, and ten things you probably didn't know about the classic Mustang.

The auction remains live on Hagerty Marketplace, with bidding and comments open to anyone who wants to dig deeper into the car's history before it changes hands again.

The VX Limited sat at the top of the Series 80 Land Cruiser range, a Japanese-domestic-market trim that was never officially sold in the United States. Built from 1990 through 1997, the 80 Series married Toyota's reputation for near-indestructible four-wheel-drive engineering with amenities that were unusually plush for a body-on-frame SUV of its era, from full leather trim to power everything. With more than 10 million Land Cruisers sold worldwide across the model's history, the nameplate remains one of the most trusted names in off-road travel, and the VX Limited represents the best-equipped version Toyota offered on its home turf.

This particular truck presents in Silver Metallic over a Medium Red Pearl lower body, a distinctive two-tone combination paired with Grey leather upholstery inside. According to the auction listing, it showed just 37,000 km (roughly 23,000 miles) at the time of cataloguing and is described as being in well-preserved, original condition. Recent work includes a 2024 service performed by Land Cruiser specialists The FJ Company at a cost of $9,300, along with a 2025-2026 inspection and scheduled maintenance. The SUV also served as a participant and media vehicle at the 2024 Tejas Turismo Rally. It's being offered with its original instruction manual, maintenance and warranty notebook, service records, a matching spare tire, and its factory tool kit, the kind of paper trail that matters as much as the sheet metal to serious collectors. Per the listing, the truck cannot be sold for use or resale in California or to a non-dealer California resident.

Trucks like this one only became legal to import into the U.S. once they cleared federal law's 25-year exemption, a rule Motorious has broken down in detail for buyers new to the JDM market. It's a path that has brought a wave of clean, right-hand-drive Land Cruisers stateside in recent years, including this imported 1989 Toyota Land Cruiser VX FJ62 Motorious featured out of Michigan.

The market has taken notice. Hagerty's valuation tool pegs a typical U.S.-market 1995 Land Cruiser FJ80 at roughly $20,500 in good condition, a useful baseline for where mainstream 80 Series trucks trade. Gooding's $60,000-$80,000 estimate for this VX Limited underscores the premium collectors are now willing to pay for JDM-only specification, low documented mileage, and a color combination never offered domestically. As with other 1990s Japanese icons that skipped the U.S. market, scarcity and originality are increasingly driving VX Limited values well past what a comparable American-spec Land Cruiser commands.

This Land Cruiser will cross the block alongside a strong slate of Gooding Christie's Pebble Beach entries, including the 1958 Porsche 550A Spyder and other highlights detailed in Motorious's Collector's Guide to Monterey Car Week 2026. Bidding takes place during Pebble Beach week this August, with full details available through Gooding Christie's.

Pontiac spun the GTO off from its Tempest-based performance package into its own model line for 1966, and chief engineer John Z. DeLorean's creation adopted the era's swoopy "Coke-bottle" bodywork along with stacked headlights and a more upscale cabin. This particular coupe left Fisher Body's Fremont, California plant during the third week of July 1966 as a 389/360-hp Tri-Power car backed by a four-speed manual, and it still wears its factory Cameo Ivory paint over a Parchment and black interior. Standout details include an Equus Pro Tach, a woodgrain-trimmed console, chrome-ringed 14-inch wheels with GTO wheel covers, and an aftermarket AM/FM cassette deck, plus the original owner's manual and warranty booklet.

The seller says the current owner bought the GTO in March 2000 and has held onto it ever since, a two-and-a-half-decade stretch of stewardship that's increasingly rare for a muscle car of this caliber. It comes with a clean Michigan title in the owner's name, along with a spare tire and cover and the original passenger-side floor mat. A few bidders in the comments have pressed the seller for more detail on the cylinder heads fitted to the engine, a good reminder that even a well-documented, decades-old survivor is worth a close inspection before the auction closes on Monday, August 17.

Pontiac built 19,045 GTOs with the 360-hp Tri-Power engine in 1966 out of nearly 97,000 GTOs that model year, making it a meaningfully rarer option than the standard 335-hp four-barrel car. Hagerty's Valuation Tools currently price a #3 (Good) condition 1966 GTO hardtop coupe with Tri-Power power at roughly $39,000, up 7.1% recently, compared with about $23,400 for an otherwise similar four-barrel car, and Hagerty's own adjustment calculator adds another 15% of value for the factory four-speed transmission this car carries. Recent comparable sales back up that spread: a 1966 GTO changed hands for $60,776 on Hagerty Marketplace in late July, and another example brought $121,000 at a Mecum sale the same week. Against that backdrop, this Tri-Power hardtop's current $23,500 bid still looks like it has plenty of room to run before the gavel falls.

Craig Zimmerman is handling the sale on behalf of the owner and has been actively answering bidder questions throughout the auction. Readers who want to see how other Pontiacs from this era are trading can check out our rundown of the 10 coolest Pontiac GTOs for sale on Motorious, take a look at this Tri-Power-adjacent 1967 GTO convertible with racing history that surfaced on Hagerty Marketplace, or see how a numbers-matching 1978 Trans Am W72/WS6 is faring in its own no-reserve sale. For another look at how Hagerty's valuation data can put a car's asking price in context, our recent story on a 427-powered Corvette Z06 GTR walks through the same approach.

No. 1 — 2003 Ferrari Enzo

Chassis 132652, up for auction via Broad Arrow, is a black-on-red Enzo, one of only about a dozen U.S. cars finished in Nero over Rosso. With Ferrari Classiche certification and just over 13,000 miles, it is a documented, sorted example of Maranello's early-2000s technological flagship, its 651-hp V12 revving to 8,200 rpm.

View the listing on Motorious

No. 2 — 2022 Ferrari SF90 Stradale Coupe

Ferrari's plug-in hybrid flagship, in special-order Bianco Fuji with a near-complete carbon-fiber options list, shows a mere 507 miles. Fusion Luxury Motors lists it at $549,950, among the highest asking prices in this week's Ferrari inventory.

View the listing on Motorious

No. 3 — 2010 Ferrari 599 GTB Fiorano

This 599 GTB Fiorano is a time capsule V12 grand tourer with under 500 miles from new. One owner, full Ferrari service history, and its original Rosso Corsa paint make this fifteen-year-old Ferrari about as close to showroom-fresh as they come.

View the listing on Motorious

No. 4 — 1967 Ferrari 330 GTC

A genuine barn find: matching numbers, an original Pininfarina body tag, and one family's ownership from 1972 to 2025. DriverSource has since recommissioned the mechanicals rather than restoring the cosmetics, so this GTC wears its four decades of storage honestly.

View the listing on Motorious

No. 5 — 1970 Ferrari 246 GT Dino

Chassis 00824 is an early L-series Dino, one of just 357 built in that first production run. Recently rediscovered, it retains its original interior specification and offers a rare chance at a numbers-matching restoration project.

View the listing on Motorious

No. 6 — 2014 Ferrari 458 Speciale

The hardest-edged version of the 458, with a naturally aspirated V8 spinning to 9,000 rpm and a 14:1 compression ratio unheard of outside racing engines. This Rosso Scuderia coupe pairs carbon-fiber racing seats with genuine everyday driveability.

View the listing on Motorious

No. 7 — 2025 Ferrari 296 GTB

Ferrari's newest V6 hybrid supercar, barely broken in at 147 miles, makes up to 830 combined horsepower and hits 62 mph in 2.9 seconds. This Bianco Cervino example from GP Motorsports is loaded with carbon-fiber trim and Scuderia options.

View the listing on Motorious

No. 8 — 1967 Ferrari 275 GTB/4

Also crossing the block via Broad Arrow Auctions, this is the car that gave Ferrari's road-going V12s four camshafts for the first time. Chassis 10765 pairs the four-cam Colombo engine's 300 horsepower with the timeless Pininfarina berlinetta shape that still tops most collectors' wish lists.

View the listing on Motorious

No. 9 — 2005 Ferrari Superamerica

The 575M-based Superamerica's party trick is its Revocromico roof, a tinted glass panel that spins 180 degrees to turn coupe into convertible. This Rosso Corsa example shows under 9,000 miles and carries Ferrari Classiche paperwork.

View the listing on Motorious

No. 10 — 2006 Ferrari 575 GTZ by Zagato

Only six coupes like this were ever built. Zagato reskinned a 575M Maranello in hand-formed aluminum with a double-bubble roof as a tribute to the 1956 250 GTZ, keeping the 540-hp V12 underneath. Another rare Broad Arrow consignment.

View the listing on Motorious

Per the listing, the wagon needs a full restoration from the ground up. Faded maroon paint has given way to primer and surface rust in places, some trim and chrome pieces are missing or loose, and the odometer reads 9999 miles, a sign the gauge has been reset rather than an indication of actual mileage. The automatic transmission is still in place, and the seller is upfront that this one is being offered strictly as a project or parts vehicle, so a buyer should budget for both mechanical and cosmetic work before it sees pavement again.

The seller has built a strong track record on eBay, with more than 4,600 pieces of feedback and a 100 percent positive rating dating back to 2011. Browsing their other inventory turns up everything from Mopar muscle cars to vintage Jeeps and full-size trucks, suggesting an operation that regularly moves classic project cars in and out of a Kentucky warehouse.

Chevrolet's 1957 lineup remains one of the most collected model years in American car history, and the 210 trim slotted between the stripped-down 150 and the flagship Bel Air, offering buyers extra chrome and interior trim without the top price tag. In wagon form, the 210 Townsman rode on a four-door body with room for up to six passengers, making it a practical hauler that has since become a favorite among Tri-Five collectors and station wagon builders alike.

Hagerty's Valuation Tools give some sense of where a finished example might land. Across the various six-cylinder and V8 configurations of the 1957 Chevrolet 210 Townsman wagon, Hagerty's price guide lists number 3, or Good, condition values ranging from roughly $15,400 for a base 265-cubic-inch, 162-horsepower car up to nearly $26,900 for a wagon fitted with the desirable fuel-injected 283. That spread shows how much engine specification and finish quality can swing value in the Tri-Five market, and it puts this rough Kentucky wagon's $3,200 opening ask well below finished-market territory once the restoration bills start adding up.

Whether this wagon ends up as a numbers-matching restoration or a resto-mod riding on a modern chassis, it is the kind of barn-find that keeps the Tri-Five hobby alive. Check out more Chevrolet listings and market research on Motorious to see how project cars like this one stack up against the wider classic car market.s

When Suzuki introduced the Hayabusa in 1999, it wasn't just launching another sport bike, it was chasing a top-speed crown. Named for the peregrine falcon, a bird capable of diving at more than 180 mph, the GSX1300R briefly held the title of the world's fastest production motorcycle. By the time this 2004 example rolled off the line, Suzuki had smoothed out the fuel injection and sharpened the rideability without dulling any of the drama.

This particular Hayabusa shows roughly 11,900 miles and wears its Pearl Nebular Black paint with deep metallic purple accents well, aside from some expected paint wear. Underneath sits the stock 1299cc liquid-cooled inline-four, paired to a six-speed manual with a hydraulic clutch, an aluminum twin-spar frame, fully adjustable 43mm inverted forks, and Tokico brakes with six-piston front calipers. The seller, who bought the bike in July 2019, says it has had only three owners, all self-described older gentlemen who kept it garaged and well serviced. A set of Yoshimura slip-on mufflers is currently installed, though the stock exhaust is included with the sale, along with a recent battery and fresh Bridgestone tires.

Chassis records tie the bike back to Suzuki's Japan assembly line via its VIN, and beyond a slightly larger shifter peg, this Hayabusa appears to be mechanically stock. That matters to collectors, since unmolested first-generation Hayabusas with real service history are getting harder to find as more examples get parted out or turned into modified track bikes.

Interestingly, this isn't the bike's first trip through the marketplace. It reportedly sold once before, in June, but the winning bidder didn't complete the purchase, through no fault of the bike or seller. That history explains why it's back up now at no reserve, with bidding already past $2,100 across 10 bids as of this writing.

For buyers trying to figure out what a bike like this should actually cost, Hagerty's own Valuation Tools are worth a look before placing a bid. Early-2000s Hayabusas occupy an odd corner of the collector market, too modern to be nostalgic, but old enough that clean, low-mile, unmodified examples are starting to command a premium over the parts-bike stragglers that make up most used listings. A bike with documented ownership and no non-stock modifications tends to sit toward the top of that range, the same kind of exercise Motorious walked through recently with the Zenvo Aurora hypercar duo, using Hagerty's data to frame where a future collectible might land before the market decides for itself.

Motorcycles haven't historically gotten the same market spotlight as the muscle cars and exotics chasing bids on Hagerty Marketplace, but that's starting to shift, and JDM-adjacent performance icons are part of the reason why. Suzuki's own oddball corner of enthusiast culture stretches well beyond sport bikes, as Motorious found with this 531-unit Suzuki Cara Kei coupe that turned heads on Cars & Bids earlier this month. And the Hayabusa is far from the only vehicle proving that no-reserve auctions can bring out real bidding energy, as this numbers-matching 1971 Oldsmobile 442 convertible recently demonstrated on the same platform.

With a week left on the clock and no reserve to clear, this Hayabusa is shaping up to be one of the more interesting motorcycle auctions to watch this month.

1. 2006 Ford GT — $1,295,999

Finished in stealthy Mark II Black with the ultra-rare factory stripe-delete option, this GT is backed by a Deluxe Marti Report confirming it's one of just eight built with this exact color, stripe, and brake caliper combination. With only 32.8 miles on the clock, it's about as close to a time capsule as a modern supercar gets.

View this listing on Motorious →

2. 1966 Jaguar E-Type Le Mans by "Design Velke" — $699,900

A hand-built, single-seat-style speedster reimagining of the classic E-Type, inspired by Jaguar's D-Type racers. Every panel was fabricated or restored in-house, and its stroked 4.7-liter six paired with a Muncie "Rock Crusher" 4-speed makes it as raw to drive as it looks.

View this listing on Motorious →

3. 2022 Ferrari SF90 Stradale Coupe — $549,950

Showing only 507 miles, this SF90 carries roughly $164,000 in factory options including a special-order Bianco Fuji paint and carbon fiber nearly everywhere you look inside and out. It's a plug-in hybrid hypercar with well over 900 combined horsepower, barely broken in.

View this listing on Motorious →

4. 2010 Ferrari 599 GTB Fiorano — $547,100

One owner, 483 miles, and a complete factory service history make this front-engine V12 GT one of the lowest-mile examples around. Rosso Corsa over tan is about as classic a Ferrari combination as it gets.

View this listing on Motorious →

5. 1967 Ferrari 330 GTC — $525,000

Discovered in 2025 after more than four decades in dry storage with the same family, this matching-numbers 330 GTC retains its original Pininfarina body number and Sekurit glass. It's freshly mechanically sorted and ready to be driven, not just displayed.

View this listing on Motorious →

6. 1963 Chevrolet Corvette Split-Window Restomod — $472,990

A Peter Brock-designed restomod built on an Art Morrison chassis with an LS3 crate engine, this split-window Sting Ray debuted at SEMA in 2023. Carbon fiber bumpers and door handles, a power hood, and a fully custom interior bring 1963 styling into the modern era.

View this listing on Motorious →

7. 2025 Ferrari 296 GTS — $460,000

Delivered new in August 2025 after a three-year wait and carrying about $110,000 in factory options, this hybrid V6 spider makes an eye-watering 819 combined horsepower. With only around 600 miles, it's essentially a brand-new car.

View this listing on Motorious →

8. 2002 Porsche 996 GT3RSR Naked Carbon Fibre — $438,000

A track-bred variant of the 996 GT3, finished with an exposed carbon fiber body for serious weight savings. This is about as close to a genuine GT3 race car as you can get while still calling it street-registered.

View this listing on Motorious →

9. 1965 Ford GT40 Safir Continuation — $399,900

Built by Safir Engineering in partnership with JW Automotive and Ford, this Mk V continuation car is legally entitled to carry the GT40 name and was hand-assembled using period tooling. Freshly refurbished with Gurney Weslake heads and four Webers on its 5.3-liter V8, it's a rare chance to own Le Mans-bred history that isn't a replica.

View this listing on Motorious →

10. 2008 Alfa Romeo 8C Competizione — $397,500

Limited to 500 coupes worldwide, the 8C paired a hand-laid carbon fiber body with a Maserati-sourced 4.7-liter V8 and styling drawn from Alfa's Disco Volante and Tipo 33 Stradale. This one-owner example shows just 3,800 miles and still has its matching factory luggage set.

View this listing on Motorious →

According to the listing, this Supra carries VIN JT2DE82A4V0037768 and shows 99,950 miles, backed by a clean New Hampshire title and a Carfax report showing no mileage discrepancies. Power comes from the storied 3.0-liter twin-turbocharged 2JZ-GTE inline-six, rated from the factory at 320 horsepower and 315 lb-ft of torque, sent to the rear wheels through a 4-speed automatic transmission. Factory equipment includes the removable targa roof panel, a rear spoiler, automatic climate control, cruise control, and the anniversary edition's special badging.

The current owner, who says they purchased the car in September 2025 and has added roughly 1,000 miles since, reports a modest and largely bolt-on set of upgrades: 18-inch bronze Enkei TS-5 wheels with KSP Performance spacers, Rev9 coilovers, a Koyorad aluminum radiator, a Powerhouse Racing ABS delete kit, and an updated Pioneer touchscreen head unit. Recent maintenance is well documented, too, with a timing belt service completed around the 97,000-mile mark in August 2025 alongside a fresh transmission and rear differential fluid change.

Like most 28-year-old sports cars, this Supra isn't without a few blemishes. The seller discloses a February 2005 accident that required replacement of the driver-side fender's VIN tag, along with typical exterior chips and scratches, some underbody surface rust, aging tires, and a handbrake that currently doesn't function due to a missing cable. None of that appears to have scared off bidders in a market that continues to reward honestly represented Mk4 Supras.

Hagerty's valuation tools put some useful numbers around what a car like this is actually worth. The Hagerty Price Guide pegs a 1997 Supra Turbo in number 3, or Good, condition at roughly $82,500, though that figure has softened about 4 percent in Hagerty's most recent update, and Hagerty notes that automatic-equipped cars like this one typically trade around 15 percent below their manual counterparts. Hagerty's past sales data also shows just how wide the spread can be: a manual 1997 Limited Edition Turbo sold for $53,025 in July 2026, a well-sorted 1995 Turbo brought $114,450 on Cars & Bids that same month, and the priciest example Hagerty has tracked over the past three years reached $235,000. That range shows how much originality, mileage, and modification history can swing the value of a Toyota Supra Turbo, a pattern Motorious has also seen play out with other clean, low-mile examples surfacing on Hagerty Marketplace.

The Mk4 Supra's staying power isn't happening in isolation. Interest in JDM icons has kept climbing across the board, from Nissan's GT-R lineage, where even modern R35 NISMOs are commanding strong money at auction, to oddball kei cars like the Suzuki Cara that have found devoted followings on Cars & Bids. Bidding activity on platforms like Cars & Bids has become one of the best real-time gauges of where these Japanese performance legends are headed next, echoing the same energy seen recently around a rare Lotus Exige special edition that crossed the same marketplace.

With three days left on the clock and bidding already past $52,000, this 15th Anniversary Supra looks poised to test just how much collectors will pay for a clean, honestly disclosed example riding on modest, reversible upgrades. Interested bidders can follow the auction and ask the seller questions directly on the Cars & Bids listing page.

2024 Cadillac CT5-V Blackwing H1000 — $179,900

This Hennessey H1000-built Blackwing pairs a supercharged 6.2L LT4 V8 with a 6-speed manual to make a claimed 1,000 horsepower and 966 lb-ft of torque. With just 3,711 miles, carbon fiber aero, Brembo brakes, and a serialized engine plaque (build No. 024), it's one of the wildest four-door Cadillacs ever built.

View this listing on Motorious →

1930 Cadillac 353 Convertible Coupe — $178,000

Documented from new and restored to concours standards, this Fisher-bodied Series 353 Convertible Coupe rides on its original 353ci L-head V8. Delivered new through Don Lee in Los Angeles, it wears striking two-tone red paint, dual side-mounted spares, and a cream leather interior — a beautifully usable slice of Cadillac's Classic Era.

View this listing on Motorious →

2018 Cadillac Escalade ESV "Sky Captain" — $175,950

This Sky Captain conversion stretches an Escalade ESV Platinum into a true limousine, with four powered captain's chairs, massage and climate control, a 42-inch entertainment display, a full privacy partition, and a starlight headliner. Wilwood six-piston brakes and 24-inch wheels back up the executive-suite interior.

View this listing on Motorious →

1957 Cadillac Series 70 Eldorado Brougham — $170,000

Body No. 256 of Cadillac's ultimate 1957 statement car, the hand-built Eldorado Brougham introduced pillarless four-door styling with rear-hinged doors, the first air-spring suspension on a U.S. production car, and a dual-quad V8 — all at a price that undercut Cadillac's own production costs.

View this listing on Motorious →

1958 Cadillac Eldorado Biarritz Convertible — $169,995

One of just 815 Biarritz convertibles built for 1958, this example carries its original Tri-Power 365ci V8 and every factory extra Cadillac offered, including power steering, brakes, top, windows, seat, and even air conditioning — a fully loaded finned icon from Cadillac's most flamboyant model year.

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1931 Cadillac 370A V-12 4-Door Phaeton — $169,995

One of only 5,733 examples of Cadillac's V12-powered 370A built, this open touring phaeton pairs a 368ci V12 with a 3-speed manual and vacuum-assist brakes. Its formal, upright coachwork and dual-tone green paint make it a striking, wind-in-your-hair alternative to Cadillac's flagship V16 cars of the era.

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1931 Cadillac 355 Convertible Coupe by Fleetwood — $165,000

Finished to top show level, this Fleetwood-bodied 355 Convertible Coupe wears a striking two-tone blue exterior over tan leather and a matching soft top. As one of Cadillac's most sculptural Classic Era designs, it represents the era when the marque first paired coachbuilt style with genuine engineering ambition.

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1937 Cadillac Series 75 Convertible Sedan (Imperial Division) — $164,995

Featuring a formal Imperial Division partition behind the front seats, this Fleetwood-bodied Series 75 Convertible Sedan combines chauffeur-driven elegance with true open-air motoring. Power comes from Cadillac's 346ci L-head V8 paired with a 3-speed manual, wrapped in coachwork that remains one of the most dramatic body styles of the pre-war era.

View this listing on Motorious →

1959 Cadillac Series 62 Convertible — $159,995

Finished in a soft pink over white leather, this numbers-matching Series 62 Convertible carries its original 390ci V8 with a 4-barrel carburetor and Hydra-Matic transmission. 1959 remains the high point of Cadillac's tailfin era, and this fully-optioned example (power steering, brakes, top, windows, and seat) is one of its most photogenic survivors.

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1938 Cadillac LaSalle Hearse — $149,000

Not every 'coolest' Cadillac needs to be a convertible. This exceptionally rare curved-side LaSalle professional car underwent a frame-up restoration and rides on a 159-inch wheelbase powered by a 346ci flathead V8. Complete with dual side mounts, carriage lights, and a rosewood casket table, it's an unforgettable show-quality oddity for the collector who wants something no one else has.

View this listing on Motorious →

The Model J itself needs little explanation to serious enthusiasts. Built after E.L. Cord's Cord Corporation acquired the Duesenberg brothers' company in 1926, the J debuted at the New York Auto Show in December 1928 as an unapologetic answer to the question of what a truly finest car in the world should be. A bare chassis alone commanded roughly $8,500, and with coachwork from the era's top outside builders factored in, a finished car could easily run past $20,000, a genuinely staggering figure heading into the Great Depression. Buyers were not shopping on value; they were shopping on straight-eight power, a 420-cubic-inch engine, and bodywork built to be seen.

J-156's own story took a detour early on. Records indicate the car suffered a serious accident in Pennsylvania not long after it left the factory, and rather than face a costly repair bill, it was tucked away rather than scrapped outright, sitting largely untouched for decades. It resurfaced in the 1970s in the hands of Leo Gephart, one of the sport's pioneering Duesenberg dealers, before moving on in the 1980s to the late Rick Carroll, a collector who would eventually own eighteen separate Model Js over his lifetime. Carroll's team determined the original chassis was beyond safe repair and sourced a correct replacement, while a new body was faithfully recreated to the original LeBaron Sweep Panel design after the existing coachwork proved too far gone to save.

Carroll showed the finished car at the AACA Special National Fall Meet in 1987, and after his passing in 1989, J-156 passed through his estate sale into the hands of fellow Duesenberg devotee Carmine Zeccardi. Under Zeccardi's ownership the car earned an AACA Senior National award at the 1990 Eastern Division National Spring Meet and later landed on the cover of Antique Automobile magazine in early 1991. From there the car surfaced at Auburn auctions in 1996, changed hands again in 2005, and settled into a private North American collection in 2011, where it has remained for well over a decade.

Today the phaeton wears a medium blue body and fenders set off by a lighter blue sweep panel, along with color-matched side-mount covers, dual Pilot Ray driving lamps, wire wheels, and a honeycomb radiator shell true to the era. A freshly fitted convertible top rounds out a car that looks every bit as sharp today as it would have rolling out of a coachbuilder's shop in 1932. Beyond its looks, ownership of a Model J opens the door to the tight-knit world of ACD Club events, including the annual Duesenberg tour, a perk that matters just as much to serious buyers as the car's provenance.

Cars with this kind of pedigree, having passed through the hands of Gephart, Carroll, and Zeccardi, rarely come up for sale, and the Auburn Fall auction puts it in front of bidders who understand exactly what they're looking at. For anyone chasing a genuine Grand Classic with a documented history rather than a good story stitched together after the fact, J-156 is about as strong a case as the hobby offers.

The 1959 model year gave the full-size Chevrolet lineup a dramatically lower, wider stance along with cat-eye taillights and horizontal fins that broke sharply from the fin-forward look of 1957 and 1958. The Impala sat at the top of that lineup, and the Sport Coupe's sweeping roofline remains one of the more distinctive silhouettes to come out of Detroit during the period.

Under the hood of this particular car is a factory 348ci Turbo-Thrust V8 paired with a two-speed Powerglide automatic, backed by power steering and power brakes. The chassis number decodes to an Impala or Nomad-series V8 car built at Chevrolet's Los Angeles assembly plant, and the seller reports the car shows 99,500 miles, though that figure is noted as mileage that may not reflect the true total. Beyond the drivetrain, the car carries a long list of period-correct add-ons: a Continental spare tire kit, functional NueVue spotlights, rear fender skirts, a Dagmar front bumper kit, polished wheel covers, dual antennas, and a padded dashboard, all sitting over a red vinyl bench-seat interior.

Recent servicing includes fresh fluids, greased front ball joints, new whitewall tires, a replacement brake booster, and attention to the valve cover seals, according to the listing. The paint is described as driver-quality with some orange peel, there's minor marring on the rear glass, and the windshield washer system is currently inoperable, reasonably minor items for a car the seller says has been driven regularly rather than trailered to shows.

So what is a car like this actually worth? That's where Hagerty's data is useful. Hagerty Valuation Tools currently prices a 1959 Impala Sport Coupe with the 348/250hp four-barrel in number-3, or Good, condition at roughly $59,200, a helpful benchmark for a driver-quality car like this one. Body style matters enormously with these cars: convertibles equipped with the same 348 four-barrel carry a Good-condition value closer to $116,000, and cars fitted with the tri-power 348 push even higher, while four-door sedans with the same engine option sit in the $17,000 to $24,000 range. That spread illustrates just how much sheetmetal and equipment can move the number on a full-size '59 Chevy, and it's worth checking the Hagerty Valuation Tools results for the model before placing a bid.

Bidding on this Sport Coupe runs through Thursday, August 20, with the current high bid sitting well under Hagerty's Good-condition benchmark for the model, one reason the listing has attracted a dozen bids so far. Buyers interested in tri-five-adjacent and full-size GM classics may also want to look at a recently featured 1955 Chevy Bel Air gasser and a 1998 Corvette Pace Car convertible that both crossed Hagerty Marketplace recently, along with a 1977 Pontiac Firebird Trans Am that shows how Hagerty's tools apply just as well outside the Chevrolet lineup.

The body itself is the headline. Fabricators Chris Miranda and Ben Star skipped fiberglass entirely, hand-shaping every aluminum panel over a Factory Five Racing chassis riding on a 112-inch wheelbase. The result reworks the original roadster silhouette into something far more theatrical: a custom hood punctuated by oblong injection-stack openings, sweeping hood sides that expose the independent front suspension, a louvered decklid and rear pan, and exhaust exits routed through each quarter-panel. Deep black paint sets off copper-toned trim throughout, giving the whole car that brass-and-boiler steampunk feel without tipping into costume territory.

Under that sculpted hood sits a 460-based V-8 stretched to 510 cubic inches by Peters Racing. Forged internals, including a Scat 4.150-inch crank, forged Scat rods, and JE 4.390-inch pistons, hold a 10:1 compression ratio, while an Imagine Injection System feeds twin-ported Edelbrock aluminum heads through throttle bodies styled after classic Weber units. Spent gases exit through handmade stainless headers from West Coast Auto Craft into Magnaflow mufflers, and power reaches the pavement through a TKO 600 five-speed manual paired with a Centerforce dual-disc clutch.

The chassis work is just as thorough. A Ford 8.8-inch Truetrac differential geared at 3.55:1 hangs from a four-link rear suspension with inboard coil-overs, while up front, unequal-length A-arms and a Unisteer rack keep things planted through corners. Braking comes from a Wilwood setup built around 11-inch discs sourced from a 2000 Mustang, giving this steampunk roadster the stopping power to match its output.

The build's reputation precedes it: this roadster has already been featured in Hot Rod, Hemmings, and Road & Track. The latter called it "a badass comic book villain interpretation of Henry Ford's original design," which feels about right once you take in the copper trim and louvered bodywork in person.

There's also an odd footnote in the paperwork. The car carries a California title with no year or model listed, and the make shows up simply as SPCNS, about as fitting a mystery as a one-off like this deserves. The Steampunk hot rod crosses the block as Lot #670 at Kruse Auctions' Auburn Fall sale on Saturday, September 5, 2026, giving collectors a rare shot at a car that's equal parts machine shop and metal sculpture.

Pick #1: 1975 Triumph TR6 — $20,000

Finished in a deep green over a black interior, this TR6 pairs classic roadster looks with a torquey inline-6 and a manual gearbox. It's the kind of top-down weekend car that rewards you every time you row through the gears, and at $20,000 it's a genuine entry point into vintage British sports car ownership.

View this 1975 Triumph TR6 on Motorious →

Pick #2: 1999 Pontiac Firebird Trans-Am — $20,000

Wrapped in bold red with a gray leather cabin, this Firebird Trans-Am is late-'90s American muscle at its most theatrical, complete with a power-operated convertible top. Under the hood is a V8 backed by an automatic transmission, so you get plenty of attitude with easy weekend-cruiser livability, and it's backed by traction control and anti-lock brakes to help keep that attitude in check.

View this 1999 Pontiac Firebird Trans-Am on Motorious →

Pick #3: 1989 Ford Mustang LX Convertible — $20,000

This Fox Body is the combination collectors chase: a 5.0L V8 paired with a 5-speed manual and a power convertible top. It has a clean Carfax and a distinctive VIN, and with its black-on-black look and factory graphics, it's an unmistakable slice of '80s Mustang attitude for the price of a modern commuter car.

View this 1989 Ford Mustang LX on Motorious →

Pick #4: 1996 BMW Z3 — $20,000

Famous for its cameo in "GoldenEye," the Z3 remains one of the most charming small roadsters BMW has ever built. This red-over-black example pairs a 1.9L inline-4 with a 5-speed manual and shows under 12,000 miles on a clean Carfax, making it a rare low-mileage way into an icon of '90s roadster design.

View this 1996 BMW Z3 on Motorious →

Pick #5: 2002 Ford Thunderbird — $20,000

Ford's retro-styled Thunderbird revival borrowed its bones from the Lincoln LS platform, and this 2002 example wears crisp white paint over a two-tone black-and-red leather interior. Power comes from a 3.9L V8 and automatic transmission, making this a comfortable, effortless cruiser with genuine styling presence for the money.

View this 2002 Ford Thunderbird on Motorious →

Pick #6: 2007 Nissan 350Z — $20,000

Finished in deep black with aggressive aftermarket wheels, this 350Z brings modern sports-car performance to the list with its V6 engine, automatic transmission, and heated leather seats. It's proof that a genuinely quick, great-handling coupe doesn't have to mean giving up daily comfort.

View this 2007 Nissan 350Z on Motorious →

Pick #7: 1941 Ford Rat Rod — $20,000

Sometimes the coolest car on the lot isn't a factory original at all. This custom-built rat rod pairs a Chevrolet 350 V8 and Holley carburetor with a hood-poking bug-catcher intake, red smoothie wheels, and a train horn mounted in the bed for good measure. It's raw, loud, and built purely to turn heads at every stoplight and car show.

View this 1941 Ford Rat Rod on Motorious →

Pick #8: 1970 Volkswagen Vanagon — $20,000

Finished in a cheerful Atomic Orange over black, this air-cooled VW bus is the ultimate laid-back cruiser. It won't win a stoplight drag race, but nothing turns a grocery run into an event quite like rolling up in a vintage Volkswagen bus, and few classics hold their charm — or their value — quite like these.

View this 1970 Volkswagen Vanagon on Motorious →

Pick #9: 1967 Cadillac Coupe DeVille — $20,000

Showing just 39,172 original miles, this low-mileage Coupe DeVille presents like a time capsule, right down to details enthusiasts look for like the original triangle headlight lens and unmolested door checks. It's finished in its factory color of Baroque Gold Metallic and shows a straight, accident-free body, offering old-school Cadillac luxury with genuine, well-documented history.

View this 1967 Cadillac Coupe DeVille on Motorious →

Pick #10: 1980 Triumph TR8 — $20,000

The TR8 is the rare Triumph that swapped the TR6's inline-6 for a 3.5L Rover V8, giving this Poseidon Green convertible a distinctive soundtrack to go with its wedge-shaped styling. Paired with a 5-speed manual and finished with a plaid-and-tan interior, it's a genuinely unusual piece of British sports car history that most people have never even ridden in, let alone owned.

View this 1980 Triumph TR8 on Motorious →

Inventory and pricing change fast in the collector car world, so if one of these catches your eye, don't wait too long to reach out. Browse the full Motorious inventory for even more finds at every price point.

This half-ton rode out of Chevrolet's AK-series truck program, the lineup the automaker leaned on when it resumed civilian truck production right after World War II. Rather than reinvent the truck, Chevrolet carried its prewar styling forward to meet pent-up postwar demand, wrapping a 115-inch wheelbase and ladder-frame chassis around a 216.5-cubic-inch inline-six backed by a three-speed manual gearbox. It was simple, rugged machinery, and that simplicity is a big reason so many of these trucks are still on the road today.

According to the listing, this particular truck spent years being brought back to its current condition, with the current owner's late husband tracking down correct replacement parts and refinishing it in light green with black fenders and front end. It rides on green-painted steel wheels with chrome dog-dish caps and wide whitewalls, and the bed still wears its wood planking. Inside, a brown vinyl bench seat sits under a crank-out ventilating windshield, and the truck retains its floor-mounted shifter, foot-operated starter switch, and factory heater. The seller notes a replacement VIN plate along with a few cosmetic marks, including a scratch on the passenger fender and some scuffing on the driver's door, but otherwise describes the truck as ready to drive home.

The title has carried a single family's name since February 1987. Per the listing, the current owner's late husband spent years restoring the truck, drove it in local parades, and picked up a few show awards along the way. He passed away in August 2025, and while the title now sits in his widow's name, she says she has no plans to get behind the wheel herself, noting in the listing that the truck "has a few old age spots, but so do I."

For buyers trying to gauge whether the current bid is a bargain, Hagerty Valuation Tools offers a useful benchmark. The guide currently prices a 1946 Chevrolet Series 3100 half-ton pickup in #3, or Good, condition at roughly $15,400, essentially in line with where this auction sits today, though that figure has softened nearly 5 percent recently. Hagerty's data also shows a wide spread in what these trucks bring at auction: 196 examples have sold publicly over the past three years, with results ranging from a $48,400 sale at Barrett-Jackson down to trucks that brought well under $20,000, and the most recent comparable sale, a 1946 Series 3100 half-ton that brought $24,019 on Bring a Trailer, suggests a well-sorted example like this one can outperform the guide's Good-condition number. Bidders can run their own comparisons before placing a bid.

Vintage pickups like this Chevrolet have become one of the more active corners of the collector market, a trend Motorious has tracked in a look at why vintage trucks are hot right now and in a roundup of the coolest pickups currently listed for sale. Fans of clean, unmolested Chevy trucks from this era may also want to revisit a restored 1958 Chevrolet Apache Cameo pickup that highlighted just how much interest these vehicles now draw. With over a week left on the clock, bidding on this 39-year family truck is far from over.

Mopar faithful, rejoice. From factory-winged aero warriors to numbers-matching Hemi legends, the current Motorious inventory is stacked with some of the rarest Plymouths left on the planet. We combed through the listings and rounded up the ten coolest examples for sale right now, ranked by rarity, performance, and sheer presence. Click through any listing to see the full photo gallery and dealer details.

No. 1 — 1970 Plymouth Superbird — $283,998

Restored with a Hotchkis suspension upgrade and correct Six-Barrel induction, this Tor-Red example wears the rare and highly desirable white bucket seat interior. It's a beautifully sorted example of the wildest wing car Detroit ever built for the street.

View this Superbird on Motorious →

No. 2 — 1969 Plymouth Road Runner Hemi — $249,500

Documented as a 1-of-1 factory configuration in Galen's Registry, this numbers-matching 426 Hemi 4-speed rolled off the line with the desirable Super Track Pak and remains one of just 194 Hemi post coupes built with a manual for 1969.

View this Road Runner Hemi on Motorious →

No. 3 — 1970 Plymouth 'Cuda Convertible — $188,000

Originally a 318 car, this Cuda has been transformed into a 426 Hemi-powered street machine finished in vivid Moulin Rouge over a white power top and interior. It's a bold, rare color combination on one of the most desirable E-Body convertibles around.

View this 'Cuda Convertible on Motorious →

No. 4 — 1970 Plymouth Superbird — $185,000

A real RM23 Superbird with an intact original dash VIN, door tag, and broadcast sheet, this Alpine White example has been family-owned since 1971 and is covered in the signatures of NASCAR racing legends. It's a genuine, numbers-verified Winged Warrior ready for a full resto or a sympathetic driver-quality refresh.

View this Superbird on Motorious →

No. 5 — 1970 Plymouth 'Cuda 440 Six-Pack — $174,995

One of just 146 hardtops built with the 440 Six Pack, this frame-off restored Cuda wears factory-correct Black Velvet paint over a black vinyl interior. The shaker hood, console shifter, and triple two-barrel carbs make it a true muscle car icon.

View this Cuda 440 Six-Pack on Motorious →

No. 6 — 1969 Plymouth Road Runner Hemi — $179,995

Registered with Galen Govier as one of just 187 automatic Hemi hardtops built for 1969, this Ivy Green Metallic Road Runner rides on a numbers-matching 426 Hemi and TorqueFlite 727. It's possibly the first Hemi Road Runner built at the St. Louis plant that year.

View this Road Runner Hemi on Motorious →

No. 7 — 1970 Plymouth 'Cuda Coupe — $128,000

Originally a mild-mannered 383 automatic, this 'Cuda was completely rebuilt around a date-correct 440 topped with an Edelbrock carb and a Lunati roller cam, producing roughly 500 horsepower through a rebuilt 4-speed manual. Finished in High Impact In-Violet, it's a documented big-block car built to drive hard.

View this 'Cuda Coupe on Motorious →

No. 8 — 1966 Plymouth Belvedere Hemi — $119,500

This isn't a clone or a tribute—it's a genuine 426 Hemi swap wrapped in a menacing black-and-flame paint scheme. A 727 TorqueFlite, Wilwood four-wheel disc brakes, and a Sure Grip 8¾ rear end back up the show-stopping looks with real street performance.

View this Belvedere on Motorious →

No. 9 — 1957 Plymouth Belvedere Convertible Hemi Restomod — $99,995

Finished in deep Chrysler Velvet Red Pearl with gold anodized trim, this fifties finned cruiser hides a modern 5.7-liter Hemi swap under the hood, backed by a 4-speed automatic with overdrive. Four-wheel disc brakes and a power top make it as easy to live with as it is beautiful to look at.

View this Belvedere Convertible on Motorious →

No. 10 — 1962 Plymouth Max Wedge Reproduction — In-Auction

Closing out our list with something truly wild: a period-correct cross-ram Hemi V8 recreation of Plymouth's legendary Max Wedge drag warrior, built on an original '62 block with aluminum heads, TTI headers, and a Dana rear end. Fresh interior and rechromed trim make it show-ready for the strip or the show field. Heading across the block at the 2026 Fall Carlisle Auction.

View this Max Wedge Reproduction on Motorious →

From factory Winged Warriors to numbers-matching Hemi hardtops and wild drag-strip recreations, this is easily one of the deepest benches of Plymouth muscle we've seen on Motorious at once. Browse the full inventory to find your own slice of Mopar history.

Introduced for the 1986 model year, the 560SL closed out an 18-year production run for Mercedes-Benz's R107-generation SL, and it arrived as the most powerful version ever sold in the United States. The 5.5-liter V8 made 227 horsepower in U.S. trim, a meaningful step up from the 380SL and 450SL that preceded it, cutting roughly four seconds off the sprint to 60 mph and raising top speed to about 130 mph. Mercedes-Benz backed up the extra power with a limited-slip differential, a reinforced rear suspension, anti-lock brakes, and a standard driver's airbag, upgrades that helped justify a sticker price north of $48,000 when new. The 560SL went on to outsell both of its V8 predecessors, with average annual production topping 12,000 units before Mercedes-Benz retired the R107 platform in 1990 for an all-new SL.

This example is finished in Signal Red over Palomino leather and rides on its original color-matched removable hardtop along with a black convertible soft top. Factory options include a limited-slip differential, automatic climate control, heated power-adjustable mirrors, cruise control, and a Becker Mexico Grand Prix AM/FM/cassette stereo. According to the seller, the car was purchased in 2023 from a friend of the original owner's family, and only around 300 miles have been added since. A window sticker, partial service records, and a clean CARFAX report accompany the sale, along with a clean Mississippi title. The seller notes typical wear on the leather seats and some cracked wood trim, along with a flood-zone registration flag from 2005 that carries no reported damage, salvage, or title brands.

Hagerty Valuation Tools currently prices a 1989 560SL in #3 (Good) condition at $23,400, though that figure has slipped 4.1% recently as the broader R107 market cools slightly from its earlier highs. Recent comparable sales tracked by Hagerty show just how wide the spread can be: a 53,000-mile 1989 560SL brought $35,963 on Bring a Trailer earlier this month, while a higher-mileage example with 153,000 miles sold for just $14,700 days later. With roughly 682 560SLs changing hands at public auction over the past three years, per Hagerty's data, low-mile, well-documented cars like this Covington example tend to sit toward the upper end of that range, making the current $10,000 bid look like it still has room to run before the gavel falls.

Bidding on this 560SL runs through Friday, August 21, at 2:20 p.m. EDT. Buyers weighing this car against other R107 convertibles may also want to look at a recently featured Final-Year 1989 Mercedes-Benz 560SL that crossed the block in Texas, a Dual-Top 1989 Mercedes-Benz 560SL time capsule finished in Midnight Blue, or a 1957 Mercedes-Benz 300SL Roadster that shows how far SL values can climb when a car checks every box for condition and provenance.

Chevrolet introduced the Chevelle for 1964 as a mid-size answer to the era's growing appetite for personal performance cars, and 1967 marked the final year of that first-generation body style before a full redesign arrived for 1968. The chassis tag on this car decodes to a Malibu V8-series two-door Sport Coupe built at Chevrolet's Atlanta assembly plant, one detail among more than a hundred photos documenting the car inside and out.

Power comes from a 327-cubic-inch small block fitted with Vortec cylinder heads, an Edelbrock intake manifold, and an Edelbrock carburetor, the latter freshened with a rebuild in 2024. Behind it sits a TH350 three-speed automatic that was overhauled with a shift kit in 2022, spinning a 2.73-geared open rear axle. According to the seller, the engine work dates back to 2016, though the exact mileage covered since then isn't documented.

The Chevelle wears a two-tone repaint from 2017, finished in Ford Molten Orange with Hyundai Pearl White stripes. Previous owners also swapped the factory bench seat for bucket seats and a center console, while the chassis has been updated with a front disc brake conversion, aftermarket sway bars front and rear, American Racing wheels, and a set of Marshall Instruments gauges. Recent service includes refreshed front and rear suspension bushings and ball joints, along with new brake lines, a brake booster, and a master cylinder. The seller also notes some expected wear for a car this age, including rust in the lower front fenders, paint chips near the windshield and doors, and a prior repair to the floor sheet metal.

Hagerty Valuation Tools offers useful context for shoppers trying to figure out what this Chevelle might be worth. A numbers-matching 1967 Chevelle Malibu Sport Coupe with the factory L79 327/325hp engine currently prices out at roughly $35,000 in number-3, or Good, condition, while a coupe with the milder 283/195hp engine lands closer to $17,200 in the same condition. Since this car pairs a non-original 327 with a driveline and interior that have both been modified from factory spec, it won't slot neatly into either figure, and modified cars like it typically trade at a discount to numbers-matching examples unless the build quality and documentation are exceptional. Still, the disc brake conversion, rebuilt transmission, and freshened carburetor suggest a car set up to be driven rather than trailered.

With the high bid at $10,000 and about a week left on the clock as of this writing, there's still time for the price to move before the auction closes. Shoppers who like the idea of a modified first-generation Chevelle but want more background on the model may want to read Motorious' deeper dive into the 1966 Chevrolet Chevelle, while fans of Hagerty Marketplace's rotating cast of Chevrolet listings can check out a recently featured 1998 Corvette Pace Car convertible. Buyers cross-shopping outside the Chevrolet lineup can also see how Hagerty's valuation tools apply to a 1977 Pontiac Firebird Trans Am currently listed on the same platform.

Mercedes-Benz introduced the 300 SL Roadster in 1957 as an open-top companion to the legendary Gullwing coupe, adapting the coupe's tubular chassis so that conventional doors could replace the coupe's signature upward-swinging panels. Production ran through early 1963, and Mercedes-Benz built just 1,858 examples in total, making every surviving car a scarce piece of postwar sports car history.

According to the auction house's history file, the car's first owner was Charles Kraus of Hinsdale, Illinois, who took delivery at the factory in 1958 and specified a red canvas soft top along with a thick, fitted leather tonneau cover, one of the rarest options ever offered on the 300 SL. Kraus kept the car for 41 years before it passed to California collector Don Sears in 1999, then to Kirkland, Washington collector Ken McBride in 2003, and finally to its current Southern California family in 2005, who have owned it for more than two decades.

In 2023, the current owner sent the roadster to Paul Russell and Company in Essex, Massachusetts for an extensive engine rebuild and mechanical recommissioning that touched the brakes, clutch, fuel injection, ignition and charging systems, reportedly totaling more than $250,000 in invested work, all while preserving the car's original, unrestored character. The car also wears a factory hardtop finished in red to match its rare soft top and was showing just 77,675 miles at the time it was catalogued for sale.

According to Hagerty's Valuation Tools, a 1958 Mercedes-Benz 300 SL Roadster in number 3, or Good, condition currently carries a price guide value right around $1,000,000, with values up roughly 3 percent over the past year alone. Hagerty's data also shows several open-top 300 SLs trading well above seven figures in recent months, including a 1962 example that sold for $1,518,500 and a 1959 car that brought $1,458,500, both through Bring a Trailer earlier this year. Against that backdrop, a numbers-matching, largely original example with such a well-documented ownership history and rare factory options helps explain why Gooding's estimate sits comfortably above the broader market's midpoint.

The sale comes as the collector car world descends on California for Monterey Car Week, where Pebble Beach Auctions 2026 joins a packed schedule of sales; our Collector's Guide to Monterey Car Week 2026 rounds up what else is crossing the block this year. Gooding's docket also includes other blue-chip machinery, echoing the kind of headline results we covered when Nick Mason's McLaren F1 GTR was consigned to RM Sotheby's Monterey sale. And for readers tracking where the wider market stands, our recent breakdown of the July 2026 collector car auction market offers useful context on how six and seven-figure classics have been performing heading into this week's sales.

Cars like this 300 SL Roadster are becoming harder to find every year. As more Gullwings and roadsters get pulled apart for cosmetic, numbers-matching restorations, survivors that retain their original finishes, interiors, and mechanical components only grow scarcer, and rarer still, more desirable to purists willing to pay a premium for authenticity over showroom shine.

Billed as Global Icons: The Patina Collective, the consignment celebrates Mercedes-Benz's so-called "Youngtimer" period, when the brand's staid W-body sedans, coupes, and wagons were handed over to independent tuning houses and transformed into outlandish personal statements. Names like AMG, Brabus, Koenig Specials, Zender, and Schulz worked their magic on everything from humble diesel wagons to top-shelf coupes, bolting on flared fender extensions, deep front splitters, multi-piece wheels, and interiors trimmed to order. The result is a rolling time capsule of an era when excess was the point, not an afterthought.

All 40 lots cross the block without reserve, and the estimates range from four figures to serious money. Topping the charts is a 1993 Mercedes-Benz 500 E AMG 6.0, a Porsche-built sedan turned AMG special estimated at $150,000-$180,000, closely trailed by a 1993 500 E Limited Prototype estimated at $100,000-$150,000 and a 1992 190 E 2.6 AMG 3.2 estimated at $80,000-$90,000. Other standouts include a 1990 300 CE-24 widebody built by Vitt Performance, a 2008 Maybach 57 S, and the catalog's opening lot, a 1973 450 SLC finished in period Koenig-Specials widebody form.

Previews are scheduled for August 14 through 16 at the consignor's facility, with in-person visits available to registered bidders by appointment. Bidding opens Monday, August 10, at 10:00 a.m. ET and begins closing the following Friday, August 21, with lots closing in 60-second intervals until the gavel falls on the final car. Online bidder registration is free, and a 10 percent buyer's premium applies on the hammer price.

For a generation of enthusiasts who grew up watching these cars in magazines and movies, Global Icons: The Patina Collective is a once-in-a-lifetime chance to bring one home. Full details, the complete lot list, and bidder registration are available now through Broad Arrow Auctions.

The Gullwing's existence traces back to New York importer Max Hoffman, who convinced Mercedes-Benz to turn its Le Mans- and Carrera Panamericana-winning W194 race cars into a production sports coupe. Hoffman's pledge to buy up to 1,000 units gave Stuttgart the confidence to greenlight the project, and the factory built FIA competition eligibility into the car from the outset, complete with an options list aimed squarely at gentleman racers who wanted to campaign their road car on weekends.

Chassis 5500517 was ordered with the factory's NSL-spec engine, a hotter camshaft, revised injection pump, and recalibrated distributor that added roughly 20 horsepower over the standard inline six, along with the desirable sport suspension package of shorter, stiffer springs and firmer shocks that dropped the car's stance slightly. Rudge center-lock wheels and a German Racing Silver exterior over red leather with plaid seat inserts round out a specification sheet more commonly associated with the ultra-rare alloy cars than with a standard production Gullwing.

Early ownership ran through a string of California-based 300 SL club members before the car landed with Fort Worth collector Dr. Myron Glickfeld, then settled into a single Texas collection for more than three decades. A body-on restoration performed by Bob Smith Coachworks in Gainesville, Texas, in 1994 returned the coupe to its original silver-over-red presentation, and a period-correct set of Karl Baisch luggage still rides behind the seats. Service records from marque specialists Eriksson Enterprises and Rene Luteraan document its continued upkeep in the years since.

What Hagerty's Numbers Say About the Gullwing Market

Gullwing values have held up as one of the more stable corners of the postwar collector market. Hagerty's valuation tools currently peg a #3-condition (Good) 1955 300 SL Gullwing at roughly $1.35 million, a figure that also breaks out factory options: Hagerty's own adjustments add about $100,000 for Rudge wheels and another $20,000 for fitted luggage, both of which chassis 5500517 carries from new. Recent public sales back up strength at the top of the market too, with a 1957 Gullwing bringing just over $1.9 million in Europe this past May and a 1956 example selling for roughly $1.56 million that same month. Set against that backdrop, Gooding's $2.5 million to $3 million estimate for a matching-numbers, factory-optioned car with a single-family, three-decade ownership stretch looks less like a stretch and more like a reflection of how much documented history and rare factory options matter to today's buyers.

This sale is part of a broader wave of Gullwing and Mercedes-Benz activity expected during Monterey Car Week, where Pebble Beach's auction houses traditionally offer some of the finest 300 SLs to come to market each year. For a broader look at what else is heading to the coast this month, check out our Collector's Guide to Monterey Car Week 2026, and for a sense of how the wider collector car market has been trending heading into August, see our breakdown of the July 2026 collector car auction market. Gullwing doors on a tighter budget are possible too: we recently covered a 1994 Suzuki Cara Gullwing Kei Coupe that crossed the block for a small fraction of the price.

Packard entered the 1930s determined to prove that American luxury could rival anything coming out of Europe, and the reintroduction of the Twin Six nameplate in 1932 did exactly that. The smooth, torque-rich V-12 gave Packard's flagship models an effortless kind of power that matched their imposing presence, and a sporting dual-cowl phaeton body on that chassis represented about as glamorous a combination as the marque ever offered.

This particular car's paper trail is unusually deep for a 90-plus-year-old automobile. Delivered new through Packard's Detroit branch in the fall of 1932, it passed through the hands of a Wisconsin owner before landing in Texas, where it was repainted and mechanically rebuilt in the late 1950s. From there it entered the stable of Bill Jones, an early collector connected to oil magnate Charles Urschel, a name that carries its own strange footnote in American history thanks to a highly publicized 1933 kidnapping. Urschel himself would later own the Packard for over two decades, and the car became known in collecting circles by his name. Later custodians read like a who's who of prewar car collecting, including Don Williams of the Blackhawk Collection, Duesenberg specialist Leo Gephart, and eventually Denmark's Frederiksen Collection, a group widely regarded as one of the finest assemblies of prewar automobiles ever curated.

Its most recent chapter is arguably its finest. The current owner commissioned Straight Eight LLC of Troy, Michigan to carry out a no-expense-spared restoration, with bodywork and paint handled by Paddock's Paint Works and the interior entrusted to Nostalgic Motoring Ltd. The result is a deep green livery set off by color-matched wheels, dual fender-mounted spare tires, and twin folding windscreens that give the car its distinctive sporting profile. Straight Eight also rebuilt the original Twin Six engine and gearbox, so the car is as ready for a long tour as it is for a show field.

Remarkably, this Packard has not been presented at a single concours since the restoration wrapped up, which means whoever buys it at Auburn will get the rare privilege of debuting a fully sorted, historically significant Classic Era automobile on the show circuit. Kruse Auctions has the car listed as Lot #640 for its Auburn Fall auction, set for Saturday, September 5, 2026, in Auburn, Indiana.

Under the hood sits a Katech-developed C5-R 427 cubic-inch V8, rebuilt in June 2020 with Jesel rocker arms, Manley exhaust valves, Johnson tie-bar lifters, a DeWitts dual-fan cooling setup, an external oil cooler, long-tube headers, and a custom dual exhaust. Power routes through a 6-speed manual and a limited-slip differential, giving this fixed-roof Z06 a genuinely track-bred drivetrain rather than a bolt-on power adder.

The Specter Werkes GTR bodywork is what really sets this car apart visually. The widebody kit stretches the front track about 3 inches and the rear about 6 inches, and it's paired with a vented cowl-induction hood, fixed projector-style headlights, larger front fender vents, rocker extensions, a removable front splitter, and a rear wing. Silver 19-inch Forgeline GS1R wheels wear Michelin Pilot Sport Cup 2 tires sized 285/30 up front and 325/30 out back, filling out those flares properly.

The chassis received matching attention: four-way adjustable Feal coilovers with Swift springs, Pfadt Race Engineering adjustable anti-sway bars, refreshed control arm bushings, SPL tie-rod ends, and SKF wheel bearings all work together to handle the wider footprint. Stopping power comes from AP Racing Pro 5000 R calipers clamping Essex two-piece slotted rotors at all four corners. Inside, high-back bucket seats with Z06 and GTR embroidery sit alongside dual-zone automatic climate control, cruise control, a head-up display, and a Bose sound system, so the cabin hasn't been stripped out in the name of lap times.

So what does a build like this mean for value? Hagerty's valuation tools currently peg a stock 2002 Corvette Z06 in #3 (Good) condition at around $24,100, and Hagerty's own sales data shows base C5 Corvettes from this era trading anywhere from the high teens to the mid-$50,000s depending on mileage and condition, with the rare exceptional example climbing as high as $275,000 at auction over the past three years. A stock Z06 sits well under this car's $57,000 ask, but that's the point: this isn't a stock Z06. It's a documented, low-mile GTR conversion with a fully built C5-R engine and race-grade suspension and brakes, the kind of provenance and rarity that tends to pull a modified Corvette's price well above Hagerty's baseline numbers for unmodified cars.

Gateway Classic Cars has become a familiar name for Motorious readers tracking the collector market, and this Z06 follows other standout consignments the dealer group has brought to auction. Shoppers who like the idea of a modified C5 but want something closer to stock can browse current listings in our Chevrolet inventory, and anyone curious how a new Z06 stacks up against this one should also check out our look at the first 2023 Corvette Z06 to land in Australia.

Under the rear clamshell sits the NSX's original all-aluminum, 3.0-liter VTEC V6, though very little else about the drivetrain has been left alone. A GruppeM intake and Spoon Sports headers feed into a Saclam Spec A exhaust system, while the chassis has been stiffened with NSX-R and Type S Zanardi bracing components. Suspension duties fall to adjustable Öhlins coilovers, and stopping power comes from Spoon Sports monobloc front calipers paired with NSX-branded rear units. Diamond-cut 16-inch and 17-inch Mugen M7 wheels wear Falken Azenzis rubber, and the cabin has been finished with a Type S Zanardi steering wheel, a matching shift knob, and a short-throw MITA shifter.

This particular example has bounced around the Bring a Trailer ecosystem before. The same car sold on the platform for $115,000 in April 2023, then returned to auction that December, where bidding reached $87,000 without meeting reserve. Its current owner acquired it in 2024, and now, with 48,000 miles on the odometer, it's back in front of bidders again, this time with a current bid of $80,500 and several days left on the clock.

That price swing is worth putting in context. According to Hagerty's valuation tools, a 1992 Acura NSX in number 3, or Good, condition currently carries an average value of about $67,500, up 7 percent recently, while Hagerty's data shows NSXs from this model year selling anywhere from roughly $28,000 to more than $164,000 at public auction over the past three years, depending on mileage, originality, and modification level. Modified examples like this one tend to split buyers: some collectors pay a premium for tasteful, reversible upgrades from respected shops like Spoon Sports and Mugen, while others chase numbers-matching, unmolested cars instead.

Either way, the NSX has quietly become one of the more closely watched Japanese collector cars of the last decade. Honda's original everyday supercar keeps showing up in strong sales, from tribute-spec builds to numbers-matching cars like this 1999 Acura NSX Zanardi Edition, and Acura has now retired the nameplate twice trying to recapture that magic. The current NSX market isn't just about clean survivors, either, as modified cars are increasingly proving they belong on track alongside modern machinery, the way this NSX did when it went wheel to wheel with a Camaro SS, Mustang GT, and Audi RS 3.

With Mohr Imports offering this NSX as part of its broader Monterey Car Week Collection, it's arriving at auction right as the collector car world descends on California for Car Week. Bidding remains open on Bring a Trailer through August 13 for anyone looking to add a modified slice of Honda's F1-derived supercar to their garage.

The Venom F5 is Hennessey's answer to the modern hypercar arms race, and the specs justify the hype. Under the rear deck sits a twin-turbocharged 6.6-liter V8 nicknamed Fury, rated at 1,817 horsepower and 1,193 lb-ft of torque when running on E85. Hennessey claims a 0-60 mph time of 2.5 seconds, a 186 mph pace covered in just 10 seconds, and an engineered top speed north of 300 mph. A carbon fiber monocoque chassis with matching body panels keeps dry weight under 3,000 pounds, while a functional front splitter and rear diffuser produce genuine downforce while holding the car's drag coefficient to 0.39. Power reaches the pavement through a 7-speed semi-automatic gearbox with paddle shifters, and the chassis rides on fully adjustable Penske coil-overs with carbon ceramic brakes tucked behind forged alloy wheels.

This example wears a Lausanne Silver exterior over a Dark Ink leather interior, a subdued palette for a car built to embarrass almost anything else on the road. The sale includes the kind of paperwork collectors want to see on a hypercar like this: original factory documentation, the window sticker, a battery tender, and two custom Goodwood-fitted car covers. With only 428 miles logged since it left Sealy, Texas, it is about as close to new as a Venom F5 is likely to get on the open market.

Because Hennessey builds in such small numbers, the Venom F5 doesn't yet have its own entry in Hagerty's price guide, so there's no clean historical chart to point to the way there would be for an older exotic. Motorious ran into the same gap recently while covering a one-off Napier Green McLaren Elva heading to that same Mecum Monterey sale, where Hagerty's data on the related McLaren P1 offered the closest available proxy: a 2014 example in good condition currently trades near $1.5 million, up more than 10 percent over the past year. Hagerty's numbers on the Bugatti Veyron are useful here too, since the range-topping Veyron Super Sport sits in the $1.85 million to $1.9 million band in good condition. A $2.3 million to $2.7 million estimate on a low-mile Venom F5 lands comfortably above both benchmarks, which tracks with Hennessey's tiny 24-unit production run and the car's outright performance claims.

The Venom F5's trip across the block is part of a bigger story playing out at Monterey Car Week this year, as hypercar buyers get an unusually wide range of new and established metal to consider. Motorious also covered Zenvo's Aurora Tur and Agil hypercar duo, which made their most significant US appearance yet just up the road in Carmel Valley, another sign of how crowded the four-figure-horsepower segment has become. Readers looking for the full scope of what's crossing blocks and filling lawns this week can check out our Collector's Guide to Monterey Car Week 2026.

Whatever the Venom F5 brings on August 15, it's a useful data point for a car with almost no public sales history to lean on. With only 24 built and demand for the segment still climbing, this Sealy-built hypercar is likely to set a marker other Venom F5 owners will be watching closely.

The 356SC represented the final and most sorted evolution of Porsche's original sports car before the 911 took over in 1965. Four-wheel disc brakes arrived with the 356C generation, and the SC's 1,582cc flat-four, factory-rated at 95 horsepower, squeezed the most performance Porsche could pull from the pushrod architecture that had powered the marque since 1948. It is the variant collectors tend to chase hardest within the long 356 production run, pairing the model's most developed chassis with its strongest numbers-matching engine option.

This particular coupe was ordered new in 1964 by a U.S. serviceman stationed in Bangkok, Thailand, purchased through Tourists International Est. of Geneva and shipped to the Port of Wilmington, Delaware. The seller reports the car has stayed registered in the New England region ever since, remaining in the same family for 66 years under what they describe as garage-kept care. The original purchase agreement, the Certificate of Authenticity, a factory tool kit, a matching spare wheel, and a spare period radio all accompany the sale.

Over several years, the 356SC underwent a thorough mechanical refresh using factory and Stoddard-sourced parts. The original 1,582cc engine was rebuilt and bored to 1,750cc, the transaxle was overhauled, the suspension refreshed, and the cabin reupholstered in black leather. Mountaintop Motorsports in Frederick, Maryland supplied and fitted a replacement nose section, and new glass was installed throughout. Most recently, Erdle Automotive in Laytonsville, Maryland serviced the fuel system and ignition in July 2026, keeping the coupe road-ready ahead of its sale.

Hagerty Valuation Tools currently prices a 1965 Porsche 356C 1600 SC coupe in #3, or Good, condition at $130,000, though that figure has slipped 10.3 percent in recent tracking, reflecting a broader cooling in air-cooled 356 values industry-wide. The cabriolet body style commands considerably more, valued at $195,000 in the same condition tier, showing how much open-top examples outpace coupes in this range. Hagerty's data also shows real spread at auction: 356C 1600 SC examples have sold anywhere from $2,912 to $762,500 over the past three years across 368 recorded public sales, a reminder that condition, originality, and documentation drive enormous swings in what these cars actually bring. Against that backdrop, the current $25,501 bid on this coupe sits well below guide value, leaving room to climb before the auction closes.

Bidding on this 356SC continues through Tuesday, August 18, with the seller's original purchase agreement and decades of service records offering the kind of paper trail that is increasingly rare in the air-cooled Porsche market. Collectors tracking that market's broader direction can find more context in Motorious's breakdown of the July 2026 collector car auction market, while those curious how Hagerty's tools translate to other marques may want to look at a recent no-reserve 1977 Pontiac Firebird Trans Am that ran through the same Marketplace platform. For readers heading to the coast this week, Motorious's collector's guide to Monterey Car Week 2026 rounds out the bigger picture of where the vintage market stands heading into the fall auction season.

The Autoform package reshapes much of the Viper's factory bodywork, adding a new hood, front fascia, hood scoop, side skirts, and rear valance, along with a raised rear spoiler that gives the coupe a more aggressive stance than a stock GTS. Autoform also supplied a set of 18-inch BBS LM wheels and a Corsa exhaust system, upgrades that were popular among Viper owners chasing a look and sound to match the car's performance.

Underneath that bodywork sits an 8.4-liter version of Chrysler's V10, built by Hennessey Performance under its 650R program. The work on this car is said to have produced 558 horsepower and 565 lb-ft of torque measured at the rear wheels, a substantial jump over the 450 horsepower the GTS made from the factory in 2001. Power still reaches the pavement through the Viper's original six-speed manual gearbox.

Inside, the red-and-silver exterior is matched with custom black-and-red Connolly leather upholstery, along with an Alpine stereo, power windows, and air conditioning. The current seller acquired the car in 2026, and the Viper now shows just under 2,600 miles, with service records, a clean Carfax report, and a New York title accompanying the sale.

The Viper is being offered by Geneva Motorcars, a BaT Local Partner dealership in Darien, Wisconsin. Bidding on Lot #257,582 stood at $60,000 as of this writing, with the auction scheduled to end August 13.

For buyers trying to work out what a modified Viper GTS like this one is really worth, Hagerty's valuation tools offer a useful benchmark. Hagerty currently prices a numbers-matching 2001 Viper GTS in #3 (Good) condition at $55,900, down 2.3% in recent months, while the broader 1996-2002 GTS market has ranged from roughly $24,750 to $130,000 at auction over the past three years across 141 recorded public sales. A 2001 GTS sold for $108,000 through GAA Classic Cars in July 2026, and Hagerty's own guidance notes that modifications like the Hennessey engine work on this car can move value in either direction depending on how much they appeal to a given buyer, meaning documentation and build quality matter just as much as horsepower when it comes time to sell.

This Viper arrives amid a busy stretch of notable auction activity. Motorious has recently covered a no-reserve 1977 Pontiac Firebird Trans Am, Nick Mason's one-of-a-kind McLaren F1 GTR, and a 1,300-mile 2021 Nissan GT-R NISMO, each offering its own lesson in how Hagerty's data can inform what a distinctive collector car is really worth at auction.

The seller bought the car new from Porsche Annapolis in 2015 as a replacement for a previous Cayman R and has kept it ever since. Overseas assignments took the GT4 to South Korea for two separate stretches, first under diplomatic registration and later through a military status-of-forces agreement, which accounts for a multi-year gap in the domestic registration history shown on the Carfax. Throughout both postings, the seller says the car was serviced exclusively at authorized Porsche centers in Seoul and Busan, and by Porsche San Diego and a trusted independent shop while stateside.

Because of its early production date, this GT4 was built ahead of the run of cars affected by Porsche's third-gear recall, and the seller has pulled DME overrev reports on two separate occasions to back up the mechanical history. Track use has been modest, five days total split between PCA and Porsche Club of Korea events at circuits including Willow Springs and Inje Speedium, and the car recently received a fresh set of Michelin Pilot Super Sport tires. Reported flaws are minor and typical of the model, including some scuffing on the front lip, a sticky PCM volume knob, and a couple of small rock chips.

Porsche introduced the Cayman GT4 for the 2016 model year as the first GT-badged version of its mid-engine coupe, borrowing brake and suspension hardware from the 911 GT3 and pairing a 3.8-liter flat-six good for 385 horsepower and 310 lb-ft of torque exclusively with a six-speed manual. Global production landed around 2,500 cars, and the window sticker on this particular example shows an as-new price of $100,465, with options including 20-inch GT4 wheels, an extended-range fuel tank, and Porsche Communication Management with navigation. For readers cross-shopping the earlier, more attainable generation, our Porsche Cayman 987 Buying Guide covers what to check before buying.

Hagerty's valuation tools peg a #3-condition (Good) 2016 Cayman GT4 at $108,000, up 10.9% recently, and the broader auction record shows just how wide the spread can be. Hagerty has tracked sales as low as $29,521 and as high as $218,400 over the past three years, with the most recent sale going for $96,600 in late July. That range underscores how heavily originality, mileage, and documentation, exactly what this listing leans on, can swing outcomes. It is part of a broader pattern Hagerty has flagged across Porsche's most collectible models; the brand's Carrera GT recently earned a spot on Hagerty's 2026 Bull Market List, and buyers tracking the newer 718-generation cars can see where values are headed in our coverage of a 2023 Porsche 718 Cayman GT4 RS.

With days left on the clock and no reserve to clear, this Cayman GT4 is shaping up as a useful data point for where clean, well-documented examples land in today's market. Bidding, photos, and the full history file are available on the listing.

The story behind Elegante begins with commercial artist Harry Birdsall, who dreamed of a European-style luxury cruiser that Detroit simply wasn't building. Teaming up with his friend Joe Mascari, Birdsall started with a 1953 Cadillac Series 62 chassis, complete with its 331-cubic-inch V-8 and four-speed Hydra-Matic gearbox, then handed his rough sketches to designer Albrecht von Goertz. It's believed to be Goertz's first automotive commission after opening his own studio, and just two years later he'd go on to pen the BMW 503 and the now-iconic BMW 507.

With the design finalized, the build itself went to Carrozzeria Rocco Motto in Turin, Italy, where craftsmen spent roughly 30 months hand-forming the aluminum body and lowering the chassis by eight inches for a lower, sleeker stance. The finished car packed a hydraulically retractable hardtop, a Lucite steering wheel, gold-plated bronze trim, and a wraparound windshield, details that made it every bit as extravagant as its reported $30,000 price tag suggested. When Elegante finally returned stateside and debuted on a rotating stand at the 1955 New York International Auto Show, it earned a writeup in The New York Times under the memorable headline about a gold-plated Cadillac stealing the show.

Ownership passed through a handful of hands over the following decades, including a stint with Florida road-construction executive Stan Marks, who reportedly refused every offer from the Birdsall family to buy the car back. It wasn't until 1992 that Harry's son, Richard "Dicky" Birdsall, finally reacquired the family car and began a painstaking 16-year restoration to return it to its original glory, both cosmetically and mechanically. That labor of love paid off when Elegante reappeared at the 2014 Amelia Island Concours d'Elegance and took home the People's Choice award, cementing its status among collectors as one of the more significant coachbuilt American concepts of its era.

Now, for the first time since it was conceived over 70 years ago, Elegante is being offered to the public. The Cadillac crosses the block as Lot 620 at Kruse Auctions' Auburn Fall sale on September 5, 2026, and the deal includes a custom-built, climate-controlled Pegasus Race trailer along with a trove of period photographs, magazine clippings, and a limited-edition scale model. For collectors chasing something genuinely one-of-a-kind, a piece of American dream-car history that's never changed hands at auction, this may be the only chance they ever get. See it v.

According to the listing, chassis 2W87Z8L171597 was originally delivered through Jim Fresard Pontiac in Royal Oak, Michigan, shipping from the factory on May 20, 1978. The current owner has held the car since 2016, adding roughly 4,000 of the 97,900 miles now showing on the odometer, and the sale includes PHS documentation, a partial factory build sheet, original manufacturer's literature, and service records that trace the car's upkeep back through that ownership.

The W72 designation refers to the 400-cubic-inch, 6.6-liter V8 built to the highest output specification Pontiac offered that year, and it is paired here with the WS6 Special Performance Package's stiffer springs, larger sway bars, and revised shock valving, the combination that gave the Trans Am handling to match its looks. This particular car backs up the drivetrain with a 4-speed manual, Hurst T-tops, and the factory hood decal, plus a lengthy options sheet that includes air conditioning, power windows and door locks, a tilt wheel, a Delco AM/FM stereo, and color-keyed seat belts, the kind of well-equipped, PHS-documented example that tends to bring a premium at sale.

The seller's records show meaningful mechanical attention over the past decade, including a 2022 power steering gearbox and hose replacement, a 2019 clutch swap, and a 2017 refresh that touched the seats, carpet, radiator, suspension, and dash instruments, along with fresh tires and a battery this year. The listing is upfront about a couple of flaws, too: the air conditioning system does not currently function, and there is a small bubble in the paint on the lower passenger door, both worth budgeting for if the car ends up in a new garage.

Hagerty Valuation Tools offer some useful context for why bidders are paying attention to this specific combination. The price guide separates W72/WS6 cars from base V8 Trans Ams, and a number-3-condition (Good) example of this high-output, WS6-equipped 1978 Trans Am typically prices in the mid-$30,000 range, with number-2-condition (Excellent) cars often pushing past $50,000 when documentation and originality check out. Hagerty's data also suggests Pontiac's late-1970s Trans Am market has held up better than most of its Malaise-era muscle car peers, a reflection of how tightly the W72, WS6, and Hurst T-top combination is tied to the nameplate's cultural peak.

This Trans Am arrives amid a broader run of Pontiac muscle finding its way to Hagerty Marketplace and Motorious readers lately, including an Ex-Tin Indian Racing 1967 Pontiac GTO convertible and a Rare 1970 Pontiac GTO Judge Ram Air III that both crossed the block in the past week, alongside a numbers-matching 1971 Oldsmobile 442 convertible chasing similar GM muscle money. Readers looking for a more affordable way into the second-generation Firebird's look have also been drawn to a recent LS-swapped 1973 Trans Am tribute that traded on eBay Motors for $40,500, a reminder of just how big a premium genuine W72/WS6 cars like this one command over resto-mod tributes. For the bigger picture on where muscle cars fit into this summer's broader collector market, our July 2026 auction market breakdown is worth a read.

Bidding on this Solar Gold Trans Am remains open on Hagerty Marketplace ahead of its Tuesday, August 18 close.

#1 – 1971 Pontiac GTO Judge ($174,900)

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Pontiac killed off the Judge midway through 1971, and this Aztec Gold hardtop from RK Motors is about as special as the breed gets. It's one of just 357 Judge hardtops built that year, and one of only 138 fitted with the TH400 automatic — loaded with a staggering 31 factory options, including the ultra-rare cassette deck. Frame-off restored, PHS-documented, and still running its numbers-matching 455 HO V8 under a functional Ram Air hood, it's the priciest GTO on Motorious right now for good reason.

#2 – 1970 Pontiac GTO Convertible Judge Tribute ($163,000)

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This droptop from Gateway Classic Cars leans into pure theater: black on black on black, a 400 CID V8 backed by a 4-speed manual, and an automatic power top that drops at the touch of a button. Judge graphics, Rally II wheels, and Firestone Wide-Ovals complete the look, while an 8-track-era AM/FM cassette setup keeps the cruise authentic. It's a tribute rather than a numbers-matching original Judge, but few GTOs command a room quite like this one.

#3 – 1970 Pontiac GTO Judge Ram Air III ($135,495)

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Numbers-matching and PHS-documented, this Judge from Imperial Motorcars retains its factory Ram Air III 400 V8, Muncie M-20 wide-ratio 4-speed, and 3.55 Safe-T-Track rear end — one of just 3,629 Judge hardtops built for 1970. It's finished in Palomino Copper over Sandalwood, an exceptionally rare factory color combination that few other surviving Judges can claim, backed by complete PHS paperwork and factory billing history.

#4 – 1968 Pontiac GTO Custom Convertible ($127,998)

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This isn't a numbers-matching survivor, it's a statement. Volo Auto Museum's body-off build wears a Lamborghini-spec orange pearl finish over a hand-stitched Lamborghini leather interior, with hideaway headlights, a Judge spoiler, and staggered Foose wheels. Under the functional Ram Air hood sits a freshened 400-cube V8 making roughly 400 horsepower, dressed in polished Edelbrock aluminum and chrome. It's a GTO built for showing off as much as driving.

#5 – 1970 Pontiac GTO Convertible ($119,900)

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College Street Classics is offering this Burgundy droptop with its numbers-matching 455 L75 V8 still under the hood, backed by a factory Ram Air intake, three-speed automatic, and a 12-bolt Safe-T-Track rear end. The body-off rotisserie refurbishment brought it back to sharp condition inside and out, right down to the Rally gauges and 8-track player, and it comes with build sheets, a window sticker, and Pontiac Historical Services documentation.

#6 – 1969 Pontiac GTO Judge ($115,000)

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Fresh off a frame-off restoration with zero miles since completion, this Carousel Red Judge still carries its matching-numbers Ram Air III 400 V8, hideaway headlights, and correct Judge graphics package. The 4-speed setup has been converted to an automatic, but everything else presents showroom-fresh, right down to the factory Rally II wheels. For a buyer chasing that just-restored, ready-for-a-show-field look, it's hard to beat.

#7 – 1969 Pontiac GTO "The Judge" ($112,995)

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Smoky Mountain Traders has had this Verdoro Green Judge for nearly 20 years, and it shows in the level of care. The correct WS-coded Ram Air III 400 backed by a matching-numbers Muncie 4-speed and 3.55 Safe-T-Track gears is all there, along with a functioning hood tach, Hurst shifter, and factory Rally II wheels. PHS documentation and the original build sheet come with the car, making it a legitimately correct Judge rather than a clone.

#8 – 1965 Pontiac GTO ($109,998)

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Reef Turquoise over a Turquoise Morrokide interior is a color combination you rarely see on a first-year GTO, and Volo Auto Museum's example wears it beautifully after a two-year, nut-and-bolt restoration. It's numbers-matching down to the Protect-O-Plate, running its original tri-power 389 and a Hurst-shifted Muncie 4-speed. Reproduction gold-line tires, correct Rally I wheels, and a spotless engine bay round out a car that could headline any Pontiac collection.

#9 – 1970 Pontiac GTO Judge ($106,998)

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Polar White with a red interior is the classic Judge look, and this PHS-documented example backs it up with a genuine 4-speed drivetrain and a correct Ram Air III 400 rated at 366 horsepower. Volo's frame-off restoration kept everything to stock specification, from the boxed rear control arms to the quad-tip exhaust exiting through the valence, making this a clean, straightforward Judge for a buyer who wants the real thing without a six-figure premium.

#10 – 1970 Pontiac GTO SC/Tiger ($104,900)

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GR Auto Gallery calls this the "Million Dollar Tiger," and with well over $500,000 invested, it's easy to see why. A stroked 421ci LS3 wearing a ProCharger supercharger and FiTech injection routes power through a Tremec 6-speed to a Ford 9-inch rear end, all riding on a RideTech air suspension with rack-and-pinion steering. Add Baer 13-inch brakes, a powered convertible top, and a 1,400-watt Focal sound system, and you have a GTO silhouette hiding a genuine supercar underneath.

Austin built the FX4-style taxi to shuttle passengers around London, not to win stoplight drag races, so a proper V8 swap turns the formula on its head. Buick's Nailhead engines, produced from the early 1950s through 1966, earned their nickname from vertically mounted valves that resemble a row of nails, and they've long been favorites among builders chasing old-school torque and a distinctive rumble for unconventional swaps like this one. That same appetite for dropping American muscle into a car nobody expects shows up in a certain 1969 Dodge Charger's 383 Magnum build, proof that big cubic inches and head-turning paint aren't reserved for Detroit iron alone.

Inside, the taxi keeps its formal cabin intact, pairing dark blue paint with a black leather split-bench seat, a floor-mounted shifter, four doors, and the raised roofline that once made room for top-hatted London fares to climb in without ducking. The dealer notes that a new street rod listing is on the way, hinting that this Nailhead-powered cab may be the first of several oddball builds cut from the same cloth.

Because Austin taxis rarely change hands stateside, Hagerty Valuation Tools doesn't carry a price-guide entry for the FX4-style cab the way it does for more common Austins. A 1964 Austin Mini Cooper in #3 (Good) condition, by comparison, spans roughly $21,700 to $34,100 depending on engine and trim, while a lower-powered Countryman wagon from the same year lands closer to $17,100, showing just how much spec and desirability can move the needle within a single British marque. A one-off swap like this taxi ultimately trades on build quality and novelty rather than a price guide line item, the same dynamic Hagerty's data highlights around a certain blown 468-powered 1955 Chevy Bel Air gasser that recently chased bids on Hagerty Marketplace.

The taxi is available for viewing by appointment only in DeBary, Florida. For shoppers who'd rather browse something already wearing its running gear on its sleeve, current inventory also includes a numbers-matching restoration in the same spirit as a certain 1976 Chevy K5 Blazer Cheyenne, another example of how much variety turns up in Motorious's daily listings.

Finished in deep matte black over a gray interior, this Exige rides on a clean Nevada title and pairs its numbered-edition status with a 6-speed manual, the only gearbox Lotus offered on the car. Under the rear clamshell sits the familiar Toyota-sourced 2ZZ 1.8-liter inline-four, force-fed by a supercharger to produce 257 horsepower and 174 lb-ft of torque, sent to the rear wheels alone. At barely a ton in curb weight, that's enough to make the Exige S 260 one of the quickest-feeling cars of its era in a straight line, and one of the sharpest through a corner.

The Final Edition designation isn't just a badge, either. This example carries the Sport, Touring, and Track packs together, meaning the AP Racing front brakes and Ohlins dampers that made the S 260 famous on track days are joined by creature comforts many owners skipped, like power windows, air conditioning, and an Alpine head unit with Bluetooth. It's a rare combination of stripped-down driver's car and something that won't punish you on the drive home.

The odometer shows roughly 6,700 miles, though the story behind that number is worth knowing. According to the seller, the original instrument cluster began developing the solder-joint issues common to aging Lotus clusters, so it was swapped for an upgraded AiM MX2E digital unit, a fix the seller says Lotus now recommends since factory clusters are no longer available. The seller states Lotus and AiM coordinated the changeover so the new cluster would carry over an accurate mileage reading, and the original cluster is said to be included with the sale. A Carfax report attached to the listing shows a registration gap between 2012 and 2016 but no accidents, with the car registered to two owners across Arizona and Nevada since new.

Lotus introduced the Series 2 Exige in 2004, stretching a fixed roof and more aggressive aero over the Elise's ultra-light extruded aluminum chassis. The formula only grew more focused from there, culminating in the supercharged S 260 and, eventually, this Final Edition, one of the last expressions of Colin Chapman's simplify-then-add-lightness philosophy before Lotus moved on to the next generation of Evora-based cars.

As of this writing, bidding on Cars & Bids sits at $76,000 with several bids logged, a number that lines up closely with what Hagerty's valuation tools show for this exact configuration. Hagerty's Price Guide lists the 2011 Lotus Exige Matte Black Final Edition at $57,700 in number-3, or Good, condition, though its own past-sales data tells a wider story: recorded auction results for Exige variants over the last three years range from roughly $49,500 for an early base car up to $116,667 for a low-mileage 2011 S 260 Final Edition sold via Bring a Trailer in late 2025. A similar 2009 S 260 sold for $79,800 on Cars & Bids just last month, suggesting this Henderson car's current bid still has room to climb before the auction closes.

Enthusiast interest in analog, driver-focused cars like the Exige hasn't cooled, either. Motorious recently covered a similarly uncompromising 1984 Donkervoort S8 2.0 that spent decades with one owner, another example of lightweight, purpose-built sports cars holding their own in today's market. For readers tracking no-reserve auctions more broadly, our look at a restored 1976 Chevy K5 Blazer Cheyenne chasing bids on Cars & Bids and a 3,000-mile 2022 Shelby Super Snake Coupe closing in on six figures on Hagerty Marketplace both show how much provenance and documentation can move a final number.

With days left on the clock, it will be worth watching whether this numbered Exige climbs toward the top of its market range or settles closer to the middle. Either way, it's a rare chance to buy one of the last and most complete versions of Lotus's featherweight formula.

Introduced in 1970, the second-generation Firebird carried Pontiac's muscle car ambitions well past the fuel crisis and into the late 1970s, and by 1977 the Trans Am had become the model's halo car thanks largely to its supporting role in "Smokey and the Bandit." This particular car started life as a white hardtop with a blue interior before a previous owner refinished it in Starlight Black, added gold Firebird and Trans Am graphics, and cut in a pair of removable T-top roof panels sometime in the 1980s. The result is a driver-focused homage rather than a numbers-matching restoration, and the seller is upfront that it delivers the look of a black-and-gold Bandit car without the premium of an original example.

Under the shaker hood is a 400-cubic-inch V8 paired with a four-speed manual transmission and rear-wheel drive, a combination that was already becoming rare by the late 1970s as automatics took over most of the Firebird line. The chassis number decodes as a Trans Am-series, 2-door sport coupe built at Pontiac's Norwood, Ohio assembly plant with the Z-code 400 V8, and the seller reports 54,100 miles, though those miles are noted as unconfirmed. Inside, the black vinyl cabin has been dressed up with saddle ostrich-pattern inserts and piping, a custom touch that sets the interior apart from a stock Trans Am. Other highlights include a set of 15-inch Keystone aluminum wheels, front and rear spoilers, an aftermarket dual exhaust system, and a spare set of rear wheels wrapped in BFGoodrich Comp T/A drag radials for weekend track days.

As with most driver-quality survivors and tribute builds, this Trans Am isn't perfect. The listing notes chips and scrapes in the older respray, an electrical draw on the battery, a missing fan shroud and trim tag, and evidence of prior repairs to the passenger-side floor pan and transmission tunnel. None of that is unusual for a 49-year-old car that's clearly been driven and enjoyed, and the no-reserve format means the market will ultimately decide what those imperfections are worth.

So what is a modified, no-reserve 1977 Trans Am actually worth? Hagerty's online valuation tools are a useful starting point, letting shoppers compare a car's engine, transmission, and condition against benchmark pricing across four condition tiers. Manual-transmission, 400-powered cars tend to sit above six-cylinder and automatic Firebirds of the same year, and black-and-gold Bandit-style graphics generally add a further premium even on non-original cars like this one, since they tap into the same nostalgia that drives interest in Pontiac's pony car lineup more broadly. Bidders weighing this Firebird against the current $18,000 high bid can plug its specific options into Hagerty's tool to see how it lines up against #2, #3, and #4 condition Trans Ams before the auction closes.

This Trans Am is far from the only Pontiac on the market worth watching. Motorious recently covered a no-reserve 1988 Pontiac Fiero GT that makes the case for GM's oddball mid-engine coupe, and readers chasing the broader pony and muscle car market may also want to look at a modified 1968 Chevrolet Camaro coupe and a 383 Magnum-powered 1969 Dodge Charger, both of which offer their own take on how Hagerty's data is shaping values for classic muscle right now. With four days left on the clock and no reserve in place, this Firebird is worth watching through to the final bid.

From Le Mans Winner to 1996 GTR

The McLaren F1 GTR exists because customers wanted to race what was already the fastest, most obsessively engineered road car ever built. Gordon Murray's F1 was never designed with competition in mind, but its carbon-fiber tub and BMW-sourced V12 made it a natural fit for GT racing once McLaren agreed to homologate a handful of examples for the BPR Global GT Series. That decision paid off almost immediately: chassis 01R won the 24 Hours of Le Mans outright in 1995, on the model's first attempt at the race, a feat Murray has said was tougher than any of his Formula 1 title campaigns.

Success bred competition, and the 1996 season brought faster rivals like the Porsche 911 GT1. McLaren answered with a revised GTR featuring extended bodywork, a more aggressive front splitter, and a magnesium gearbox housing that shaved 38 kilograms off the car's weight. Only nine examples were built to this 1996 specification, and chassis 10R was the first of them, retained by the factory as a development and promotional car rather than sold to a private racing team.

The Factory's Own Prototype

That factory ownership is what gave 10R its identity. Works drivers including 1995 Le Mans winner JJ Lehto and David Brabham tested the car at Magny-Cours and later at the Circuit de la Sarthe, where it ran in pre-qualifying for the 1996 race and turned laps during official testing before sister chassis 11R was chosen for the event itself. McLaren also used 10R for promotional duty at BPR rounds, wrapping it in the bold red and yellow graphics that made it instantly recognizable and, eventually, earned it the "Pop Art F1" nickname.

Nick Mason's Quarter-Century Custodianship

McLaren converted 10R for road use before it was sold in 1999 to Nick Mason, whose garage already included a Ferrari 250 GTO, a Bugatti Type 35, and a Porsche 962 among other historically significant machines. Mason kept the McLaren for a quarter century, sending it back to Lanzante Limited after nearly every outing and funding two separate restorations, including one following an on-track excursion at a Goodwood Members' Meeting. That level of care is a big part of why 10R is considered one of the best-preserved F1 GTRs in existence today.

What Hagerty's Data Says About the Market

Because so few F1 GTRs ever come up for sale, there's no dedicated price history to lean on, but the road-going McLaren F1 offers a useful reference point. Hagerty's valuation tools currently peg a #3-condition 1996 F1 at roughly $20.5 million, and recent public sales back that up: a 1994 example brought $25.3 million through RM Sotheby's in December 2025, while a 1995 car sold for just over $20.4 million at Gooding & Company in 2021. Against that backdrop, the $35 million-plus estimate on 10R reflects the premium buyers will pay for genuine racing pedigree, factory history, and a paint scheme that exists on exactly one car in the world.

Monterey Car Week Awaits

Chassis 10R will cross the block during Monterey Car Week, the same stretch of California coastline that regularly produces the biggest results of the collector car calendar, and it joins a run of significant 1990s hypercars testing the market this year, including the ex-Sultan of Brunei Jaguar XJ220 that surfaced on Hagerty Marketplace earlier this month. Whatever 10R ultimately brings on August 15, it's likely to reset expectations for what a McLaren F1 GTR is worth.

A 2021 Nissan GT-R NISMO showing just 1,300 miles is currently drawing six-figure bids on Bring a Trailer, where a Missouri dealer has listed the low-mile coupe with its original window sticker, owner's manuals, a clean Carfax, and a Puerto Rico title tracing back to the first owner who bought it new from VPH Motor Corporation in Mayaguez.

Finished in Pearl White over black leather with red synthetic-suede inserts, this final-generation R35 is equipped with the full NISMO parts bin: a twin-turbocharged 3.8-liter V6 paired with a dual-clutch six-speed automatic, the ATTESA E-TS all-wheel-drive system, a limited-slip rear differential, and NISMO-tuned Bilstein DampTronic suspension. Carbon-fiber bodywork, a titanium exhaust, 20-inch RAYS forged wheels, and Brembo carbon-ceramic brakes round out the mechanical highlights, while heated Recaro seats, carbon-fiber interior trim, and a Bose audio system handle the cabin. The chassis is documented as JN1AR5DF3MM160123.

Bidding on the coupe, cataloged as Lot #257,429, currently sits at $250,000 with seven days left on the clock and 13 comments already logged from the BaT community. That figure alone says plenty about where the market for pristine, late-production GT-R NISMOs is headed, especially for a car with barely any wear on its Recaro buckets or its NISMO-spec Dunlop rubber.

Hagerty's valuation tools offer useful context here. Its price guide has tracked GT-R NISMO models from the 2015-2018 model years holding a steady #3 (Good) condition value of roughly $130,000, a figure that has proven remarkably resistant to the swings seen elsewhere in the performance-car market. A 2021 example with barely any miles and a documented ownership history sits in a different tier altogether, since Hagerty's guide reflects typical used examples rather than cars that are effectively showroom-fresh. The gap between that guide figure and the current $250,000 bid illustrates how much buyers are willing to pay for a NISMO that has barely left the driveway.

The R35 generation is now approaching two decades of production, and with Nissan winding down the model, low-mile NISMO examples like this one are becoming a benchmark for where the platform's ceiling really is. Motorious has tracked that trend across several recent GT-R listings, including a widebody 2013 GT-R Premium and a no-reserve 2014 GT-R Black Edition, both of which offer a useful counterpoint on what modified or higher-mile R35s are bringing versus a near-new NISMO like this one.

It's also part of a broader pattern on Bring a Trailer, where low-mile, well-documented modern performance cars keep outperforming Hagerty guide values, a phenomenon Motorious recently explored with a salvage-title Acura NSX-T that sold well below guide for the opposite reason. Together, the two listings show just how much condition and mileage now separate the top and bottom of the modern JDM market.

Bidding on this 1,300-mile GT-R NISMO remains open on Bring a Trailer through August 14, and given the pace of the last few days, it looks unlikely to slow down before the gavel falls.

According to the listing, the car's 455-cubic-inch Rocket V8 still wears its original engine stamping, matching the chassis' sequential production number, and it now breathes through a rebuilt TH400 three-speed automatic. The seller, a California dealer operating as Privatecollectionmotors out of Costa Mesa, says the drivetrain, rear axle, exterior, and interior were all gone through during a refurbishment completed before the shop acquired the car in 2025. Fresh Sable Brown paint sits under a power-operated white convertible top, while the cabin mixes bucket seats, a center console, and factory air conditioning with a Retro Autosound head unit as the sole deviation from stock.

Chassis decoding places the car as a genuine 442 convertible assembled in Lansing, Michigan in the spring of 1971, and it rides on 14-inch Super Stock III wheels wrapped in BFGoodrich redline rubber. Power steering, power-assisted front discs, and dual exhaust round out the equipment list. The car carries a clean Washington state title, and bidding had climbed to $38,989 across nine bids as of this writing, with the sale set to close Thursday, August 13 at 2 p.m. ET.

Oldsmobile positioned the 442 as its performance halo for the intermediate lineup throughout the early 1970s, and 1971 turned out to be a pivotal year for the model. Tightening emissions rules and the looming shift to lower-compression, unleaded-fuel engines meant that after 1971 the 442 would no longer carry on as its own distinct series, folding back into an appearance and handling package on the Cutlass line the following year. That makes well-documented, numbers-matching convertibles like this one something of a bookend to the nameplate's first great run.

Hagerty Valuation Tools offer some helpful context for where this car sits in the market. The price guide lists a #3-condition (Good) 1971 Oldsmobile 442 base convertible at roughly $50,700, up more than 6 percent over the past year, and Hagerty's sales data shows the model has traded anywhere from the low five figures to over $200,000 at auction over the last three years depending on options, condition, and documentation. That spread underscores how much a clean refurbishment, a numbers-matching engine, and a traceable ownership history can matter to bidders shopping this generation of 442.

This 442 arrives alongside a steady stream of Hagerty Marketplace muscle cars gaining traction with Motorious readers, including a Rally Sport-flavored modified 1968 Chevrolet Camaro coupe and a supercharged 1955 Chevy Bel Air gasser. For a deeper look at what made this breed of Oldsmobile so collectible in the first place, our earlier feature on a 1969 Oldsmobile 442 Hurst/Olds is worth a revisit. Bidding on this Sable Brown convertible remains open on Hagerty Marketplace ahead of Thursday's close.

The car's specification reads like a wish list. Its two-tone "Exposed Carbon Fade" finish, blending Bullet Silver over the nose into exposed Cosmetic Carbon at the rear haunches, was a $404,000 factory option on its own, complemented by teal accents on the brake calipers and aero pieces. Motivation comes from Hennessey's own 6.6-liter twin-turbocharged "Fury" V8, which sends 1,817 horsepower and 1,193 lb-ft of torque through a seven-speed CIMA semi-automatic transmission to the rear wheels alone. With a dry weight under 3,000 pounds, the Revolution used that power to set a production car lap record at Circuit of the Americas in March 2024, beating the previous benchmark set by a McLaren P1 by nearly seven seconds.

The Revolution is the track-focused sibling of Hennessey's Venom F5 lineup, a car born from company founder John Hennessey's pursuit of a 300 mph production car. Unveiled at the 2023 Miami Motorcar Cavalcade Concours d'Elegance, the Revolution added a towering rear wing, dive planes, a roof-mounted air scoop, and stiffer Penske dampers to the standard F5's already extreme aerodynamic package, along with a telemetry system for logging lap times and cornering data. Hennessey Performance has spent more than three decades building its reputation, evolving from muscle car and pickup tuning into a clean-sheet hypercar manufacturer with the help of British aero and chassis specialists TotalSim and Delta Motorsport.

This particular Venom F5 Revolution has spent its entire life with a single Texas-based owner, and returned to Hennessey's headquarters in March 2026 for a substantial round of service and updates. Beyond routine maintenance, the car received the brand's Evolution package, adding adaptive suspension, revised brakes and steering, and a reworked front clip with a new splitter, dive planes, and a larger rear spoiler; an invoice on file lists the total work at nearly $180,000. The sale also includes Hennessey's signature Treasure Chest, an aluminum crate holding the owner's manual, a chassis-matched car cover, and a leather-lined box for the spare key.

Ultra-limited modern hypercars like the Venom F5 Revolution rarely have enough transaction history to appear in Hagerty's valuation tools, but the record-setting machines it is often cross-shopped against offer some useful context. Hagerty's price guide currently lists the Bugatti Veyron, which held the production-car top-speed record for over a decade, at roughly $1,500,000 in #3 (Good) condition, and the McLaren P1, whose Circuit of the Americas lap record the Revolution eventually broke, checks in at a similar $1,500,000 in #3 condition. Those figures suggest a market that has settled well below original sticker prices even for genre-defining hypercars, though the Venom F5 Revolution's 24-unit production run, recent factory upgrades, and delivery-mileage condition put it in a different category than either car. Buyers curious how other hypercars and Monterey-week consignments are trending can dig deeper using Motorious's own research tool.

Whichever way the bidding goes on August 13, the Venom F5 Revolution's rarity, near-showroom condition, and freshly updated hardware make it one of the more significant modern hypercars to reach public auction this year, and a useful data point for tracking where seven-figure, limited-run machines are headed next.

The Tur on display is a Validation Prototype, badged VP5, representing the final engineering stage before Zenvo locks in the specification customers will actually receive. The Agil, meanwhile, first appeared publicly at the New York Auto Show earlier this year and returns to Monterey as a fully realized preview of the lighter, more track-oriented member of the Aurora family. Having both cars together at the Zenvo House marks the next concrete step toward the Aurora's planned production launch in 2027, and gives the brand's US retailer network, prospective owners, and press a chance to sit in, walk around, and question the engineers behind the program during private appointments and media briefings throughout the week.

Every Aurora starts with the same clean-sheet foundation: an all-carbon-fiber chassis wrapped around a bespoke 6.6-liter quad-turbocharged V12 nicknamed Mjølner, co-developed with MAHLE Powertrain. On its own, the combustion engine produces 1,250 horsepower and spins to 9,800 rpm, figures that already place it among the most extreme naturally aspirated-feeling engines ever built for a road car. Add Zenvo's hybrid system, and total output climbs as high as 1,850 horsepower depending on which Aurora derivative is specified. Power reaches the road through an 8-speed transmission, and every car is hand-assembled by Zenvo's small team in Præstø, Denmark.

Where the two variants diverge is philosophy. Aurora Agil is the lightweight, track-honed edition, engineered to be as immediate and focused as a road-legal hypercar can be, while Aurora Tur takes the same mechanical foundation and adds the comfort, refinement, and long-distance manners of a proper grand tourer. Zenvo is limiting the entire Aurora program to just 100 cars split between the two body styles, with pricing starting from €2.8 million and first customer deliveries expected in the second half of 2027. Both variants are being engineered for full US road-legal homologation, a detail that matters enormously for a brand that has historically built in tiny numbers for a global clientele.

Zenvo's leadership frames the Monterey stop as more than a photo opportunity. CEO and Chief Technical Officer Jon Gunner said the brand is looking forward to showing how the program has progressed, noting that the Monterey crowd in particular appreciates "engineering, craftsmanship, and genuine driver engagement." Beyond hosting guests at the Zenvo House, the Tur and Agil will also appear at Exotics on Broadway, one of Car Week's highest-profile public gatherings, giving enthusiasts outside the invite-only circuit a chance to see the cars in person.

For collectors trying to figure out where a car like Aurora fits into the broader market, Hagerty's valuation tools are a useful starting point, even though a brand-new hypercar with no sales history won't show up in the price guide yet. Hagerty's data on the exotics category illustrates just how differently ultra-limited, engineering-led cars can behave once they do trade hands. The Porsche Carrera GT is the clearest recent example: Hagerty currently tracks good-condition examples near $2.3 million, up more than 90 percent over the past year, a reminder that low-volume, analog-feeling hypercars from respected engineering-first brands can move independently of the broader collector market. Aurora, with a production run capped at 100 cars and a similarly obsessive engineering story, is exactly the kind of car that tends to get watched closely once real transactions begin.

That dynamic is playing out across Car Week this year, not just at the Zenvo House. Motorious has been tracking how Hagerty's tools frame value at very different corners of the market this week, from a numbers-matching Ferrari 308 GTS quattrovalvole testing Hagerty's QV pricing to a one-owner Donkervoort S8 2.0 heading to auction as a lesson in what long-term ownership does for analog sports cars. Readers looking for the full rundown of what else is happening on the Peninsula this year can check out our Collector's Guide to Monterey Car Week 2026, and fans of low-volume, engineering-obsessed exotics should also take a look at the one-off Napier Green McLaren Elva heading to Mecum's Monterey sale.

With the Tur and Agil now sharing a stage in California, Zenvo has effectively started the countdown to 2027. The next milestone will be seeing how closely the production Aurora sticks to what's parked at the Zenvo House this week, and how the market responds once the first of just 100 cars actually change hands.

Power comes from a 2.5-liter inline-four built by Mountune Racing, sent through a Hewland FTR six-speed sequential gearbox and a Powerflow limited-slip differential — a drivetrain layout borrowed more from formula racing than anything found in a typical road car. The chassis is a TIG-welded steel spaceframe wrapped in carbon-fiber composite bodywork, finished here in a translucent burgundy over an asymmetrical gold livery that shows off the weave beneath the paint. Underneath, 17-inch carbon-hybrid wheels wrap around carbon-ceramic rotors squeezed by AP Racing calipers, while adjustable Öhlins dampers, a centrally mounted headlight pod, and an F3-style intake snorkel keep the aesthetic firmly in single-seater territory.

Since there's only room for one, the cockpit is trimmed in black leather and microsuede, with a multifunction steering wheel, a quick-release hub, a Sabelt harness, and a cockpit cutoff switch that wouldn't look out of place on a paddock grid. This particular car last changed hands after an April 2025 sale on Bring a Trailer, and its current dealer-consignor is offering it again with a Bell/BAC Design helmet, a clean Carfax report, and a California title, plus only 1,700 miles logged since new.

Cars like the Mono R sit in a strange spot in the collector market: too new and too low-volume for Hagerty's valuation tools to have built out a price guide entry yet, which is itself telling. Hagerty's data does track how ultra-limited, track-focused machines hold their value once they leave new-car pricing behind, and the pattern tends to repeat: values hinge on mileage, originality, and how badly the next owner wants bragging rights rather than on horsepower alone. We've used those same Hagerty tools to frame the market around other scarce, single-purpose cars, including a no-reserve 1984 Ferrari 308 GTS Quattrovalvole and a one-of-200 2022 Shelby Super Snake Coupe, and the same logic applies here — scarcity plus provenance, not raw numbers, is what moves the needle.

If a single-seat formula car isn't quite exotic enough, the current crop of Bring a Trailer listings has no shortage of company. We've also covered a supercharged Acura NSX-T that hit BaT with a salvage title in tow, and a well-traveled SCCA Trans Am/GT1 Camaro that raced across three countries before landing on the market — both proof that the line between race car and road car keeps getting blurrier. Whether this Mono R sells for six figures or seven, it's a reminder that some of the most interesting collector-car stories right now aren't about classics at all, but about how quickly the ultra-limited cars of today become the sought-after oddities of tomorrow.

Car #1: 1965 Backdraft Racing Shelby Cobra RT4 — $109,900

There's nothing subtle about this one. Built by PJ's Auto World on a Backdraft Racing chassis, this Cobra RT4 wears deep candy-red paint over polished side pipes and knock-off style wheels — the classic 427-style silhouette that never goes out of style. It's a turntable-ready showpiece that's just as happy blasting down a back road.

View the listing on Motorious

Car #2: 2005 Ferrari F430 — $224,900

The F430 marked Ferrari's move into paddle-shift supercars for the masses, and this one looks fresh off the showroom floor. Finished in classic Rosso Corsa with a black interior, it's powered by the 4.3-liter V8 that made this generation famous for its snarling exhaust note. NG Supercars has it dialed in and ready for a new home.

View the listing on Motorious

Car #3: 1967 Chevrolet Corvette Convertible Restomod — $349,990

The most expensive car on this week's list, and it's easy to see why. Adventure Classics started with a genuine mid-year Sting Ray and rebuilt it from the ground up with a fresh LS3 crate V8, side exhaust, a power hood, and a Sumac Red leather interior with digital gauges tucked behind a wood-grain wheel. It's a C2 body wrapped around thoroughly modern hardware.

View the listing on Motorious

Car #4: 1965 Shelby Daytona (Factory Five) — $77,995

Not every Daytona coupe on the market is created equal, and this Factory Five build separates itself with a 5.0-liter Coyote V8 and a 6-speed Getrag manual — a combo that took its previous owner to back-to-back class wins at the Bellefontaine Hill Climb. Wrapped in deep blue with Le Mans stripes, it's built to be driven hard, not just admired.

View the listing on Motorious

Car #5: 2022 Dodge Challenger R/T Scat Pack T/A 392 Widebody — $64,995

Proof that you don't need a time machine to get a cool car — this Challenger is barely broken in at 670 miles. The widebody T/A treatment brings a menacing black hood and fender flares over a 485-horsepower 392 HEMI, backed by a 6-speed manual and Brembo brakes. It's the newest car on this list by four decades, and it doesn't feel out of place.

View the listing on Motorious

Car #6: 1968 Ford Bronco — $159,950

Early Broncos have become some of the hottest classics in the market, and this Velocity Restorations build shows why. A fuel-injected 5.0-liter Coyote V8 replaces the original small-block, paired with Wilwood disc brakes, Bilstein shocks, and 33-inch all-terrains on polished wheels. With under 900 miles since completion, it's a Bronco built for real use, not just car-show duty.

View the listing on Motorious

Car #7: 1970 Chevrolet Chevelle SS 396 — $79,995

A Chevelle SS with a 396 L34 big block is about as classic a muscle car formula as it gets. This Fathom Blue example pairs that engine with a TH400 automatic, power front discs, and a 12-bolt Positraction rear end — a straightforward, honest muscle car built to be enjoyed rather than trailered.

View the listing on Motorious

Car #8: 1955 Chevrolet Bel Air Convertible LS3 Restomod — $189,995

Few shapes are more universally loved than the '55 Bel Air, and this one only has 3,564 miles on its build. Streetside Classics swapped in a 6.2-liter LS3 backed by a 4L80E automatic, then kept the factory-style Gypsy Red and Cream two-tone look and red interior so it still reads as a period-correct cruiser at a glance.

View the listing on Motorious

Car #9: 1983 Porsche 911SC Coupe — Inquire for Price

The 911SC is often called the last analog Porsche, and this Guards Red example is offered through Avant Garde Collection's consignment on Bring a Trailer. It runs the 3.0-liter flat-six with a 5-speed manual, and recent work includes a refreshed ignition, clutch, and climate system along with reupholstered sport seats and a period-style three-spoke wheel. A clean, honest air-cooled 911 for buyers who want to drive it, not just display it.

View the listing on Motorious

Car #10: 1969 Chevrolet Camaro — $119,000

We're closing out the list with a first-gen Camaro that trades chrome-bumper nostalgia for a menacing, blacked-out Pro-Touring look. Gateway Classic Cars built this one around a 396 big block with an aggressive cam and TH400 automatic, then dropped it on a lowered stance with a cowl induction hood and polished billet wheels. It's the kind of Camaro that looks fast standing still.

View the listing on Motorious

Under the hood is Jeep's familiar 3.6-liter Pentastar V-6, paired with an eight-speed automatic and four-wheel drive. The running gear has been upgraded with heavy-duty Dana 44 axles front and rear, and the truck rolls on a set of custom 37-inch off-road tires wrapped around gold-finished wheels that echo the hood's flame graphics.

The Bandit treatment covers nearly every visible surface, from tri-color pinstriping along the rocker panels to bold BANDIT lettering stamped across the front fenders. Inside, the custom work continues with a 12.3-inch touchscreen display, and the sale includes a Certificate of Authenticity documenting the build. With only 176 miles on the odometer, this Gladiator is essentially showroom fresh despite already carrying a name usually reserved for the end of an era.

The Gladiator nameplate has a long history of attracting builders willing to push it in unusual directions. Barrett-Jackson has previously offered other heavily modified Gladiators, including a 2020 example turned into a three-axle 6x6, a sign that there's real appetite for one-off trucks built on Jeep's mid-size pickup platform.

Where does a truck like this sit in the broader market? Hagerty's valuation tools don't yet track modern Gladiators, since the price guide is built around vehicles old enough to have an established collector history, but it does track the original Jeep Gladiator pickups from the 1960s. Hagerty lists #3-condition (Good) examples of trucks like the J-210 and J-220 in the $14,000-$17,000 range, a reminder that the Gladiator name has carried real truck-collector interest for six decades. For a heavily built, low-mile modern truck like this Bandit Outlaw Endgame edition, there's no price guide entry to lean on; results from auctions like this one effectively set the market in real time.

This Gladiator crosses the block as part of Barrett-Jackson's 2026 Las Vegas sale, the same event where a resto-modded 1968 Camaro with an LS3 swap is also drawing attention, underscoring just how wide the range of metal at these no-reserve sales can be, from vintage muscle to brand-new custom trucks.

Whether "Endgame" turns out to be the final word on the Bandit Outlaw series remains to be seen, but for now, this Gladiator gives bidders one last shot at a nearly new truck built to stand out in a parking lot full of Wranglers.

Lamborghini built just 172 Superleggera-spec Gallardos for the US market during the model's single year of production, and the formula was straightforward: cut weight everywhere possible. The Gallardo itself traces back to a shape penned by Italdesign Giugiaro, though the version that reached production was finished in-house by Luc Donckerwolke, and the Superleggera treatment added a carbon-fiber rear diffuser, decklid, mirror housings, and side skirts alongside a thinner windshield to trim curb weight versus a standard Gallardo. It is a formula Lamborghini has leaned on across eras, from the original Miura through today's hybrid Revuelto.

This particular car pairs its black exterior with a black interior featuring contrast center stripes on the power-adjustable seats and generous carbon-fiber trim throughout the cabin. The current owner bought the car in 2022 and has added only around 1,000 of its roughly 31,000 total miles, keeping the odometer relatively low for a Gallardo approaching its 20th year on the road. A Fabspeed exhaust has been fitted alongside the factory 5.0-liter V10, which was originally rated at 523 horsepower and 376 lb-ft of torque and sends power to all four wheels through a six-speed E-gear automated transaxle. The car also carries a front-axle lift system, a rear-view camera, green-finished brake calipers, and the correct 19-inch Scorpius wheels.

A Carfax report included with the auction shows three or more previous owners split between personal and corporate registrations, a stint titled in Pennsylvania, and some previously reported damage worth reviewing closely before bidding further. None of that is unusual for a car with this kind of ownership history, but it is the sort of detail that separates a car selling near market value from one that lags behind it.

Hagerty's valuation tools currently peg a #3-condition, or "Good" condition, 2008 Gallardo Superleggera at roughly $140,000, which means this Bring a Trailer bid still has room to run before it catches up with the broader market. The later LP570-4 Superleggera, which swapped in a larger 5.2-liter V10 good for 562 horsepower, tracks a bit higher still in Hagerty's guide, suggesting the added displacement and revised aero continue to carry a modest premium. That kind of stratification lines up with what Motorious found in its recent look at the July 2026 collector car auction market, where supercars kept pulling strong money even as more mainstream classics cooled off.

This is not the first time a Hagerty number has been tested against a live result. A similar exercise played out recently with a no-reserve 1984 Ferrari 308 GTS Quattrovalvole, another case where the price guide and the auction floor did not entirely agree. It is a useful reminder that price guides are a starting point for negotiation, not a guarantee of where a given car will land once bidders get involved.

Whether this Gallardo ultimately sells under, at, or over its Hagerty number, it is a solid snapshot of where naturally aspirated Lamborghini V10s sit right now. Bidding continues on Bring a Trailer through August 8, with active discussion already underway in the comments over the car's history and condition.

The timing of this particular Blazer is worth noting. Chevrolet's first-generation Blazer arrived for 1969 as a direct answer to the Ford Bronco, riding on a shortened version of the C/K pickup platform. The second generation launched in 1973 and stuck around through 1991, but 1976 marked one of the model's biggest mid-run changes: the switch to a half-cab body style with a removable rear hardtop, exactly the configuration seen on this truck. That makes this a transitional-year example rather than just another square-body Blazer.

According to the seller, the Blazer went through a professional, roughly $40,000 restoration in 2023 that replaced about 95 percent of the truck's rusted sheetmetal, refinished the body, and overhauled the interior, all while retaining its numbers-matching 350-cubic-inch V8. Rather than chase a concours finish, the build was aimed at creating a dependable driver, and the seller says the truck recently handled a road trip without hesitation. Power still routes through a 3-speed automatic transmission and a 2-speed transfer case to all four wheels, with the V8 rated at roughly 165 horsepower and 255 lb-ft of torque.

The equipment list leans toward usability over show-truck flash. Under the hood sits an aluminum radiator, a Proform HEI ignition, an Edelbrock AVS2 four-barrel carburetor atop an Edelbrock EPS Performer intake, and a Holley dual exhaust system with a crossover pipe. A Rough Country 4-inch lift kit and manual locking front hubs support the off-road side of things, while power front disc brakes and power steering keep it civil on the street. Inside, a wood-rimmed Grant 967 steering wheel, cloth-and-vinyl upholstery, and a Bluetooth-compatible Retro Manufacturing head unit paired with JBL speakers, a 10-inch subwoofer, and dual amplifiers round out the cabin.

Refreshingly, the listing doesn't pretend the truck is flawless. The seller discloses some exterior paint imperfections, tires with 2017 and 2018 date codes, a delaminating rear-view mirror, corrosion on the rear bumper and doors, and an air conditioning system that currently doesn't blow cold. None of it appears to affect drivability, and the transparency is part of what has kept bidders engaged. The seller bought the Blazer in 2020 and has added only about 2,500 miles since, with the odometer now showing 50,800 miles against a clean Washington title.

Where does that leave this Blazer relative to the broader market? Running Hagerty's valuation tools for the K5 Blazer's CST-trim, V8-powered early years shows number-three, good-condition trucks landing in the roughly $41,700 to $52,100 range, with six-cylinder versions valued closer to $25,500. Hagerty's guide doesn't yet carry a distinct 1976 half-cab line, but those neighboring-year figures suggest a numbers-matching, V8-powered, well-documented restoration like this one has real upside if it finds the right buyer, even accounting for the disclosed cosmetic flaws. It's a useful reminder that square-body Blazers, once considered budget alternatives to early Broncos, have been climbing steadily in the eyes of collectors and insurers alike.

This Blazer joins a wave of square-body Chevy trucks generating interest in the market lately. For more on where values are headed, check out our rundown of the 10 coolest Chevy trucks for sale on Motorious right now, our coverage of a 383-stroker 1989 Chevy S-10 that drew no-reserve bids on Hagerty Marketplace, and a look at how Velocity Restorations is modernizing a 1974 Ford Bronco, the Blazer's original rival, with Coyote V8 power.

Listed by New Jersey-based dealer Vantage Auto, the car carries chassis number CSM #22SS0058 and began life as a GT Premium fitted with the GT Performance Package and MagneRide dampers before being shipped to Shelby American's Las Vegas facility for its transformation. For 2022, Shelby capped total Super Snake production at 298 units, with non-Speedster coupes like this one limited to just 200 examples.

What Makes a Super Snake a Super Snake

Shelby American rates this build at more than 825 flywheel horsepower, generated through a polished Whipple supercharger paired with its own performance tune, injectors, and cooling upgrades. Handling and stopping power get equal attention, with a Shelby-spec Brembo brake package, a dedicated performance suspension, forged aluminum wheels, and a Borla exhaust tuned specifically for the car. Outside, the conversion swaps in aluminum front fenders, a functional Ram Air hood, a reworked front fascia and splitter, and a full-length racing stripe treatment that leaves almost nothing of the donor GT's sheet metal untouched.

Inside, the theme continues with a two-tone Ebony leather interior, Super Snake-embroidered front seats, a Shelby auxiliary gauge cluster on the dash, and a CSM serial plaque to match the one under the hood. This particular car is finished in Rapid Red Metallic with silver full-body racing stripes, rides on a six-speed manual with a Torsen limited-slip rear axle, and was originally delivered through Sarchione Ford in Randolph, Ohio, before being registered to a single owner in North Carolina. The listing includes Shelby's build documentation, the original window sticker, multiple key fobs, and a clean Carfax report.

What the Market Says About Modern Shelbys

Because Shelby American builds a limited run of Super Snake conversions each year on top of an already-new donor car, these coupes occupy a different lane than a standard Mustang GT or even a factory GT500. According to the seller, this car listed for close to $150,000 when new, and low-mile, documentation-heavy examples like this one tend to trade well above what a base Mustang would fetch. Anyone tracking where a specific Mustang variant sits in the broader market can pull up current pricing trends through Hagerty Valuation Tools, which combines the Hagerty Price Guide with real auction and private-sale results across four condition grades.

This is far from the only Shelby news making the rounds lately. Motorious readers can still enter for a shot at an 850-hp 2026 Shelby Super Snake-R, and Hagerty Marketplace has been busy with other notable auctions, including a rare Pontiac GTO convertible and a big-brake, fuel-injected 1959 Corvette that both drew serious bidder attention. For a look at how Hagerty's data-driven approach plays out with another specialty model, our recent coverage of a no-reserve Ferrari 308 GTS Quattrovalvole digs into how the Hagerty Price Guide's QV values held up against a live sale.

Where the Auction Stands

The auction is scheduled to end Monday, August 10, and bidding has moved quickly since it opened, with more than 20 bids logged so far. With sub-3,000-mile examples of any Super Snake being uncommon, this listing is worth watching for anyone curious about where the modern Shelby market is headed next.

Finished in a vivid orange with a black vinyl roof, the car wears the full-width hidden-headlight grille and flying-buttress rear window that define the 1968-1970 Charger's silhouette. The color combination extends inside, where white bucket seats create a striking contrast against the exterior and give the cabin a brighter feel than the black or saddle interiors more commonly found on cars from this era.

Under the hood sits Chrysler's 383-cubic-inch Magnum V8, fed by a four-barrel carburetor and topped with a factory-style "Four Barrel" air cleaner, backed by the A727 TorqueFlite automatic, long regarded as one of the most durable transmissions Detroit ever built. Power steering and power brakes round out the equipment list, making the car as usable for a Saturday cruise as it is for a car show.

Inside, the console-mounted TorqueFlite shifter, woodgrain accents, and three-spoke steering wheel are correct-for-the-era touches Charger buyers look for, and the listing notes straight body lines, tidy chrome, and a clean undercarriage. At 16,665 miles on the odometer, the car presents as a well cared-for example rather than a driver in need of recommissioning.

Pricing a muscle car like this one usually starts with Hagerty's Valuation Tools, and the numbers offer useful context here. Hagerty prices a 1969 Charger hardtop with the same 383/330-hp four-barrel drivetrain at $51,700 in #3 (Good) condition, a figure that has eased back roughly 3 percent over the past year. The wider Charger lineup shows a similar pattern in Hagerty's 2026 Bull Market coverage, where the model's Good-condition value logged a 5.3 percent pullback. That doesn't necessarily reflect on this specific car's condition or documentation, both of which a buyer should verify independently, but it does suggest a Charger priced above guide book numbers needs to earn that premium through condition, originality, or provenance. Hagerty's own insurance estimate for a stock example like this one lands around $440 a year, a useful data point for anyone budgeting out ownership costs.

Readers who want more background on how the Charger evolved through the muscle car era can dig into Motorious Explores The Dodge Charger and the dedicated 1969 Dodge Charger research page, both of which cover the model's development in more detail. Shoppers cross-shopping other muscle cars may also want to see how Hagerty's tools frame the market for a modified 1968 Chevrolet Camaro currently up for bid, a useful comparison for anyone weighing a numbers-matching Mopar against a resto-modded pony car.

This Charger is listed for sale now, with a Make an Offer tool available directly on the listing page for buyers who would rather negotiate than pay the ask.

The gasser look traces back to the NHRA's Gas classes of the mid-1950s, when drag racers needed a way to get sticky, wide, low-traction tires to hook off the line. Racers found the answer in a straight front axle, a raised nose, a lowered rear end, and a stripped-down body, all working together to shift weight rearward under hard acceleration. The formula caught on so widely that "gasser" became shorthand for the whole aggressive, wheels-up look, regardless of what NHRA class a particular car actually raced in.

This particular Bel Air leans hard into that formula. It rides on a dropped straight front axle with a tilt fiberglass front clip, wears a flat-black hood cut for a supercharger scoop, and rolls on a period-style combination of Mickey Thompson front rubber and Firestone slicks out back. Under that hood sits a 468-cubic-inch big-block Chevy topped with a Roots-style 6-71 supercharger and a pair of Holley double-pumper carburetors, feeding a Richmond Super T-10 four-speed manual and a 9-inch rear axle with 4.10 gears. Inside, a roll bar, Chevelle bucket seats with harnesses, a Hurst shifter, and a bank of underdash gauges complete the drag-strip theme, and a handwritten dyno note included with the car's documentation claims 668 horsepower on pump gas, though there's no timeslip to back up a quarter-mile number.

Built by H.S. Dreams in Omaha, Nebraska, and acquired by the Trebbi family in 2020, the car is now being sold at no reserve through a Broad Arrow specialist, a Hagerty subsidiary acting as the seller's agent. Bidding has climbed steadily since the auction opened in late July, with the high bid sitting at $26,679 after eighteen bids, and the sale is scheduled to close August 10.

Because this Bel Air has been so thoroughly reworked, comparing it to a stock car only tells part of the story. Hagerty Valuation Tools price a numbers-matching 1955 Bel Air two-door sedan with the optional 180-hp four-barrel V8 at roughly $34,500 in #3 (Good) condition, while a clean convertible with the same engine can bring closer to $57,400. A gasser build like this one trades that kind of factory-correct value for something harder to price on a chart: a documented period-style hot rod with a big-inch blower motor and a well-known collection history, the sort of car whose worth often comes down to how badly a given bidder wants that exact look and story.

This is far from the only Hagerty Marketplace find with roots in the same era. Motorious recently covered a hand-built 1959 Chevrolet 150 rat rod nicknamed Tetanus, a similarly no-frills take on a Tri-Five-adjacent Chevy, as well as a fuel-injected, big-brake 1959 Corvette that pulled serious bids on the same platform. For readers who prefer their Chevrolet horsepower a little more modern, a 2017 Camaro ZL1 built by RPM Motorsports to the tune of 865 horsepower has also been chasing bids on Hagerty Marketplace this summer.

With no reserve, an active bidding war, and days still left on the clock, this 1955 Chevy gasser looks set to be one of the more memorable pieces of the Trebbi Collection to find a new home.

The seller's photos show a bright yellow coupe with a shaker hood, front spoiler, and Trans Am-style graphics, paired with a black three-seat interior and an automatic transmission. The listing shows just 2,800 miles, a figure that almost certainly reflects use since the restomod work was finished rather than the car's total lifetime mileage. The VIN field on the listing is filled with zeros, a reminder that tribute builds like this one don't carry the paperwork of a factory Trans Am and are worth a closer inspection before any money changes hands.

That distinction matters for value. A genuine 1973 Trans Am left the factory with either a 455-cid V8 rated at 250 horsepower or the rare SD-455 rated at 310 horsepower, and this car swaps either for a contemporary LS V8, likely chosen for easy power, fuel injection, and parts availability over an original Pontiac big-block. It's a common path for builders chasing Trans Am looks with modern drivability, but it also means the car gets judged as a custom build rather than an original muscle car.

Hagerty's valuation tools illustrate just how wide that gap can be. The price guide lists a number 3, or Good, condition 1973 Trans Am with the 455/250-horsepower engine at $27,900, while the same condition rating for a genuine SD-455/310-horsepower car jumps to $129,000, up 15.2 percent recently. Hagerty pegs the average good-condition 1973 Trans Am around $44,114 across trims, and its sales data shows the model has brought as much as $286,000 and as little as $5,500 at auction over the past three years, depending on originality and condition.

Restomods and tribute cars don't chase those numbers; they're judged on build quality, drivetrain choice, and curb appeal instead. Motorious has covered plenty of similar builds, including a garage-kept 1951 Ford Country Squire hiding an LS2 under its wood body and a big-block 1967 Chevrolet El Camino that pairs 454ci muscle with modern comfort, both good examples of how swapped-in modern drivetrains are reshaping what collectors want from a classic.

Buyers drawn to unmodified 1973-era Trans Am character can look at Motorious's roundup of the 10 coolest Trans Ams for sale, or a numbers-matching 1978 Trans Am Y82 SE that still wears its factory T-tops, for a sense of what original examples command by comparison.

As with any private-party classic car purchase, it pays to do homework before sending a deposit. Motorious has also detailed how scammers exploit eBay Motors listings, a worthwhile read for anyone bidding on this Firebird or similar tribute builds. The Chatsworth listing calls for a $500 deposit, and the seller notes they're best reached by phone for build specifics. Whether it sells at asking or drifts toward offer territory, the listing is a good snapshot of where 1973 Firebird restomods sit right now: a fraction of what a documented SD-455 Trans Am commands, but wrapped in a modern drivetrain plenty of buyers value just as much as an original build sheet.

The specification sheet reads like a time capsule. This right-hand-drive example wears Spa Silver paint over Smoke Grey Connolly leather, carries just 2,656 miles, and pairs its five-speed manual gearbox with the XJ220's 3.5-liter twin-turbo V6. The current owner has held the car since 2018, and Jaguar Classic has maintained it throughout that ownership. True to form for cars at this end of the market, the asking price is listed only as available on request.

Even Jaguar's own paperwork can't settle how many XJ220s actually exist. The factory's listing puts total production at 275 cars built before the line closed in 1994. RM Sotheby's has cited a figure of 281 examples for a different car it sold last year, while Bonhams has described the run as somewhere between 270 and 280, with only 69 finished in right-hand drive. The discrepancy is a reminder that a canceled, low-volume program leaves behind prototypes, press cars, and unsold inventory that blur the line between built and delivered. It rarely affects value, but it does complicate the history.

The 2002 first-registration date is more than a curiosity. UK rules for historic vehicles run on two separate clocks: MOT exemption applies once a car is more than 40 years old, while road tax exemption is tied to the build date, with cars built before January 1, 1986 losing their tax liability. A 1992 car doesn't reach that milestone until 2033, and because this particular V5C shows a 2002 registration rather than a 1992 build date, getting the manufacture date properly logged with the DVLA while Jaguar's own factory records are still available is worth doing sooner rather than later.

Low mileage does not automatically mean easy ownership. The XJ220's original 345/35 Bridgestone Expedia tires on 18-inch Speedline wheels stopped being a viable fitment years ago, and running 200-mph-rated rubber that has aged past its service life is a sidewall failure waiting to happen, regardless of remaining tread. Jaguar Classic addressed that problem with a bespoke, J-rated Pirelli P Zero developed alongside members of the car's original engineering team, and technicians in its dedicated XJ220 service bay work with tooling built specifically for the model's Zytek-managed twin-turbo JV6 engine, AP Racing hydraulics, and twin-plate clutch, components that tend to need attention from sitting still rather than from being driven.

Buying through Jaguar Classic instead of a private sale comes with real, quantifiable protection: a 12-month, unlimited-mileage warranty, 12 months of breakdown cover, and a full service before handover. For a 34-year-old car built around a twin-turbo V6 and a famously finicky clutch, that warranty alone offsets a meaningful chunk of what a recommissioning bill would cost elsewhere.

Where the XJ220 Market Stands Now

The XJ220 spent most of three decades as a car collectors respected more than they bid on, but that has changed. Bonhams set what it called a world auction record for the model in September 2021 at £460,000 for a 1993 car with a little over 400 miles, and RM Sotheby's sold a 304-mile, Spa Silver example for $582,500 last August. Hagerty's valuation tools currently price a number 3, or Good condition, XJ220 at roughly $356,000, up about 6 percent recently, and its auction database shows real spread beneath that figure: sales over the past three years have ranged from a low-dollar project car to a $681,500 result from Broad Arrow Auctions, with two more results above $550,000 posted in the past year alone. That is a wide band for a model built to one specification, which suggests documentation and condition are doing more work here than badge or mileage alone.

Set against Jaguar's original 1992 retail price of £470,000, even today's record results still lag three decades of inflation. This was never going to be Ferrari F40 money, and the production car's switch to a V6 saw to that reputation permanently. But for buyers priced out of that class, a warrantied, factory-serviced XJ220 with real provenance is a different proposition than it was even five years ago.

It's a pattern showing up elsewhere in the market, too. Motorious recently covered a similarly documented 1975 Jaguar E-Type V12 Roadster that sold well past guide value on history alone, and an 8-mile 2006 Ford GT Heritage Edition that is climbing just as fast on Bring a Trailer. Ownership paperwork, it turns out, is becoming as valuable as the car itself.

The Cara is essentially a badge-engineered twin of the Autozam AZ-1, a car Mazda and Suzuki co-developed to satisfy Japan's strict kei-car regulations while still delivering something genuinely sporting. Suzuki handled production, but only 531 examples wore the Cara's stylized "S" badge before the plug was pulled; combined output of the Cara and AZ-1 never topped 5,000 units across their brief 1992-1994 run. That scarcity, paired with scissor-style gullwing doors on a car roughly the size of a golf cart, is why the AZ-1/Cara has become a minor cult hero among kei-car collectors decades after Suzuki stopped building them.

Under the rear glass sits a 657cc turbocharged inline-three good for 63 horsepower and 63 lb-ft of torque, numbers that sound almost comedic until you remember the whole car weighs about as much as a modern crossover's front bumper. Power spins the rear wheels through that 5-speed manual, and the tach reportedly pulls to a 9,000-rpm redline, matching the frantic, motorcycle-like character kei-car engineers were chasing. This particular example shows roughly 153,600 km, or about 95,500 miles, wears a clean Virginia title, and has picked up a handful of period-correct upgrades along the way, including 14-inch EXIS wheels, an aftermarket air intake, an F-1 Racing steering wheel, and that Mazdaspeed exhaust. The seller also lists a Suzuki Sport rear wing, manual split side windows, cloth upholstery, and air conditioning among the notable equipment, alongside cosmetic wear like swirls and dings, a cracked driver's side air vent, and some warping on the dashboard.

Because the Cara was never federalized or sold new in the United States, it lives in an odd corner of the collector market: too rare and too Japanese-market to show up in most price guides, yet increasingly desirable as 25-year import rules make more of them legal to bring stateside. A search of Hagerty's valuation tools turns up nothing for "Autozam" or "Suzuki Cara," and even a dedicated micro-car icon like the Honda Beat comes back with zero results, underscoring how far outside the mainstream these JDM kei sports cars still sit. Hagerty's price guide does track the segment's closest Western analogues, tiny curiosities like the BMW Isetta and Fiat Nuova 500 filed under its "Micro Car" body style, plus more mainstream Japanese sports cars such as the Nissan 300ZX and Acura NSX that do carry published values. Until Hagerty adds a line for the Cara and AZ-1, auctions like this one on Cars & Bids remain the best real-time gauge of what buyers will actually pay for one.

That lack of a price-guide safety net hasn't dampened enthusiasm for the breed. Values for oddball JDM imports have climbed as more of them clear the 25-year import threshold, a trend we've tracked with other grey-market Japanese arrivals like a modified 1991 Acura NSX and a 34-years-owned Nissan 300ZX Twin Turbo, both of which found buyers through Hagerty Marketplace rather than a fixed price list. The Cara and AZ-1 sit even further out on the rarity curve than those cars, which is part of why bidding on this one is worth watching closely over the final days of the auction.

Whoever wins this Cara will be buying one of the more improbable engineering exercises of the early 1990s, a gullwing-doored, turbocharged, 9,000-rpm kei coupe that Suzuki built barely more than 500 times. It's a fitting companion piece to other unconventional finds we've covered recently, like an SCCA Trans Am and GT1-spec Camaro that raced across three countries before landing on Cars & Bids, another reminder that the platform keeps surfacing vehicles that don't fit neatly into any conventional category. For now, the Cara remains live on Cars & Bids, with its fate resting on whoever is willing to pay up for one of the rarest kei cars ever sold.

This particular GTO was delivered new to Knafel Pontiac in Akron, Ohio, a dealership that built a national reputation racing under the Tin Indian banner. Rather than sitting on the showroom floor, the convertible went to work as Knafel's rolling billboard, appearing at promotional events including a reported turn in the Daytona 500 parade lineup. A letter from former owner Bill Knafel, written in 1993, backs up that history and stayed with the car through subsequent ownership changes.

Under the hood is Pontiac's 400-cubic-inch V8, built the second week of May 1967 and linked to a three-speed automatic transmission through a Hurst Dual-Gate "His/Hers" shifter, a setup that let a driver run it as a conventional automatic or shift it manually. The car carries a four-barrel carburetor, power steering, a power-operated white convertible top, Rally-style wheels, bucket seats, a center console, a pushbutton radio, and retractable seat belts, all wrapped in Montreux Blue paint over a blue vinyl interior. Indicated mileage sits at 31,150, described as too low to be certain of full accuracy.

Ownership stayed within the Knafel and Tin Indian orbit until 1983, and the current seller acquired the car in 2022. A ceramic coating was applied in the early 2000s, and the sale includes Pontiac Historic Services documentation, factory build paperwork, period correspondence, and a clean Ohio title.

Where the Market Stands

Hagerty's Valuation Tools give useful context for where this bid could land. For a 1967 GTO convertible equipped with the 335-horsepower, four-barrel 400 and configured like this car, Hagerty's price guide currently lists a #3 (Good) condition value of roughly $46,200, up about 7.2 percent over the past year. Because this GTO runs a factory automatic rather than a four-speed, Hagerty's own adjustment guidance knocks about 10 percent off that figure, putting a realistic good-condition benchmark closer to the low-$40,000s, in line with Hagerty's broader estimate that an average-spec 1967 GTO in good condition trades around $41,000. Buyers chasing a manual-transmission Ram Air or HO car will pay considerably more, with Hagerty listing #3 condition values as high as $74,500 for Ram Air-equipped convertibles.

Auction results back up that spread. The most recent comparable sale Hagerty tracked closed at $74,800 through Mecum Auctions, while the broader three-year range for 1967 GTOs stretches from four-figure parts-car money up to $671,000 for the rarest, best-documented examples. Dealer-history cars with racing provenance, like this Knafel/Tin Indian promotional convertible, tend to sit above generic examples once bidders can verify the paper trail, which is exactly the kind of documentation this sale includes.

This GTO isn't the only interesting muscle machine crossing the block this season. Motorious recently covered a numbers-matching 1971 Plymouth Hemi Cuda heading to Mecum's Monterey sale, and a big-block 1967 Chevrolet El Camino that blends period muscle with modern comfort. Readers who want a deeper dive into how Hagerty's data shapes bidding strategy can also see it in action in our recent look at a fuel-injected 1959 Corvette drawing serious money on Hagerty Marketplace, and in our breakdown of a no-reserve 1984 Ferrari 308 GTS Quattrovalvole tested against Hagerty's QV values.

With bidding already past $30,500 and more than a week left on the clock, this Tin Indian GTO has plenty of room to climb toward its guide-book number before the gavel falls on August 14.

10. 2020 Ford Saleen Sportruck XR Yellow Label — $58,995

Built by Saleen Automotive on the F-150 platform, this Yellow Label Sport Truck packs a supercharged 5.0L Coyote V8 rated at 700 horsepower and 600 lb-ft of torque, backed by a 10-speed automatic. Agate Black Metallic ceramic-coated paint, 17" carbonite wheels, and a fully loaded interior make it as livable as it is quick.

View this listing on Motorious →

9. 1984 Chevrolet Pro Touring Show Truck — $59,990

This square-body C-10 hides a 383ci stroker V8 with Edelbrock aluminum heads and Holley Sniper EFI good for an estimated 450 horsepower, mated to a 4L60E automatic. A Belltech-lowered stance, staggered 20" Mayhem wheels, and a custom black suede interior with red stitching give it show-truck polish with street-driven attitude.

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8. 2018 Ford F150 Shelby Edition — $79,995

Number 27 of just 500 built by Tuscany Motor Co. for Shelby American, this F-150 hides a 2.9L Whipple supercharger under its hood, boosting the 5.0L Coyote V8 to 755 horsepower. A four-inch BDS lift, adjustable Fox shocks, and 20" beadlock-style wheels back up the muscle, while just 7,300 miles keep it collector-fresh.

View this listing on Motorious →

7. 2024 Ram 5500 Wrecker Tow Truck — $106,900

Nicknamed "Tow Mater," this one-owner Ram 5500 rolls on a JERR-DAN hydraulic flatbed with a Ramsey winch and Bawer stowaway compartments, powered by the legendary 6.7L Cummins Turbo Diesel and Aisin 6-speed automatic. With just 16,373 miles, it is ready to go straight to work looking sharp doing it.

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6. 1969 Ford F250 Good Humor Ice Cream Truck — $109,995

Built on a Hackney Bros. refrigerated body and fully restored in vintage Good Humor livery, complete with the iconic bells and light-up rooftop sign, this F250 is one of fewer than 100 believed to survive. The 240ci inline-six and automatic transmission make it as easy to drive today as it was rolling through neighborhoods decades ago.

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5. 1952 Crosley Hook & Ladder Fire Truck — $109,995

Originally built as a children's amusement park ride, this Crosley tows a matching gooseneck fire truck trailer complete with wooden benches, decorative ladders, and a rooftop beacon. A multi-time Concours winner with an award-winning frame-off restoration, it is one of the rarest survivors of its kind.

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4. 1985 Land Rover Defender D90 Resto-Mod — $136,995

This Defender 90 trades its original power plant for a 6.2L LS3 V8 making 430 horsepower, paired with a 4L60E automatic and full-time four-wheel drive. Custom red metallic paint, a black soft top, and a brown leather bucket-seat interior blend British off-road heritage with unmistakable American muscle.

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3. 1956 Chevrolet 3100 Pickup Truck — $169,900

A professionally fabricated 10-inch extended cab, built from two cab sections and four doors, headlines this one-off 3100. Power comes from a 350ci V8 with an estimated 400 horsepower and a Tremec TKO500 5-speed, while handcrafted carbon fiber fenders, wheel tubs, and bed floor show the depth of the build.

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2. 1954 Ford F100 Full Custom Restomod — $215,000

Finished in Ford Ruby Red with a Mustang GT500 carbon fiber rear diffuser, this F100 pairs a Ford Coyote 5.0L V8 with a Tremec T-56 6-speed manual for a driving experience far removed from its 1954 roots. Wilwood four-wheel disc brakes and a fresh Currie 9-inch rear axle round out the build.

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1. 1967 Chevrolet C10 Pickup Truck — $369,900

A six-year, no-expense-spared build by Scott's Hotrods and Customs, this C10 packs a 525-horsepower LS3 crate V8, over 40 body modifications, and more than $710,000 in documented build receipts. A Goodguys Truck of the Year finalist and Meguiar's Magnificent Masterpiece Award winner, it is the undisputed king of this list.

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Only 99 examples of this special Revuelto will be built, each one finished through Lamborghini's Ad Personam customization program. Buyers can choose from a curated set of liveries plus a roster of homage-specific details, including a dedicated pillar plaque, an exterior badge lifted from Miura tradition, cabin logos, and interior trim that echoes the original car's famous cannelloni-style seat stitching.

Underneath the retro-flavored dress-up, the Miura 60° Homage is every bit a modern Revuelto. Power comes from Lamborghini's naturally aspirated 6.5-liter V12 paired with three electric motors and the brand's LDVI 2.0 vehicle control software, a combination good for 747 kW, or roughly 1,015 horsepower, sent to all four wheels. Lamborghini quotes a 0-100 km/h time of 2.5 seconds and a top speed beyond 350 km/h, numbers that would have seemed like science fiction to anyone standing next to a Miura back in 1966.

The original Miura stunned the industry by placing its V12 transversely behind the driver, a layout that essentially created the template every supercar since has followed. That template carried forward through later machines like the Countach and Murcielago, cars that still command serious money on the collector market today, and a numbered Miura tribute like this one figures to become just as sought after once the initial 99 buyers take delivery.

For Lamborghini, the Homage package is as much a statement about direction as it is a look backward. The Revuelto already represents the brand's first series-production hybrid V12, and dressing it in Miura-inspired livery underscores how the company wants electrification framed, not as a break from its heritage but as the next chapter of it. It's a similar story to the one told by Lamborghini's earliest V12 grand tourers, cars that established the brand's road-going credentials before the Miura ever arrived.

Lamborghini has not released pricing for the Miura 60° Homage, though given the exclusivity of a 99-unit run built atop an already limited-production flagship, expect demand to outstrip supply quickly. In the meantime, shoppers hunting for something similarly special can browse Motorious for other rare Lamborghini classics and current supercar listings.

According to the listing, this particular car stayed with its first owner for roughly 37 years before changing hands in 2021. The odometer shows just under 64,700 kilometers, and the seller notes the last service was carried out that same year. The metallic blue paint has reportedly been refinished at some point in the car's life, and there's the kind of light cosmetic wear you'd expect from a four-decade-old lightweight sports car that's actually been driven.

Power comes from a naturally aspirated 2.0-liter Ford inline-four sending output to the rear wheels through a five-speed manual, a combination that suited Donkervoort's minimalist approach to sports car building. The car sits on 14-inch five-spoke alloys wrapped in Toyo Proxes CF2 tires, and its cockpit mixes a black leather-trimmed Mountney wheel with Smiths gauges and toggle switches on the dash, details that feel more aircraft than automobile. This example wears later-style cycle wings rather than the S8's original long front fenders, though the seller says those original wings are included in the sale for anyone who wants to return the car to its earlier look.

The sale also comes with an original S7/S8 owner's handbook from 1981, complete with wiring diagrams and hand-drawn illustrations, along with both factory ignition keys. It's the kind of paperwork trail that matters to Donkervoort buyers, since so few of these cars were built and even fewer have stayed this intact.

Donkervoort never sold in big enough numbers, and never officially in the United States, to earn its own line in Hagerty's price guide, but the broader market for hand-built, four-cylinder lightweight roadsters gives a useful read on where a car like this sits. Hagerty's valuation tools currently price a number 3 condition 1976 Morgan 4/4 1600, another small-batch, Ford-powered analog roadster, at around $26,400, while a more desirable 1968 Morgan Plus 4 Super Sports tops out near $73,500 in the same condition tier. That spread shows how much rarity, originality, and documented history can move the needle on cars built in the low hundreds rather than the tens of thousands, and the same logic should apply to a numbers-correct early Donkervoort like this one.

That documentation premium keeps showing up across the market, whether it's a numbers-matching 1971 Oldsmobile 442 convertible that surfaced on Hagerty Marketplace or a documented 1975 Jaguar E-Type V12 roadster that sold at H&H's Buxton sale. Provenance-heavy cars, even from mainstream marques, keep outperforming comparable examples missing the paper trail. The same appetite for a verifiable back-story is drawing bidders to a 1971 Porsche 911 S tied to Wolfgang Porsche that's heading to Pebble Beach this month, and it should work in favor of a rare Dutch featherweight with its original wings and handbook still in hand.

Bidding on this Donkervoort S8 2.0 is currently underway at Collecting Cars, with the auction set to close within the next couple of days. For a car built around the idea that less weight and less complication make for more driving fun, it's a rare chance to buy into a small slice of Dutch sports car history.

A record debut at Woodcote Park

On July 8, RM Sotheby's launched a brand-new United Kingdom sale at Woodcote Park, the Royal Automobile Club's estate outside London, held alongside the club's concours. Just over 40 cars crossed the block, and the house called it the best UK summer sale in its history, with total sales of £15,975,765 (about $21.35M). Modern exotics and vintage Aston Martins did most of the heavy lifting on the top end.

The sale's top lot was a 1990 Ferrari F40 once owned by French motorsport figure Jean Sage, modified in period by Michelotto, which brought £3,605,000 (about $4.82M). Close behind was a nearly untouched 1993 Porsche 911 Carrera RSR 3.8 "Strassenversion," one of just two road-legal examples built by Porsche Motorsport, which closed the auction after a bidding battle of more than twenty minutes to reach £3,492,500 (about $4.67M). Aston Martin rarities also shined, led by a 1966 DB5 shooting brake bodied by Radford at £848,750. It's the kind of result that previews just how competitive bidding for the right car has become heading into Monterey Car Week, which Motorious broke down in detail in its own preview of the month's biggest sales.

Mecum, GAA, and Silverstone keep the back half of July busy

The final full weekend of July, running July 22 through 26, carried most of the month's volume. Mecum's Harrisburg sale at the Pennsylvania Farm Show Complex ran four days and around 1,200 vehicles, spanning muscle cars, Corvettes, trucks, and motorcycles. The headline result was a 2026 Chevrolet Corvette ZR1 Stars & Steel Edition convertible, one of only three built, which brought a record $561,000 with commission. Plenty of budget-friendly iron changed hands too, including a well-kept 1962 Oldsmobile Starfire convertible that sold for just $25,300, a reminder that six-figure headliners aren't the only cars finding buyers.

The same weekend, GAA Classic Cars held one of its four annual sales at its indoor Automobile Palace in Greensboro, North Carolina, offering roughly 750 vehicles, including more than 60 Corvettes. Reported top sellers included a 1967 Shelby GT500 at $176,000, a 1957 Chevrolet Bel Air convertible at $175,000, a restomodded 1969 Camaro RS/SS at $167,000, and a 1970 Chevelle SS454 LS6 at $160,000. Across the Atlantic, Iconic Auctioneers ran two sales at Silverstone Circuit as part of the BRDC Classic, topped by a 1994 Jaguar XJ220 that brought £506,250. That car was part of a larger consignment of 19 vehicles from the collection of Anthony Hamilton, father of Formula 1 champion Lewis Hamilton, which totaled £1.7M combined.

What the Hagerty numbers say about the split

Individual sale results only tell part of the story, and Hagerty's data from July fills in the rest. The Hagerty Market Rating, its broad gauge of collector car market heat, rose slightly to 58.77 but remains well off its 2022 peak and has trended down for most of 2026. Global year-to-date auction sales of $3.17B are up 32% year-over-year through June, yet the number of lots offered and sold grew only 10% and 8% respectively. In other words, this year's growth is coming almost entirely from bigger prices on the best cars, not more cars changing hands.

Hagerty put a finer point on it in a late-July analysis of average versus median sale prices at auction. The global average sale price is up 22% year-over-year to roughly $75,000, while the median has grown just 2% to $26,900. That gap between average and median has been widening for years and is now more pronounced than ever, evidence that a shrinking pool of seven- and eight-figure sales is pulling the average up while most everyday collector cars barely keep pace with inflation. Hagerty's quarterly Price Guide indexes back this up: the Supercar Index climbed another 7% after a 19% jump the prior quarter, with cars like the 2005-06 Ford GT (+35%), Porsche 959 (+24%), and Ferrari F40 (+20%) leading the charge. Meanwhile the British Car Index only just turned positive, up 2% after six straight quarters of declines, and the Muscle Car and 1950s American indexes posted modest, uneven gains built on a handful of standout sales rather than broad strength.

Looking ahead to Monterey

With July behind it, the collector car calendar now turns to Monterey Car Week in mid-August, when Barrett-Jackson, Bonhams, RM Sotheby's, Gooding & Company, and Mecum all hold major sales within days of each other. Consignments already announced suggest the top-heavy trend from July has more room to run. RM Sotheby's is bringing one of only 99 examples of the Bugatti Mistral to the block, Mecum has a low-mileage Aston Martin Valhalla carrying a seven-figure sticker, and Gooding & Company is pairing two rare Porsche 356s for its Pebble Beach sale. Each of those cars sits squarely in the price territory that's been driving this year's gains.

The bottom line

July 2026 didn't have a marquee week behind it, and it didn't need one to make its point. A record debut in the English countryside, a busy Pennsylvania fairground, and a fresh batch of Hagerty data all lined up behind the same conclusion: the collector car market is increasingly a tale of two markets, one where supercars and blue-chip icons keep setting records, and another where everyday classics are left trying to keep pace with inflation. Motorious tracks these swings every week in its ongoing collector car auctions series, and August's Monterey sales should make it clear whether this split keeps widening or finally starts to close.

Figures above reflect publicly reported auction house results and Hagerty market data as of early August 2026; some post-block deals may still be finalized.

10. 1998 Dodge Viper GTS GT2 Championship Edition — $160,000

Chassis #032 of the track-honed GT2 Championship tribute, dressed in Stone White with blue stripes and the factory aero package: front splitter, side skirts, and a fixed rear wing. Under the vented hood is the naturally aspirated 8.0-liter V10 rated at 460 hp, paired with a Tremec T-56 six-speed and a limited-slip diff for old-school, analog thrills.

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9. 1971 Dodge Charger SRT-71 — $164,500

Built by the team behind the original 1971 Wing Car prototypes, this Charger reimagines the coke-bottle glory days with a modern twist: a 426ci Six Pack EFI Gen III Hemi making over 600 horsepower, wrapped in bodywork that borrows Viper-inspired cues while keeping the silhouette everyone fell in love with over fifty years ago.

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8. 1969 Dodge Super Bee Restomod — $169,900

Not your average resto: this Super Bee's original F6 Bright Green body has been grafted onto a 2009 Challenger R/T platform packing a supercharged 5.7 Hemi and a six-speed manual, on Detroit Speed suspension and custom wheels. Over $250,000 went into the build, and similar body-swap creations have crossed the block for well north of $300,000 at Barrett-Jackson and Mecum.

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7. 2023 Dodge Challenger SRT Hellcat Redeye Widebody Black Ghost — $169,900

One of the last widebody Hellcat Redeyes to leave the factory, finished in stealthy black and showing just 47 miles. The supercharged Hemi V8 and widened fenders make this special Black Ghost edition one of the meanest send-offs Dodge could have given the Challenger nameplate.

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6. 1961 Dodge Polara Convertible — $185,000

A fully-optioned survivor that most people have never seen in person, this Polara rides on its numbers-matching original 361 V8 and factory push-button transmission with only 36,900 miles showing. Fresh tires, serviced brakes, and a recent tune-up make it ready to cruise, not just sit on display.

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5. 2023 Dodge Challenger SRT Demon 170 (Carbon Fiber Wheels, 25 Miles) — $192,900

Demon No. 2505, optioned with more than $61,000 in factory extras, wearing Plum Crazy paint over a black Alcantara interior and genuine two-piece carbon fiber wheels. On E85 the supercharged 6.2-liter Hemi is rated at 1,025 horsepower, and with only 25 miles on the clock it's essentially still wearing factory plastic.

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4. 1992 Dodge Viper RT/10 — $250,000

The car that started it all, in first-generation RT/10 roadster form, showing an almost unbelievable 210 miles. A clean Carfax and essentially showroom presentation make this about as close as anyone can get to a time machine back to 1992.

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3. 1968 Dodge Coronet R/T — $264,998

One of just 219 Coronet R/Ts built for 1968, and one of only 100 with the factory 4-speed, this numbers-matching Hemi has been treated to an exacting restoration in its original B5 Bright Blue with a fresh white interior. The paperwork trail, from the original order form to the build sheets, is as complete as it gets.

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2. 1968 Dodge Charger R/T — $279,000

A genuine XS29J 426 Hemi Charger that once lived a second life in Venezuela before returning to the States in 2016, this car retains its original dash VIN, fender tag, CertiCard, and even its original battery. The numbers-matching engine and transmission carry factory mis-stamp documentation from leading Hemi experts.

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1. 2014 Dodge SRT Viper GTS Coupe Anodized Carbon TA 1.0 — $299,000

The rarest Gen V Viper on the market today: #41 of only 50 finished in the matte Anodized Carbon exterior, and #1 of just 10 built with the track-focused Time Attack 1.0 package. One owner, 3,396 miles, and a mountain of original documentation make this the crown jewel of the current Dodge lineup on Motorious.

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Finished in Rosso Corsa over a tan interior with just 22,114 kilometres on the clock, the F12berlinetta came with a complete Ferrari International digital service history, helping it lead a diverse sales month that ranged from European exotics to Australian muscle. A Ford Mustang Dark Horse brought $100,000, a 2015 Aston Martin Vanquish sold for $95,000, and a 2012 BMW 1M Coupe fetched $74,500.

On the classic side, a matching-numbers 1985 HDT VK SL Group A Brock Commodore went for $30,000 as an untouched barn find. Believed to be one of roughly 50 built, HDT build number 1776 was offered as a restoration project complete with authentication paperwork. A gently modified 1969 Fiat 500 F rounded out the highlights at $22,750.

A New Weekly Rhythm

RR Auctions has settled into a new nine-day auction format, opening each Monday and closing the following Wednesday, with fresh vehicles added to the site daily. Founder Cameron Jurd says the change has benefited both sides of the marketplace, noting that "sellers now able to get cars sold faster" while buyers see new stock every day. The current sale continues that mix, with a 2019 Porsche 911 (991.2) Carrera, a limited-edition 2008 Aston Martin V8 Vantage N400 and a 1988 Lancia Delta Integrale 16V among the latest listings.

RR Finance Enters the Picture

Alongside the new schedule, Retro Rides has switched on RR Finance, connecting buyers with more than 80 lenders that specialise in performance, classic and collector vehicles. An online calculator lets shoppers estimate repayments and apply at any time, so they can seek pre-approval and know their budget before a lot even goes live. Jurd argues that timing often decides whether an enthusiast lands a long-sought car, and arranging finance ahead of time means buyers can bid with confidence rather than scrambling once the hammer falls. The service adds a practical layer to a buying process already reshaped by online bidding, a shift Motorious has tracked in how auction buyers are changing more broadly.

Growing Beyond Cars, With Safeguards Built In

The finance launch follows Retro Rides' recent expansion into motorcycles, broadening what started as a car-focused platform while keeping its enthusiast identity intact. RR Auctions remains 100 percent Australian-owned and operated, and its listings pair professional photography with detailed condition reports. Every vehicle history is checked, bidders must clear government ID verification, and sale funds sit in trust until both parties confirm the deal is done, safeguards that put RR Auctions in the same conversation as bigger-name sales like Barrett-Jackson's recent Scottsdale results, even at a fraction of the scale.

Current and upcoming lots can be browsed at rrauctions.com.au/lots, while full details on the new financing option are available at retrorides.com.au/finance.

The listing photos show the turbine bolted to a heavy steel cart alongside its control wiring, fuel plumbing, and a battery box built into the base, parked in a driveway next to a vintage van for scale. Per the description, the engine is used but functional, and the seller notes that additional parts and accessories are available separately for anyone who reaches out directly. Local pickup is free within 60 miles of the seller's Georgia ZIP code, though returns aren't accepted, so buyers are on their own to arrange transport and verify running condition before money changes hands.

Buying big industrial hardware sight-unseen through eBay Motors always carries some risk, and we've previously covered how scammers turn the eBay Motors platform into a weapon against unsuspecting buyers. In this case, chanel-81 has a clean track record, with 100 percent positive feedback across 86 transactions since joining eBay back in 2019, which at least offers some reassurance that this isn't a fly-by-night listing.

Turbine engines like this one rarely find their way into anyone's garage for practical reasons, but they have a long, colorful history in car culture. Surplus jet and gas turbine powerplants have shown up under the bodywork of record-chasing land speed cars and outrageous exhibition dragsters and jet trucks that still turn up at drag strips and car shows decades later. It's exactly the kind of oddball hardware that never quite fits into a traditional price guide.

Hagerty's Valuation Tools track pricing data on more than 40,000 collector cars, trucks, and motorcycles, updating its price guide every quarter based on real auction results and private sales. That system works well for mainstream collectibles, whether it's the 2022 Shelby Super Snake Coupe currently live on Hagerty Marketplace, a 91,700-mile Porsche 911 Carrera 4S, or even a heavily modified 383-stroker Chevy S-10 street truck drawing no-reserve bids. A one-off aircraft-derived turbine sitting on a homemade test stand, however, falls well outside any of Hagerty's model-specific guides, so its real market value will only be settled by what someone is actually willing to pay for it, whether it ends up bolted into a jet car project or simply displayed as the wildest garage centerpiece around.

Whatever the eventual buyer's plans, a running turbine like this represents a rare crossover between aviation surplus and car culture, and a reminder that eBay Motors still turns up plenty of listings that have nothing to do with the usual muscle cars and trucks.

Under the hood is a rebuilt, aluminum 6.2-liter LS3 engine fitted with a mild-performance camshaft, long-tube headers, and an EFI fuel system running ACE's engine management with a FiTech in-tank pump. Power runs through a GM 4L65E four-speed automatic with electronic controls, then out through a custom three-inch stainless dual exhaust with Flow FX mufflers. An aluminum radiator and brushless electric fan keep things cool, a combination clearly built for regular driving rather than static shows.

The chassis received just as much attention as the engine bay. A TCI front subframe and a rear torque-arm setup are paired with Ridetech adjustable coilovers at all four corners, while a Ford 9-inch rear end with 3.70 gears handles the power. Wilwood supplies the master cylinder and front discs, backed by modern Camaro rear discs, and the whole thing rolls on Rocket Racing wheels wrapped in 275/30R18 front and 335/30R18 rear rubber, a stance that looks more Pro Touring than Woodward cruise night.

Bodywork went through a full rotisserie restoration, stripped to bare metal with new panels installed where needed, mini-tubbed rear wheel wells, and sealed in epoxy primer before the GM Wild Cherry Candy Red tri-coat went on. Flush-mounted glass all around, LED lighting throughout, and a hidden RainGear wiper system clean up the exterior details that usually give away a resto-mod.

Inside, the theme continues with bucket seats, a custom center console, Dakota Digital gauges, and a seven-speaker system with wireless Apple CarPlay and Android Auto. A backup camera, a front-facing camera, and an electronic parking brake round out the modern conveniences, while an American Autowire harness and a trunk-mounted battery with an accessible disconnect switch handle the electrical side.

So what does a build like this mean for the value of a stock 1968 Camaro? According to Hagerty's valuation tools, a numbers-matching 1968 Camaro SS coupe with the 350-horse 396 (L34) sits at roughly $62,100 in number 3, or Good, condition, while the rarer aluminum-head L89 cars reach $118,000 in the same condition class. Because this coupe has been reengineered with an LS3, modern brakes, and an entirely different suspension, it sits outside that numbers-matching price guide, which is typical of resto-mods: buyers are paying for build quality and drivability rather than factory-correct specification. It is a distinction worth watching as more first-generation Camaros cross the block wearing modern drivetrains.

This Camaro is not the only headliner on Barrett-Jackson's Las Vegas docket. The same sale includes Queen Elizabeth II's ex-Cadillac among its other blue-chip, no-reserve consignments. For more on how the first-generation cars evolved, see Motorious' 1968 Chevrolet Camaro retrospective, or get the broader picture in Motorious Explores The Chevrolet Camaro.

Built to McLaren Special Operations (MSO) specification, this Elva pairs its bespoke exterior hue with exposed carbon fiber trim, carbon fiber front and rear diffusers, and a steering wheel finished with a matching green center stripe. Inside, carbon fiber racing seats are trimmed in black leather with green accents and embroidered Elva logos, while carbon ceramic brakes wear green calipers to tie the look together. Just one of 149 examples built, the car carries VIN SBM26ACA2MW815120 and shows a scant 645 miles on the odometer, making it one of the most well-preserved Elvas likely to reach a public sale.

The Elva name dates back to Bruce McLaren's featherweight Can-Am racers of the 1960s, and while the modern car shares little beyond the badge, it carries the same obsession with weight savings. A carbon fiber Monocell chassis helps the roadster tip the scales at just 2,531 pounds dry, making it the lightest road car McLaren has ever produced. Power comes from the company's twin-turbocharged 4.0-liter V8, tuned here to 804 horsepower and paired with a seven-speed dual-clutch transmission. An Active Air Management System reroutes air around the open cockpit to soften buffeting at speed, while an active aero package with a deployable rear wing and a factory tonneau cover round out the engineering story.

Because the Elva is both new and scarce, Hagerty's valuation tools don't yet carry a dedicated price guide entry for the model, so most of what the market knows comes from watching auction results directly. For context, Hagerty's data on the McLaren P1, the halo car that helped inspire the Ultimate Series lineup the Elva belongs to, shows a 2014 example in good condition now trading in the neighborhood of $1.5 million, up more than 10 percent over the past year, with top cars pushing well past $2 million. That kind of trajectory suggests collectors are treating McLaren's limited-run flagships less like depreciating exotics and more like appreciating collector pieces. It also lines up with another 2021 Elva we covered that crossed the block this summer, a windshield-equipped example carrying a pre-sale estimate of $1.75 million to $2.1 million. Seeing two Elvas reach public sale within months of each other is itself notable given the model's 149-unit production run, and offers a useful side-by-side look at how specification and mileage shape demand.

This Elva's trip to the block coincides with Monterey Car Week, the August gathering on California's Monterey Peninsula that has become the collector car world's biggest stage, drawing marquee sales from Mecum, Broad Arrow, and other major houses. Ultra-low-mileage modern exotics tend to draw outsized attention in that setting, a dynamic also on display in a delivery-mile 2024 Nissan GT-R that surfaced for sale earlier this year. With just 645 miles covered since new, this Elva fits squarely into that same category, and its one-off color combination only adds to the appeal.

This Elva crosses the block on Saturday, August 15 as part of Mecum's Monterey 2026 lineup. Given the rarity of its one-off Napier Green Pearl specification and its remarkably low mileage, it figures to be one of the more closely watched lots of the week.

According to the listing, the car spent years in Canada before relocating to Texas in 2008, where roughly $40,000 in service work has been completed since 2025, including a brake system rebuild and fresh timing belts for the 2.9-liter quattrovalvole V8. Power reaches the pavement through a gated five-speed manual transaxle and a limited-slip differential, while the car rides on period-correct 16-inch five-spoke alloy wheels. Additional equipment includes a removable roof panel, pop-up headlights, a quad-exit exhaust system, a Pioneer stereo, and electric windows. The seller reports an accident-free Carfax report, service records, and a clean Texas title, with roughly 29,000 miles shown on the odometer.

The Quattrovalvole designation refers to the four-valve-per-cylinder heads Ferrari introduced across the 308 range in 1983, a change that helped claw back some of the horsepower lost to emissions equipment on the earlier two-valve, fuel-injected GTBi and GTSi cars. Along with the four-valve heads, 1984 model-year cars like this one benefited from galvanized body panels, an update aimed at addressing the rust concerns that plague earlier 308s. Today, the QV cars are considered among the strongest performers in the 308 family, competing with the earliest carbureted cars for collector attention.

Hagerty's valuation tools currently peg a #3-condition (Good) 1984 308 GTS Quattrovalvole at roughly $104,000, though that figure has slipped about 2.8 percent in recent months as the broader market for analog-era exotics cools slightly. Hagerty's data also shows real spread in what these cars actually bring at auction: over the past three years, 308 GTS Quattrovalvole sales have ranged from under $19,000 for rough or modified examples up to $302,500 for the best of the best, with 92 public sales recorded in that span. Recent comparable results reported through Hagerty include a 1983 GTS Quattrovalvole that sold for $96,398 and a pair of 1985 examples that brought $126,000 and $105,000, both on Bring a Trailer. Against that backdrop, this car's current bid looks like typical early-stage, no-reserve activity rather than where the sale is likely to land by the time bidding closes.

Buyers tracking 308 values alongside other analog Ferraris may also want to keep an eye on the Classiche-certified 2003 Ferrari Enzo headed to Broad Arrow's Quail auction, another example of how certification and documentation move the needle on Maranello's collector cars. For readers who prefer their no-reserve drama with a side of American V10, the recent 469-mile 2013 SRT Viper GTS that surfaced on Bring a Trailer is worth a look, and anyone building out a watchlist of Hagerty-tracked marketplace listings can see how similar logic played out with this 2013 Porsche 911 Carrera 4S. As for this 308, interested bidders can follow the action directly on Bring a Trailer before the gavel falls on August 7.

Listed by seller Metroauto out of Clinton Township, Michigan, the convertible pairs its 283-cubic-inch V8 with the Rochester mechanical fuel-injection system that Chevrolet reserved for buyers chasing the sharpest throttle response GM could offer in 1959. The listing ties the engine to a pad stamped F505CS, which corresponds to the 290-horsepower Fuelie rating, backed by a Borg-Warner T-10 close-ratio four-speed gearbox.

What separates this particular car from the usual first-generation Corvette crossing the block is its heavy-duty brake option: finned aluminum drums, sintered metallic linings, and stiffer springs, a package few original buyers checked off given its added cost. Paired with the Fuelie engine and close-ratio gearbox, it represents one of the more serious, track-minded configurations Chevrolet could build for the street in the final year before the Corvette's next major restyle.

The car wears a black repaint over its silver coves, with a replacement soft top and interior carpet installed under previous ownership, and it comes with a color-matched removable hardtop plus a factory Wonderbar AM radio. Sixteen bids from multiple bidders have already pushed the price well past $30,000 ahead of the sale's close on Tuesday, August 11.

For context on where this Corvette sits in the market, Hagerty Valuation Tools track pricing and sales data across more than 40,000 collector vehicles, with the C1 generation remaining one of the most closely followed corners of the hobby under the site's World of Corvettes coverage. Fuel-injected, big-brake, four-speed cars like this one typically command a premium over base 230-hp models paired with a Powerglide automatic, since the combination was rare when new and rarer still to find unmolested today. Anyone trying to gauge what a numbers-matching Fuelie convertible should bring can pull a free estimate from Hagerty's price guide before placing a bid of their own.

Motorious has covered the 1959 Corvette's story in more detail elsewhere, including the cleaned-up dash and detail changes that answered criticism of the 1958 model. The Fuelie option wasn't the last time Chevrolet made headlines with the nameplate's engineering, either; decades later, Motorious looked at how the 1984 Chevrolet Corvette introduced the first full redesign of the car in fifteen years. And for buyers who like their 1959 Chevrolets with a little less polish, Motorious also recently featured a hand-built 1959 Chevrolet 150 rat rod nicknamed Tetanus, proof the model year still has plenty of stories to tell outside the Corvette lineup.

With bidding active and more than a week remaining before the auction closes, this Fuelie convertible is shaping up to be one of the more closely watched big-brake Corvettes to cross Hagerty Marketplace this summer.

According to the accompanying factory build sheet, the car carries Sonderwunsch (special request) notation number 790, calling for wiring to accept a Becker Mexico Olympia radio, supplied without the unit itself. Records tied to the car's history file trace that request back to Wolfgang Porsche, Ferry Porsche's youngest son and a future chairman of Porsche AG, who reportedly used the coupe while it wore Austrian registration plates.

Delivered new through Porsche Salzburg in July 1971, the car passed in 1976 to an Austrian enthusiast who kept it for roughly four decades, a stretch that included a restoration completed in the mid-1990s. Later owners in Germany and the United States carried out further mechanical and cosmetic work, including reinstating the Pepita-trimmed sport seats the car wore from the factory. It has resided within a notable Porsche collection since 2024.

The 2.2-liter cars that arrived for the 1970 model year marked a meaningful step forward for the 911 range, adding a longer wheelbase, a rear anti-roll bar, and ventilated disc brakes at all four corners. Topping the lineup, the fuel-injected 911 S made 180 horsepower, enough for Road & Track to describe its 1970 performance as "on the order of an American Supercar," while praising how that muscle came paired with everyday usability.

Values for these early long-hood 911s vary enormously depending on specification and history, and Hagerty's valuation tools illustrate the spread well. Hagerty's price guide currently places a #3 (Good) condition 1971 911 S coupe at roughly $155,000, though pristine, highly original, or historically significant examples routinely exceed that number by a wide margin, as this car's six-figure estimate suggests. That widening gap between "good" and "exceptional" reflects how strongly buyers now pay for documented provenance rather than just condition alone.

This 911 S won't be the only air-cooled Porsche crossing the block at Gooding's Pebble Beach sale this August; the auction house is also fielding a pair of noteworthy 356s. Collectors mapping out the week's events can check Motorious' guide to Monterey Car Week 2026 for the auctions worth watching, while buyers curious about newer 911 values can see how a 2013 Carrera 4S recently performed on Hagerty Marketplace.

By the early 1970s, tightening American emissions rules were squeezing the life out of the E-Type's six-cylinder engine, so Jaguar reached for something bigger. Engineers adapted a 5.3-liter V12 originally developed for the abandoned XJ13 Le Mans prototype and slotted it into a revised E-Type chassis with a longer wheelbase, flared arches, and vented disc brakes. The resulting Series III V12 roadster made roughly 272 horsepower and could still see 150 mph, trading some of the earlier six-cylinder car's rawness for a smoother, more effortless character. Right-hand-drive V12 roadsters like this one are particularly scarce, with fewer than 1,900 ever built.

Chassis 1S2739BW left Coventry in January 1974 but didn't find a buyer until August 1975, when Bristol resident Malcolm Bayliss took delivery and registered it as KUL 850P. Bayliss kept the car until his death in 2009, after which it passed to enthusiast Alan Auty, who spent the next decade and a half returning it to the condition it wears today. Auty's team stripped the body to bare metal for a color change to British Racing Green in 2016, preserved the original leather interior, fitted wire wheels and SU carburetors, and later completed a full engine rebuild and transmission overhaul. The car now shows just under 46,500 miles.

For buyers weighing whether that £73,125 result represents good value, Hagerty's valuation tools offer a useful gut check. Hagerty currently prices a Series III V12 roadster in #3 (Good) condition at around $76,600, up 13.1% over the past year, while its auction database shows results for the model ranging from bargain-basement projects up to $357,500 for the finest examples sold over the past three years. Nearly 500 Series III E-Types have changed hands at public auction in that span, a sign of how actively the model still trades. Against that backdrop, a heavily sorted, well-documented roadster like this one landing in the low-to-mid five-figure sterling range looks like a reasonable trade for a car that shouldn't need meaningful work for years to come.

The V12 roadster's blend of usability and its status as Jaguar's last true E-Type flagship keeps demand steady, and cars with paperwork this thorough tend to command a premium over needier examples. For more on how the model's later, V12-powered generation stacks up against its six-cylinder predecessors, see Motorious's coverage of this restored 1974 Series III V12 roadster and a refurbished 1974 example, both of which found buyers on Bring a Trailer. Fans of the earlier cars can also look back at how a 1970 Regency Red roadster performed at auction, while those seeking a cheaper way into open-top British motoring might consider our look at a no-reserve 1972 MG Midget.

Under the hood is a 455-cubic-inch Rocket V8 mated to a TH400 three-speed automatic, both of which the seller says were rebuilt as part of a refurbishment finished before the car changed hands in 2025. The drivetrain overhaul reportedly extended to the rear axle assembly as well, and the convertible wears its 14-inch Super Stock III wheels wrapped in BFGoodrich redline tires along with power steering, power-assisted front disc brakes, and a factory-style dual exhaust setup.

Inside, white vinyl bucket seats and a center console flank a power-operated top, with air conditioning and wood-veneer accents rounding out the cabin. A Retro Autosound head unit is the lone deviation from stock, keeping the car close to how it would have left Oldsmobile's Lansing, Michigan assembly plant in the spring of 1971. Its chassis number decodes to a 442-series convertible built that year, and the engine stamping reportedly matches the car's serial number, a detail collectors weigh heavily when assessing originality.

1971 marked the last season Oldsmobile sold the 4-4-2 as its own model rather than an option package, and emissions-driven detuning already had output slipping from the year before. According to Hagerty Valuation Tools, a 1971 Oldsmobile 4-4-2 convertible in number-3, or Good, condition currently carries a price guide value of roughly $50,700, up 6.1% recently, while good-condition average across the model's variants sits closer to $60,100. The spread in this market is wide: Hagerty's data shows the top auction sale over the past three years reaching $203,500, against a most-recent sale of just $17,089, underscoring how heavily options, originality, and documentation swing a 442's price. With more than 300 examples crossing public auctions in that span, the nameplate remains liquid enough that a numbers-matching convertible like this one has a clear benchmark to bid against.

Buyers cross-shopping this era of Detroit muscle can find plenty more context in Motorious' archives. Our deep dive on the 1969 Oldsmobile 442 traces how the Hurst/Olds variant pushed the platform's performance further, while this recently listed 1968 Chevrolet Camaro resto-mod shows how Hagerty's valuation tools get applied to a heavily modified build rather than a stocker. For a look at how Oldsmobile's chief rival evolved through the same period, our history of the 1966 Chevrolet Chevelle covers the early days of the muscle car wars from the Chevrolet side.

The auction remains live on Hagerty Marketplace, where the listing includes a full 100-photo gallery, service history from the refurbishment, and a clean Washington State title, with bidding open for interested buyers through August 13.

Chevrolet's sixth-generation ZL1 arrived for 2017 as the most track-focused Camaro the factory had built to that point. Under the hood sat a supercharged 6.2-liter LT4 V8 borrowed from the Corvette Z06 and rated at 650 horsepower from the factory, paired with Magnetic Ride Control suspension, six-piston Brembo front brakes, and an available 10-speed automatic transmission. For a deeper look at how the nameplate has evolved, Motorious has a full breakdown of the Chevrolet Camaro's history.

This particular coupe left Love Chevrolet in Columbia, South Carolina, and has been with its current owner since 2018. Beyond the factory carbon fiber hood insert, 20-inch forged wheels, and Recaro performance seats, the car wears RPM Motorsports' 865 Package: CNC-ported LT4 cylinder heads, a custom GT35 supercharger camshaft, Kooks long-tube headers, a Lingenfelter overdrive pulley, an LS7 lifter conversion, and a full street and dyno tune from the North Carolina shop. Fresh Michelin Pilot Sport 4S tires were fitted in 2021, and the seller says the ZL1 has been "garage kept, never driven in the rain."

Modified muscle cars like this one occupy an odd corner of the collector market, since published price guides are generally built around unmodified, factory-spec examples. Anyone trying to gauge where a heavily built ZL1 should land can start with Hagerty's valuation tools, which track condition-based values for the factory LT4-powered Camaro and offer a useful baseline before layering in the roughly $14,000 in documented performance work this car carries.

The listing has already drawn eight bids, with the high mark sitting at $18,750 and the auction scheduled to close on August 11. It's the latest in a run of enthusiast-owned project cars to cross Hagerty Marketplace recently, following a low-mile 1998 Corvette Pace Car convertible and a 383-stroker 1989 Chevy S-10 street truck that also drew strong bidder attention. Bidding remains open for anyone looking to add a documented, professionally built ZL1 to the garage.

According to the listing, Trotnow Racing built the car in 2000 specifically for SCCA Trans Am and GT1 competition, campaigning it in the Chicago, Milwaukee, and San Francisco regions. Its most productive season reportedly came in 2006, when it notched five wins. Two years later, the current owner's family purchased the car and exported it to El Salvador, where it kept racing far from American short tracks.

The Camaro's résumé only grew from there. The seller states it won regional championships and set lap records at multiple circuits, including the Autódromo Los Volcanes in Guatemala, before its racing career finally wound down in 2022. It was shipped back to the United States in 2024, arriving without keys or a title. As with most dedicated racers of this type, it's sold on a bill of sale only and isn't eligible for street registration.

Underneath the composite bodywork sits the Trotnow Racing tubular chassis, riding on Penske coilovers with cockpit-adjustable sway bars and brake bias. Power comes from a 358-cubic-inch V8 reportedly built by CRD Engine Development and installed in 2020; the seller notes the engine has logged only about 20 minutes since its last rebuild. Output routes through a Weismann five-speed manual to a 9-inch rear axle, while Wilwood floating discs, a bladder-style fuel cell, and a Kirkey fixed-back seat round out the safety and performance equipment. It shares a silhouette with a fourth-generation Camaro but almost nothing else with a car you'd find on a dealer lot, a contrast worth remembering next to a clean, street-driven Camaro IROC-Z convertible that resurfaced after decades in hiding.

At the time of writing, bidding on Cars & Bids sits at $5,500 with several days left on the auction clock, and the seller has been actively answering questions in the comments about the car's history and paperwork. It's currently located in Sebring, Florida, a fitting home base for a car that's spent so much of its life at speed.

Because this Camaro is a title-less, purpose-built racer, it doesn't fit neatly into a price guide the way a numbers-matching street car would. Hagerty's valuation tools illustrate the gap: a 2000 Camaro Z/28 coupe in #3 (Good) condition is valued at roughly $12,200, and an SS coupe from the same model year comes in around $15,500. Those figures reflect largely stock, road-legal cars, not tube-frame racers with logbooks and lap records, which is exactly why cars like this one tend to sell on their story and equipment list rather than any published guide. It's a dynamic we've pointed out before when covering Hagerty Marketplace finds like a 1998 Corvette pace car convertible, where provenance did a lot of the heavy lifting on value.

Race-prepped muscle cars with real competition history don't come up for sale often, and this one's path through Trans Am and GT1 racing on two continents makes it an unusually well-traveled example. Enthusiasts who like their Camaros with a side of documented racing pedigree may also want to look back at this 1978 Chevrolet Camaro race car that turned up for sale in Michigan, or dig into the SCCA-flavored history behind this 1961 MG MGA speedster, for a sense of how differently purpose-built racers get valued compared to their showroom counterparts. Whoever wins this auction won't just be buying a Camaro; they'll be buying a piece of Trans Am and GT1 racing history that's already circled the globe once.

Acura built roughly 248 examples of the NSX-T for the 2005 model year, the last year of production before Honda shelved the model until a very different hybrid NSX arrived a decade later. Only ten of those cars left the factory in this specific combination of Long Beach Blue Pearl paint over blue leather, and this one still wears its removable, body-color targa roof panel.

The real story sits under the rear clamshell. ScienceofSpeed of Chandler, Arizona, fitted the 3.2-liter VTEC V-6 with a Magnuson TVS 1900 supercharger, a 75mm throttle body, and its own intercooler and charge piping in April 2025, then supported the added boost with a Link G4X XtremeX ECU, Injector Dynamics 1,050cc injectors, a Walbro 255-lph fuel pump, and AEM sensors to monitor air-fuel ratio and fluid temperature. A ScienceofSpeed Sport 350 clutch and flywheel went in alongside a fresh timing belt, water pump, and spark plugs, while a six-speed manual transaxle and a limited-slip differential still send everything to the pavement the old-fashioned way.

Chassis work is just as thorough. KW V3 coilovers, ScienceofSpeed top mounts, and a shock tower brace went in alongside the supercharger kit, and Brembo Pista four-piston front calipers with slotted rotors followed in December 2025. White 17-inch and 18-inch Volk Racing TE37 wheels wrapped in Falken Azenis RT615K+ tires fill the arches, and the exterior wears NSX-R-style hood, engine cover, and spoiler pieces along with Spoon mirrors and a rear diffuser.

Inside, Recaro bucket seats trimmed in black leather with blue microsuede sit behind a MOMO wheel on a quick-release hub, and a ScienceofSpeed ProFormance audio system with Hertz door speakers and an Audison subwoofer feeds a touchscreen head unit with Apple CarPlay. A backup camera rounds out the cabin, blending 2005-era switchgear with a few modern conveniences.

None of this comes without a catch. A Carfax report tied to the car documents a 2017 insurance total loss following front and left-front damage, and the North Carolina title now carries a salvage rebuilt brand, with Carfax also listing thirteen previous owners over the car's life. The current owner bought the NSX-T on Bring a Trailer back in May 2026 and has added only around 200 of its 39,000 indicated miles since, suggesting it's mostly been enjoyed rather than driven hard.

That branded title is a big reason the current bid looks so low next to what clean NSX-Ts have been fetching. Running the numbers through Hagerty's valuation tools shows a 2005 NSX-T 3.2L in #3, or "Good," condition pricing out around $122,000, with Hagerty tracking roughly 55 public auction sales over the past three years ranging from about $79,000 to more than $400,000 depending on condition and history. Quality modifications and a documented rebuild can help close that gap for the right buyer, but a branded title is one of the factors Hagerty's own data consistently ties to softer prices, which likely explains why bidding here remains well under six figures with the clock still running.

The car is being sold by speed.house, a BaT Local Partner based in Durham, North Carolina, on behalf of the current owner, and the sale includes a pile of spare and removed factory parts. If modified Honda exotics are your thing, we recently covered a Modified 1991 Acura NSX that hit Hagerty Marketplace at no reserve, and fans of resurrected JDM icons should also check out this 34-Years-Owned 1990 Nissan 300ZX Twin Turbo that turned up with a clean history at no reserve. Bidding on this NSX-T remains open on Bring a Trailer through August 5.

Under the shaker hood sits the original, numbers-matching 426/425-horsepower Hemi V-8, backed by the correct A833 four-speed manual and a Hurst Pistol Grip shifter. The drivetrain is rounded out by the desirable A33 Track Pak with a 3.54 Sure Grip differential, giving this Cuda the full complement of factory go-fast hardware that Hemi car buyers covet.

The listing notes that the car retains its original body and underwent a professional, NOS-heavy restoration, backed by a Dave Wise inspection report that should give bidders extra confidence in its authenticity. It's also described as a genuine factory billboard car, a reference to the bold hockey-stick side graphics that defined early-1970s Cudas, and it wears period-correct touches like color-keyed mirrors, a rear spoiler, factory Rallye wheels and Goodyear Polyglas GT tires.

The Hemi Cuda has long occupied a special place in Mopar lore. Built on Chrysler's E-body platform alongside the Dodge Challenger, the Cuda could be ordered with anything from a mild 318 up through the fearsome 426 Hemi, a spread Motorious has explored in its look back at the Barracuda's decade-long production run. The 1971 model year carries its own mystique among collectors, since it was the only year the Barracuda wore quad headlamps, a detail covered in our dedicated feature on the 1971 Plymouth Barracuda. Mopar's aero-warrior cousin, the Plymouth Superbird, shared that same big-block muscle car ethos, as detailed in our feature on the Plymouth Superbird.

Values for E-body Mopars have moved dramatically over the past two decades, and Hagerty's valuation tools illustrate just how wide the gap is between garden-variety Barracudas and Hemi-optioned cars. Hagerty's price guide tracks the 1971 Barracuda across a range of configurations, from small-block 318 and 383 cars up through the rare high-performance variants, and the difference between those figures and what a documented, numbers-matching Hemi car like this one commands is substantial. With only 59 four-speed hardtops built for 1971, surviving cars that still wear their original drivetrain and body tend to draw serious competition whenever one reaches the block, a dynamic reflected in this car's six-figure estimate.

This Hemi Cuda joins a strong muscle car lineup at Mecum's Monterey 2026 sale, which also features a freshly restored Porsche Carrera GT among its headline consignments. Bidding on Lot F135 takes place Friday, August 14, and interested collectors can register through Mecum ahead of the sale.

The Super Snake nameplate sits at the top of Shelby American's hierarchy for the S550-generation Mustang, and for 2022 the company capped total production at 298 cars across every body style, with non-Speedster coupes limited to just 200 units. This particular build, cataloged under CSM #22SS0058, began life as a Mustang GT Premium equipped with the GT Performance Package and MagneRide adaptive dampers before Ford shipped it to Shelby American's Las Vegas facility for its transformation.

Finished in Rapid Red Metallic with silver full-body racing stripes and a two-tone Ebony leather interior featuring Super Snake-embroidered front seats, the coupe was originally delivered through Sarchione Ford in Randolph, Ohio, then registered and driven by a single owner in North Carolina. It shows just over 2,900 miles today and comes with Shelby's build documentation, extra key fobs, branded floor mats, and a clean title and CARFAX history.

Shelby's conversion is far more than badges and stripes. A polished Whipple supercharger, matched to a Shelby-tuned engine program, high-flow injectors, and a large billet throttle body, pushes output to a claimed 825-plus flywheel horsepower, backed by a six-speed manual, a 3.73 Torsen limited-slip differential, and a short-throw shifter. Stopping power comes from a Shelby-spec Brembo package with six-piston front and four-piston rear calipers, while a reworked Track Handling Suspension, 20-inch forged wheels, and a functional Ram Air hood round out a car that shares little beyond its silhouette with the GT it started as.

For buyers trying to gauge what a car like this is worth, Hagerty Valuation Tools offers some useful reference points even though this specific S550 Super Snake hasn't yet been added to Hagerty's price guide as its own line. A standard 2022 Shelby GT500 coupe, Ford's own factory-built 760-hp flagship, already carries a #3-condition value of roughly $110,000 in Hagerty's guide, while earlier Shelby American Super Snake conversions built on the previous-generation GT500 between 2007 and 2014 have carried #3-condition values ranging from about $58,600 to $85,100 depending on year and body style. That spread suggests meaningful headroom for a low-mile, documented S550 Super Snake once the market has more sales data to draw on.

Auctions like this one are also a good reminder of how active Hagerty Marketplace has become for modern performance icons, not just old iron. Similar coverage on Motorious in recent days has tracked everything from a 383-Stroker 1989 Chevy S-10 street truck bidding at no reserve to a 50,000-mile 1998 Corvette Pace Car convertible, both pulled from Hagerty Marketplace listings. Shelby fans chasing something even wilder should also check out Motorious' coverage of an 850-hp 2026 Shelby Super Snake-R sweepstakes car, which shows where Shelby American's Super Snake program is headed next.

Bidding on this 2022 Shelby Super Snake Coupe remains open on Hagerty Marketplace through Monday, August 10, giving prospective buyers a bit more time to weigh in before the gavel falls.

Cadillac built the car in-house at its factory, then handed it off to an aviation manufacturer to fit a custom clear bubbletop, an enclosure that kept its royal occupant dry without hiding her from onlookers lining the parade route. Under that glass sits the division's 331-cubic-inch OHV V8, paired with a heavy-duty four-speed Hydramatic automatic and, notably, a factory four-barrel carburetor, a setup used on only one other 1951 Cadillac. Cadillac also fitted power steering, power windows, power-adjustable front seats and an oversized radiator to keep the engine cool while creeping through parade traffic. The black exterior wraps around a red Hydes leather interior, and the dash still wears its original commemorative plaque noting the car's royal service.

The provenance package is what separates this Cadillac from any other Series 62 convertible you'll find for sale. The consignor is including the original build invoice, period books and photographs showing the princess with the car, and a rhinestone replica of the George IV State Diadem, the crown later associated with Queen Elizabeth II throughout her reign. The car has since been treated to a full restoration finished to show-quality standards, and it remains a one-off; Cadillac never built another like it. For a deeper look at how the marque's postwar flagship evolved over the following decades, our research team's breakdown of the 1976 Cadillac DeVille traces that lineage.

So what does a car like this actually sell for? There's no clean answer, because nothing directly comparable has ever come up for sale. Hagerty Valuation Tools prices a standard 1951 Cadillac Series 62 convertible at roughly $58,200 in #3 (Good) condition, with #2 (Excellent) and #1 (Concours) examples commanding considerably more. That figure is a useful baseline for what a well-kept, ordinarily-optioned example is worth today, but it's just a starting point here. Once you factor in the one-off coachwork, the factory-installed second four-barrel setup, and a documented connection to a monarch who reigned for seven decades, this Cadillac is priced by history as much as by horsepower. It's the same dynamic we've seen play out with other provenance-heavy cars that hit the market carrying real Hagerty data behind them, from pace car Corvettes to low-production homologation specials, where the price guide sets the floor and the story sets the ceiling.

The royal Cadillac is part of the docket for Barrett-Jackson's 2026 Las Vegas sale, which follows a run of strong results for the auction house this year, including a record-setting debut at its first Columbus sale. With no reserve attached, this parade car is guaranteed to find a new owner, whoever is willing to pay for a piece of the Queen's own motoring history.

Underneath the deliberately unfinished bodywork sits a chassis built for real driving. A 350-cubic-inch small-block V8 breathes through a hand-built exhaust system and sends power through a TH350 automatic transmission to a Ford 9-inch rear axle, which rides on airbags for an adjustable stance. Up front, power steering borrowed from an Oldsmobile and disc brakes bring genuine drivability to a car that otherwise looks like it belongs in a junkyard diorama. Inside, rust-toned bucket seats continue the weathered theme, while the body mixes faded teal-green patches, exposed rivets, and pinstriping over raw, corroded steel. Streetside Classics notes the car is a new arrival with more details still being cataloged, so fresh specs could surface as the listing is updated.

Rat rods occupy a strange corner of the collector market, since they are deliberately built to look unrestored even when the mechanical components underneath are practically new. That makes standard price guides tricky to apply directly to a one-off build like this. Still, for anyone trying to get a handle on where stock, numbers-matching examples of the model land, Hagerty's valuation tools are a useful starting point. A base 1959 Chevrolet 150 in factory trim carries far less attitude than "Tetanus," but it gives a baseline for what the underlying model is worth before a builder starts cutting metal and welding in a custom chassis. Similar logic applies across the custom-build world, as Motorious covered recently in a look at a modified 1968 Camaro RS that leaned on Hagerty data to explain where it lands in today's first-gen Camaro market.

Streetside Classics is one of the largest classic car dealers in the country, with showrooms spread across multiple states and more than 1,600 vehicles listed between its physical lots and online inventory. Buyers who want something a little further off the beaten path can browse Motorious's roundup of 10 off-roaders for sale right now for other unconventional builds currently on the market.

At $64,995, "Tetanus" is not cheap, but it is also not a car anyone will mistake for something else in a parking lot. With 46,370 miles logged since its transformation and a permanent home in Streetside's Phoenix showroom, this rolling art project is ready for whoever wants to make an entrance at the next cars and coffee. The full listing, including all 84 photos, is available on Motorious.

Dodge revived the Viper for 2013 after a three-year hiatus, relaunching the snake under the newly formed SRT brand before the Viper name returned to Dodge showrooms in 2015. The GTS trim sat at the top of the lineup, pairing the coupe's removable body panels and lightweight construction with a more comfort-oriented interior than the base SRT model. Chrysler's hand-assembled 8.4-liter V10 carried over from the fourth-generation SRT-10, but revised internals pushed output to a factory-rated 640 horsepower and 600 lb-ft of torque, sent to the rear wheels through a six-speed manual and a 3.55:1 limited-slip differential.

According to the listing, the seller acquired this particular GTS on BaT in March 2025, and only about 60 of its 469 miles have been added since. The car wears 18-inch front and 19-inch rear Venom alloy wheels wrapped in Pirelli P Zero tires, with adjustable Bilstein shocks and red-finished, Viper-branded Brembo calipers clamping ventilated rotors at each corner. Inside, power-adjustable Sabelt bucket seats trimmed in black leather are joined by keyless entry, a backup camera, an 8.4-inch navigation system, a 12-speaker Harman Kardon stereo, and automatic climate control. The window sticker shows an as-optioned price of $141,090, and the car is offered by a private seller out of Melbourne, Florida under lot #255,897, with bidding scheduled to end August 4.

Hagerty's Valuation Tools don't yet break out a dedicated line for the 2013-2017 SRT/Dodge Viper GTS, but the broader V10 Viper market the site tracks offers useful context. A 2010 Dodge Viper SRT-10 ACR, the last of the fourth-generation cars and a close mechanical cousin to this GTS, is valued at $89,800 in #3 (Good) condition, while standard SRT-10 coupes and convertibles from that final model year sit in the $70,000 to $72,500 range. Hagerty's own sales data shows recent fourth-generation Vipers changing hands anywhere from $74,000 to nearly $139,000 depending on mileage and condition, which suggests a sub-500-mile fifth-generation GTS like this one, with more power and a more modern interior than its predecessor, has room to justify a price well above the current bid before the auction closes.

This GTS joins a run of notable Bring a Trailer finds we've covered recently, including a 35,000-mile 1997 Land Rover Defender 90 NAS and a widebody 2013 Nissan GT-R, both of which lean on Hagerty data to make sense of fast-moving niche markets. For a look at how the Viper got its start, our archives cover the original 1992 Dodge Viper and the 1994 model year that finally added air conditioning to Chrysler's snake, a reminder of how far the car evolved by the time this GTS rolled off the line two decades later.

General Motors built the car specifically for the princess's 1951 Canadian Royal Tour, with General Motors Canada supplying it for the occasion. Finished in black over a red Hydes leather interior, the Cadillac pairs its original 331ci OHV V-8 and heavy-duty four-speed Hydramatic transmission with a custom clear bubbletop enclosure made by an aviation company, letting crowds see their princess while shielding her from the weather. It's one of only two 1951 Cadillacs built with a factory four-barrel carburetor, and it also carries power steering, power windows, power-adjustable front seats and an oversized radiator suited to slow-speed parade duty. The sale includes a factory commemorative dash plaque, the original build invoice, period photos of the princess with the car, and a rhinestone-and-silver replica of the George IV State Diadem tied to Queen Elizabeth II's reign.

The Cadillac won't be alone on the docket. A freshly finished 1962 Chevrolet Corvette convertible built around an LS3 stroker engine, six-speed manual and Art Morrison GT Sport chassis will also cross the block, part of what Barrett-Jackson chairman and CEO Craig Jackson calls "the perfect setting for our upcoming September auction." Modern exotica joins the mix too, including a custom 1996 Ferrari F355 with F430- and F40-inspired styling cues, a 2007 Ferrari F430 F1 Spider, a Lingenfelter-supercharged 2013 Corvette Split-Window coupe from Classic Reflection Coachworks, a Boyd Coddington-restored 1963 Corvette Fuelie, a five-year restoration 1966 Mustang fastback and a 2024 Rezvani Military Edition Tank.

For collectors trying to put a number on a car like this, Hagerty's Valuation Tools offer a useful starting point. Hagerty currently prices a stock 1951 Cadillac Series 62 convertible in #3 (Good) condition at $58,200, a benchmark for unmodified cars in solid driver condition before any premium for provenance gets factored in. A one-off built for the future Queen Elizabeth II, complete with royal-tour documentation and photography, sits in a different category entirely - closer to the rarefied space of celebrity- and royalty-owned cars that routinely blow past standard price-guide numbers once bidders start chasing a piece of history rather than just a driver-quality Cadillac.

That gap between guide value and provenance-driven price has become a bigger storyline across the collector market lately. Motorious readers who followed the recent modified 1968 Chevrolet Camaro RS coupe listed on Hagerty Marketplace already know how much documented history can move the needle once Hagerty's data meets a motivated bidding audience.

Barrett-Jackson enters Las Vegas on a hot streak. Its inaugural Columbus auction pulled in $38.1 million and a new Boss 429 record earlier this year, and the company's Scottsdale-based Collection Showroom recently listed a wild custom 2020 Jeep Gladiator 6x6 for buyers chasing something a little less traditional than a postwar Cadillac.

The Las Vegas weekend kicks off September 9 with an invitation-only opening night reception at LIV Las Vegas inside the Fontainebleau, the auction's official host hotel and a short walk from the West Hall. Bidder registration is open with several package tiers, plus Muscle Lounge and Hammer High Top upgrades, and advance tickets are on sale now with discounted pricing for seniors, military and first responders; kids 12 and under get in free. Consignments for the September auction are still being accepted.

The 356 A Coupe carries chassis number 56977 and is estimated at $125,000 to $150,000, selling without reserve. Beyond its matching-numbers engine and transaxle, the coupe has already cleared inspection for the 1000 Miglia and comes with a current FIVA passport, meaning the next owner could theoretically reapply for a future running of the event without doing any of the paperwork legwork themselves. Gooding notes the car benefits from more than $43,000 in rally preparation, and it wears period-correct touches like a central German stripe, driving lights, hood straps, a Carrera rear valence, and a rally chronometer. For a buyer who wants an early Porsche that can actually be used the way it was built to be used, this is about as turnkey as it gets.

Lot 50 is in an entirely different league. This 1959 356 A 1600 Super GT Speedster, chassis 84933, carries a $800,000 to $1,000,000 estimate, and the number makes sense once you understand the specification. Porsche built roughly 31 GT-package Speedsters in 1959, and only about seven of those were fitted with the pushrod 1600 Super engine instead of the more complicated four-cam Carrera motor. That combination gave racers the lightweight GT hardware, aluminum doors, hood, and engine lid, larger brakes, a bigger fuel tank, without the maintenance headaches of the Carrera engine. This particular car was delivered new through Carl Block Sports Cars in Oakland, one of the most influential independent Porsche dealers on the West Coast during the marque's early years, and it later spent time in Otis Chandler's renowned collection at the Chandler Vintage Museum of Transportation and Wildlife. A copy of the factory Kardex on file confirms it still has its original matching-numbers Type 616/2 Super engine.

Checking Hagerty's Valuation Tools helps put both estimates in perspective. Hagerty's price guide shows standard 356 coupes from the mid-1950s trading in good, #3-condition driver shape anywhere from roughly $75,000 to $120,000, which lines up closely with where Gooding has pegged the numbers-matching coupe here. Speedsters live in an entirely different bracket in that same guide, with Super-powered examples in comparable condition often valued north of $350,000 even before factoring in rarity, provenance, or GT-specification hardware. Layer in the fact that this Speedster is one of just seven built with this exact engine and gearbox combination, plus a documented chain of ownership through noted collectors, and the seven-figure estimate starts to look less like a reach and more like a reflection of how thin the market is for cars this specific.

Interest in vintage Porsche competition history has been running hot across the board this year, not just in Stuttgart's earliest sports cars. We saw the same appetite for documented racing provenance when we covered a Le Mans-winning Porsche 924 Carrera GTR, and buyers leaning on Hagerty's data to size up an auction lot isn't unique to Porsche either, as this recent Hagerty Marketplace Camaro sale showed. It's a reminder that even as tastes shift toward newer analog performance cars, the market still rewards a clean paper trail and a matching-numbers drivetrain above almost everything else.

Both cars cross the block as part of Gooding & Company's 2026 Pebble Beach Auctions this August, and together they offer a useful snapshot of the 356 market at both ends of the spectrum: an accessible, event-ready coupe on one side and a museum-caliber, one-of-seven Speedster on the other.

The seller always has an explanation. They're being deployed overseas. They're getting divorced. A spouse recently died. They've already relocated, and the vehicle is sitting in storage — but don't worry, eBay Motors will handle everything.

Then the invoice arrives. It carries the eBay logo, cites a transaction number, and promises buyer protection, shipping and an inspection period. It looks entirely legitimate.

It isn't. According to the FBI, the Department of Justice and eBay itself, none of it actually came from eBay. For more than a decade, organized fraud rings have borrowed the company's name and reputation to convince buyers they're protected, all while the buyers are wiring money straight into a criminal's pocket.

The scam rarely starts on eBay

One of the biggest misconceptions about "eBay Motors scams" is that they happen on eBay. In most cases, investigators say, they don't. The vehicle is typically advertised on Facebook Marketplace, Craigslist, a classified site or even a fake dealership website. Only after a buyer expresses interest does the seller claim the deal will be "handled through eBay Motors" — invoking the company's protections for a transaction that has nothing to do with the actual marketplace.

eBay's own Motors Security Center addresses this tactic directly, advising buyers to complete vehicle purchases only through eBay itself and warning that the company cannot protect transactions that happen off-platform, regardless of what a seller promises. The same guidance flags counterfeit invoices, spoofed emails, wire-transfer demands, gift-card payments and copycat websites built to mimic eBay's branding as the tools scammers use to sell the deception.

A decade of federal warnings

This is not a new problem. The FBI's Internet Crime Complaint Center, known as IC3, issued a nationwide alert in 2011 after logging nearly 14,000 complaints about fraudulent online vehicle sales between 2008 and 2010, with reported losses of roughly $44.5 million. The bureau described a script that has barely changed since: a vehicle listed well under market value, a seller citing military deployment or a sudden move, pressure to leave the original site, an invoice invoking eBay's name, and a wire transfer sent for a car that never existed. Investigators at the time even found fraud rings running fake customer-service chat lines to make the ruse feel more convincing.

IC3 issued another warning in 2018, reporting nearly 27,000 complaints tied to fraudulent vehicle sales between May 2014 and December 2017, with losses topping $54 million. By then, the bureau said, criminals were routinely advertising cars they had never owned or seen, lifting photos from real listings and inventing believable backstories to get buyers to send money before ever laying eyes on a vehicle.

Why criminals keep choosing eBay

The reason is simple: trust is valuable, and eBay already has it. Rather than inventing a fictional escrow service, scammers borrow the credibility of a marketplace buyers already recognize, letting them promise secure payment, buyer protection, shipping and an inspection period — the exact protections a real marketplace offers. Federal investigators say that borrowed credibility is precisely why the eBay name keeps surfacing in these schemes, even though the company has no part in them.

Prosecutions show the scale

These aren't isolated cons run by a single dishonest seller. The Justice Department has spent years dismantling organized networks built around fake vehicle listings and counterfeit eBay paperwork. In one Ohio-based case, prosecutors said the conspiracy defrauded more than 850 victims out of at least $10.6 million; its leader was later sentenced to more than 14 years in federal prison, with other members receiving additional sentences and restitution orders.

The largest known operation, according to the Justice Department, was based in Alexandria, Romania. In February 2019, prosecutors announced charges against 20 people, 16 of them foreign nationals, accused of running an online auction fraud ring that laundered stolen money through cryptocurrency. Court documents allege members posted fake listings for vehicles and other high-value goods on Craigslist and eBay, often using stolen American identities to open the seller accounts and impersonating service members who supposedly needed to sell before deployment. Some invoices were built to look as though they came directly from an eBay Motors support department, complete with a fabricated phone number and language promising the payment would be held until the buyer inspected the item. Twelve defendants were eventually extradited to the United States in what remains one of the largest online auction fraud cases the department has brought.

The stories rarely change

Across years of cases, the FBI has flagged the same handful of cover stories again and again: military deployment, a job relocation, a death in the family, a divorce, sudden financial hardship. Each one accomplishes two things at once. It explains why a valuable vehicle is priced thousands below market value, and it explains why the seller can't simply meet the buyer in person.

The fake paperwork has gotten sharper

Today's fraudulent invoices rarely look like the crude, typo-ridden emails of years past. Many now include transaction numbers, realistic logos, shipping schedules, customer-service phone numbers and the kind of buyer-protection language eBay actually uses, sometimes paired with a convincing copy of eBay's website. eBay offers a simple way to cut through it: log into your account directly at eBay.com, not through a link in an email, and check whether the purchase actually appears there. If it doesn't show up in your account, or if a message supposedly from eBay isn't sitting in your My eBay Messages folder, it isn't real.

The Federal Trade Commission offers similar advice to anyone shopping for a vehicle online: treat a steep discount as a warning sign rather than a stroke of luck, insist on seeing the car and its title in person before paying, and never wire money or send gift cards to a seller you haven't met.

The red flags line up

Between the FBI, eBay and the FTC, the warning signs are remarkably consistent. Be wary of a seller who wants to move the conversation off the original site, refuses an in-person inspection, pushes for wire transfers or gift cards, claims eBay is holding funds outside an actual eBay transaction, pressures you to act immediately, or offers a price that feels too good to be true.

What this actually shows

None of this means eBay Motors itself is unsafe. The company has spent years publishing warnings that lay out exactly how these frauds work. What it shows instead is that eBay's own reputation has become raw material for the con. The fake invoices work because people recognize the logo. The promised protections sound believable because real ones exist for actual on-platform purchases. And the customer service sounds plausible because buyers expect a company that size to have one.

The vehicle is usually fictional. So is the seller. But according to more than a decade of FBI alerts and Justice Department prosecutions, the trust attached to the eBay Motors name has been real enough to cost victims tens of millions of dollars, and organized fraud rings show no sign of giving it up.

The odometer shows just 196 miles, but the window sticker is the number likely to draw the most attention: $1,214,822. That total includes more than $151,500 in options, transforming an already scarce machine into an unusually specific snapshot of the Valhalla configurator at full boil.

A 1,064-HP First For Aston Martin

The Valhalla is Aston Martin's first series-production mid-engine plug-in hybrid supercar. Its 4.0-liter twin-turbocharged V8 works with three electric motors—two at the front axle and one at the rear—to produce a combined 1,064 horsepower. An eight-speed dual-clutch transmission, all-wheel drive, front-axle torque vectoring, and an electronic limited-slip rear differential help turn that output into a claimed 2.5-second sprint to 60 mph and a 217-mph top speed.

Underneath the bodywork is a carbon-fiber tub with aluminum front and rear subframes. Inboard pushrod front suspension, carbon-ceramic brakes, and active aerodynamics bring the Formula One influence into sharper focus. Mecum says the aero system can generate more than 1,300 pounds of downforce from 149 mph to the car's maximum speed.

That mission has roots stretching back years. Motorious followed Aston Martin's original mid-engine “Fantastic Four” plan, when the Valhalla was still known as AM-RB 003 and positioned as the more usable “son of Valkyrie.” The production car retains that family resemblance while adding EV operation, electric reverse, a nose-lift system, and a cabin designed to be less punishing than Aston's track-focused flagship.

$151,500 In Options

This example's Speedway White finish is paired with black-and-silver accent striping and a painted lower package. The option list also includes an Onyx Black and California Poppy semi-aniline leather interior, gloss 2x2-twill carbon-fiber seats and trim, Glacier White stitching, carbon-fiber paddle shifters, a Bowers & Wilkins audio system, and vivid orange brake calipers behind staggered 20- and 21-inch forged wheels.

Those details matter in a production run capped at 999 cars. When so few examples exist, color, specification, mileage, and the timing of a sale can move the result just as much as the model name. This car's triple-digit mileage and documented option load should make it a particularly useful benchmark.

The Valhalla Market Is Still Being Written

Hagerty Valuation Tools covers more than 40,000 collector vehicles and combines price-guide data with real-world sales, but its public tool does not yet surface a model-specific Valhalla price-guide entry. That is understandable for a 2026 model with deliveries only just reaching customers. In this case, the Mecum result will not merely follow the market; it could help define it.

The closest Aston Martin family comparison is the even rarer Valkyrie. Hagerty records a 2024 Valkyrie Spider selling for $3,363,868 in Zurich on November 1, 2025. Motorious previewed that 97-kilometer Valkyrie Spider, while another high-profile example—Daniel Ricciardo's bespoke Valkyrie—carried a pre-sale estimate of €2.4 million to €2.8 million.

The Valhalla is intentionally positioned below that V12-powered flagship, and its 999-car production run is far larger than the Valkyrie's. Even so, the $1.2 million sticker on this heavily optioned example makes simple depreciation math risky. Early-allocation scarcity, delivery timing, and the appetite for hybrid hypercars will all be tested when the bidding starts.

For collectors, that uncertainty is part of the attraction. This is not a familiar model trading within an established band; it is one of the first chapters in the Valhalla's auction history, written in public at Monterey.

The dealer says the coupe was preserved in professional, climate-controlled storage from new. Its recent return was therefore much more involved than replacing a battery and adding fresh fuel. Nicholas Mee's heritage workshop inspected every system, replaced or renewed components as needed, and retained all the original pieces removed during the process. The work culminated in more than 250 miles of proving on urban and suburban roads before technicians declared the car fully functional.

That testing accounts for a substantial portion of the Aston's lifetime mileage, but it also resolves the usual dilemma surrounding an undriven collector car. Instead of asking its next owner to discover every fault created by decades of inactivity, the seller has already run the car in and debugged it. New Michelin Pilot Sport tires sit on Aston Martin-supplied 16-inch Ronal-pattern wheels, while a sports exhaust and upgraded suspension aim to make the Zagato easier to enjoy. The original Speedline Aero wheels, still wearing their original Goodyear Eagle tires, accompany the car.

A British supercar with an Italian suit

Aston Martin and Zagato built only 50 production coupes, plus two prototypes. The model debuted at the 1985 Geneva Motor Show as a sharply drawn answer to the decade's supercar escalation. Zagato shortened the standard V8 Vantage chassis by nearly a foot and clothed it in lightweight aluminum, while flush glass and an aerodynamically developed underbody helped the finished car slice through the air.

Under the hood is Aston Martin's 5.3-liter V8 in X-Pack specification. Four twin-choke carburetors help it produce a quoted 432 horsepower and 410 pound-feet of torque, sent through a five-speed manual transmission. Aston claimed a 186-mph top speed in period. The specification supports the old nickname of “Britain's first supercar,” a label attached to the standard V8 Vantage, but the Zagato's shortened, lighter body made the formula more exotic.

The styling remains the dividing line. Where the earlier DB4 GT Zagato is universally treated as sculpture, the V8's squared-off nose, vast hood bulge, and abrupt tail are pure 1980s provocation. Time has arguably helped. What once seemed awkward now looks refreshingly uncompromised, especially beside the era's other limited-production supercars.

Where it sits in today's market

The asking price is available only on application, but Hagerty's valuation data provides useful context. Its public price guide lists a “good” #3-condition 432-hp V8 Zagato coupe at about $228,000. Hagerty also records a 40,410-kilometer automatic coupe selling for $212,800 in 2023 and a manual example achieving $476,770 in 2021. With only 600 miles, original paint and interior, comprehensive documentation, and a costly recommissioning, this car occupies a category that ordinary condition guides struggle to capture.

The period comparisons underline that distinction. Hagerty currently places a good-condition 1985 Ferrari 288 GTO at roughly $6.7 million, while a good-condition 1987 Porsche 959 Komfort is around $1.75 million. Those cars were built in larger numbers—272 Ferrari 288 GTOs and more than 200 Porsche 959s—yet both command multiples of the Aston's typical public-sale results. A recent single-owner 288 GTO offered with a multimillion-euro estimate shows how strongly the market rewards preservation, mileage, and story.

The V8 Vantage Zagato has always been the contrarian member of that club: rarer, less universally admired, and consequently far less expensive. This example may be the clearest test yet of whether collectors are ready to reprice it. It is supplied with its original handbook, tools, jack, warning triangle, unused space-saver spare, two sets of keys, indoor cover, and battery conditioner, along with a 12-month warranty and first service. For the next custodian, the unusual luxury is simple: one of the most original V8 Zagatos in existence is no longer merely preserved. It is ready to drive.

Chassis 132652 is one of just twelve U.S.-delivery Enzos finished in Nero D.S., and among that dozen, one of only three trimmed with Rosso leather inside, a reversal of the red-over-black look most examples wear. Completed in April 2003, the car has passed through three documented owners, spent its life in the care of authorized Ferrari dealers in Newport Beach, Denver, and Scottsdale, and shows just over 13,200 miles today. Ferrari Classiche certified the car in 2026, confirming its drivetrain, bodywork, suspension, and other major components remain as delivered, and recent work totaling more than $80,000 addressed everything from a steering rack rebuild to fresh interior leather. Broad Arrow has attached an estimate of $9 million to $11 million to Lot 277.

That estimate lines up with a market that has moved considerably in the Enzo's favor over the last year. Hagerty's Valuation Tools currently peg a #3-condition (Good) 2003 Enzo at $8 million, a figure that has climbed more than 120 percent in the past twelve months. Recent results back up the trend: a 2003 Enzo brought $15,185,000 at a Broad Arrow sale this past March, and the model's auction high over the last three years sits at $17,875,000. With roughly five dozen Enzos changing hands at public auction since 2023, the model has become one of the more actively traded seven-figure Ferraris, and a no-reserve, Classiche-certified example finished in such an unusual color combination is well positioned to test the upper end of that range.

The Enzo is joined at the top of the lineup by a 2025 Bugatti W16 Mistral estimated at $8 million to $10 million, one of 99 open-top send-offs for Bugatti's W16 engine. A 2017 Ferrari F12tdf, a 2015 Porsche 918 Spyder, a 2011 Bugatti Veyron 16.4 Grand Sport, and a 1968 Lamborghini Miura P400 S round out the top six lots by estimate, with a 1967 Ferrari 275 GTB/4 and a pair of Hennessey Venom F5s not far behind. Hagerty's price guide currently values a 918 Spyder Weissach at roughly $2.25 million in #3 condition, well under the $3.25 million to $3.75 million estimate attached to the example here, a gap that reflects how quickly hybrid hypercar values have been moving as more examples reach the block.

This lineup also reflects how quickly Broad Arrow has grown since launching as a standalone auction house, expanding into one of the collector car market's more active players under the Hagerty umbrella. Bidders can register to take part in person, by phone, as an absentee, or online, with the full digital catalog already live on Broad Arrow's site.

Motorious first covered this Enzo when it was announced for the Quail docket, and it joins the conversation started by another recent standout, a matte black Enzo that surfaced through RM Sotheby's, in showing how much premium the market now places on the model's rarest color combinations. The Bugatti Mistral crossing the same stage has its own story worth a look as well.

This generation of 911, known internally as the 991, arrived for 2012 as the seventh full redesign of Porsche's rear-engined icon and the last to rely purely on natural aspiration before turbocharging spread across the entire lineup in 2017. The 4S designation adds all-wheel drive, a wider rear body, and bigger brakes on top of the standard Carrera S, while the 991 chassis itself brought a longer wheelbase, electric power steering, and a lighter, stiffer structure than the outgoing 997. Porsche's all-wheel-drive Carrera 4 models date back to the early 1990s, a lineage this 2003 Porsche 911 Carrera 4 Cabriolet helps trace, and readers weighing an air-cooled classic against a modern water-cooled car like this one may find our beginner's guide to Porsche collecting useful.

This particular car pairs its 3.8-liter flat-six, rated at 400 horsepower, with the quick-shifting 7-speed PDK dual-clutch transmission and Porsche Torque Vectoring. Factory options include the Premium Package Plus, Sport Design steering wheel, 20-inch Sport Design wheels finished in black, 14-way power memory seats with heating and ventilation, navigation, Bose audio, and the Light Design lighting package. The seller notes servicing at a Houston-area Porsche dealer in February 2026, along with a set of Continental Extreme Contact tires date-coded from 2023. Noted flaws include wear on the wheel edges, a crack in the driver's side of the windshield, and a damage entry on the CARFAX report from December 2017, details worth weighing against the car's otherwise strong options list and service history.

Hagerty's Valuation Tools currently price a #3-condition (Good) example of the 2013 Carrera 4S Coupe at $71,500, well above this car's current $20,250 bid, though the gap narrows once the windshield crack, CARFAX-reported damage, and driver-quality cosmetic wear are factored in. The cabriolet version of the same car checks in lower, at $57,000 in #3 condition, underscoring the coupe's usual premium over open-top 991s. Hagerty's guide also lists a recent comparable sale of $71,925 for a 2013 Carrera S coupe and a three-year high of $318,500 for standout 991-generation cars, a spread that shows how much options, mileage, and condition can move the needle within a single model year. For a sense of how far the range can climb once rarity enters the equation, this 1991 Porsche 911 Turbo chasing $300K on Bring a Trailer is a useful comparison point.

With several days remaining and bidding still in its early stages, this Carrera 4S has plenty of runway before the gavel falls on Hagerty Marketplace, where driver-focused finds like this modified 1968 Chevrolet Camaro RS Coupe have recently generated strong interest from bidders. Whether it lands closer to guide value or settles into driver-quality territory, this 991 offers a useful data point for anyone tracking where naturally aspirated, all-wheel-drive 911s sit in today's collector market.

The Mistral holds a unique place in Bugatti's modern lineage. It is the final roadgoing model built around the quad-turbocharged, 8.0-liter W16 that powered the Veyron and Chiron for nearly two decades, and it caps that engine's production run in open-top form only. Just 99 examples were built, and all were reportedly claimed by buyers before the car was even revealed publicly.

Output checks in at 1,578 horsepower and 1,180 pound-feet of torque, numbers that translate into a 0-60 mph run in the low two-second range and a verified 282.05 mph top speed. That figure makes the Mistral the fastest open-top production car ever built, a title it earned during factory testing in 2023.

Rather than fit a folding roof, Bugatti built the Mistral as a true roadster from the start, pairing it with a carbon fiber emergency cover for use only while parked. Sculpted intakes sit just behind the two seats to feed the engine, while X-shaped taillights and a quartet of vertical LED front lighting elements give the car a silhouette unlike anything else Bugatti has built. Inside, a milled aluminum gear selector houses an amber-cast rendition of Rembrandt Bugatti's Dancing Elephant sculpture, tying the car back to the marque's earliest history.

This particular example, part of what RM Sotheby's calls the Driver's Philosophy Collection, is finished in Italian Red over Nocturne with an Italian Red and Beluga Black leather interior. It has had a single owner, carries roughly $325,000 in factory options, and comes with its window sticker copy, factory car cover, battery tender, tool kit, and owner's manuals. The car is listed as lot 226 and will be offered on Friday, August 14, 2026, in Monterey, California.

For a sense of how Bugattis of this caliber tend to hold value over time, Hagerty's Valuation Tools are a useful reference point. In the Hagerty Price Guide, a number 3 condition (Good) 2010 Bugatti Veyron Super Sport is valued at roughly $1.85 million, while standard Veyron coupes and Grand Sport convertibles from the early 2010s land between $1.5 million and $1.55 million in similar condition. Earlier Bugattis have climbed too: the low-volume 1992 EB110 GT is valued around $1.2 million, and pre-war Type 57 models now trade in the $440,000 to $575,000 range. That steady upward trajectory across generations suggests a car as scarce as the Mistral, built in a run of only 99 with barely any mileage on the clock, has real room to appreciate well beyond its already substantial estimate.

The Mistral's Monterey debut lands during one of the richest weeks on the collector car calendar, alongside other headline-grabbing consignments like a one-of-one manual Lamborghini Murcielago LP 670-4 SV also heading to RM Sotheby's without reserve. Buyers chasing exotic metal this summer can browse more of it in our roundup of the 10 coolest supercars for sale on Motorious right now, and sellers weighing their own consignment might want to read up on which paint colors help or hurt at auction before sending a car to the block.

Imagine two collectors who each have exactly $100,000 to spend on the same car.

On a platform with no buyer’s premium, either collector could bid the entire $100,000. On a platform charging 5 percent, the maximum hammer bid falls to approximately $95,238. Add the $4,762 premium, and the buyer reaches the same $100,000 total.

The arithmetic appears straightforward: lower fees leave more money available for bidding, so cars should achieve higher hammer prices on less expensive platforms.

Mathematically, that premise is sound. As a practical guide to auction results, however, it is incomplete.

A fee determines how high an individual buyer can bid. It does not determine how many qualified bidders see the car, trust its presentation or want it badly enough to compete. A platform with higher fees can still produce a stronger result if it attracts the right second bidder.

That distinction—between bidder capacity and bidder competition—is where the real auction economics begin.

What a 5 Percent Premium Actually Does

For a collector with a $100,000 total budget, the maximum bid changes as follows:

A 5 percent premium therefore does not reduce the buyer’s maximum hammer bid by exactly 5 percent. It reduces it by approximately 4.76 percent.

That effect is real. It is also smaller than many informal auction comparisons suggest.

The difference between a 4 percent and 5 percent premium, for example, changes the maximum hammer bid on a $100,000 total budget by only about $916. That amount can disappear into normal variations in condition, mileage, color, documentation or bidding increments.

It can also be erased by one more determined bidder.

Similar Platforms May Not Have Different Fees

Any current comparison must begin by checking the platforms’ own terms. Fee schedules change, and third-party comparison pages frequently remain online after becoming outdated.

Bring a Trailer currently charges buyers either 5 or 10 percent depending on the auction category. For standard 5 percent auctions, the fee is capped at $7,500. Sellers pay a $99 basic listing fee, with additional photography and concierge options available. Bring a Trailer explains its current fees here.

Cars & Bids also currently publishes a 5 percent buyer’s fee, with a $250 minimum and $7,500 maximum. Sellers list without a platform fee and receive the final bid amount. Cars & Bids publishes its current structure here.

For ordinary vehicle auctions, then, those two platforms do not provide a clean high-fee-versus-low-fee experiment. Their standard buyer premiums and caps are presently very similar.

eBay Motors offers a more distinct model. It charges the seller a fixed vehicle-listing fee—currently $34 or $79, depending on the listing price—and does not charge a conventional final-value fee on the vehicle. Its official vehicle-fee page does not list an enthusiast-auction-style buyer’s premium. eBay details those fees here.

In theory, that should leave an eBay bidder with more money available for the vehicle itself. In practice, comparing eBay directly with a curated enthusiast platform introduces several differences beyond cost: audience, listing standards, community participation, search behavior, auction mechanics and buyer confidence.

The fee is only one variable, and rarely the largest one.

Auctions Are Set by the Second-Highest Valuation

An online auction may attract thousands of views, hundreds of watchers and dozens of bids. Ultimately, however, the result is usually determined by a very small group.

In a competitive ascending auction, the winner does not necessarily pay his or her maximum. The winner pays enough to beat the next-most-determined bidder. Economically, the second-highest valuation often sets the price.

Consider a car that one collector values at $100,000.

If the next-highest bidder stops at $82,000, the car may sell near $82,000 regardless of whether the winner had another $18,000 available. Removing a 5 percent premium would raise the winner’s theoretical ceiling, but it would not create competition between $82,000 and $100,000.

Now introduce another bidder willing to spend $97,000. The result changes dramatically, even with the 5 percent premium still in place.

That is why audience depth can outweigh fees. A lower-cost platform gives each bidder more theoretical room. A deeper or better-matched platform increases the chance that two bidders will use that room.

The relevant question is not simply how many people visit a site. It is how many credible buyers for that particular car are prepared to bid near market value.

One More Serious Bidder Can Be Worth More Than 5 Percent

A simplified auction model helps illustrate the difference.

Assume bidder valuations are randomly distributed between zero and a car’s maximum possible value. In that model, the expected second-highest valuation rises as more bidders participate:

Real collector-car auctions are not this orderly. Cars are not interchangeable, valuations are not uniformly distributed and bidders influence one another. The model is useful because it demonstrates the relative scale of the effects.

Moving from five serious bidders to ten raises the expected result in the simplified model by more than 20 percent. An uncapped 5 percent buyer’s premium, by comparison, lowers a budget-constrained bidder’s maximum hammer price by approximately 4.76 percent.

A platform does not necessarily need twice as many total users to overcome a fee disadvantage. It may need only one additional bidder who understands and genuinely wants the car.

Fee Caps Change the Calculation

Percentage-based premiums have their largest relative effect on cars priced below the fee cap.

At a 5 percent premium capped at $7,500, the cap is reached when the hammer price hits $150,000. Above that point, the fee remains fixed while the value of the car continues to rise.

A buyer with a $250,000 all-in budget can bid as much as $242,500 once the fee is capped. The $7,500 premium represents 3 percent of the total budget.

With a $500,000 budget, the buyer can bid $492,500. The premium now represents only 1.5 percent of the total.

This means modest platform-fee differences should matter less—not more—as prices climb well into six figures.

At that level, confidence becomes particularly valuable. A bidder considering a $500,000 car may care more about documentation, inspection access, seller reputation and the platform’s ability to attract another qualified collector than about a premium equal to a small percentage of the purchase.

Audience Size Is the Wrong Measurement

Registered users and page views are tempting numbers because they are easy to understand. They do not necessarily measure auction liquidity.

Bring a Trailer reportedly hosted nearly 50,000 auctions and generated more than $1.7 billion in sales during 2025, with an approximately 81 percent sell-through rate. Its reported user base exceeded 1.65 million. Those figures indicate enormous reach, but reach alone does not explain the result of an individual auction. Autoweek reported the platform’s 2025 figures.

Cars & Bids reports more than 36,000 completed auctions, over $800 million in vehicle value, more than 1.1 million registered members and an 80-percent-plus sell-through rate. Those are cumulative figures rather than a directly comparable single-year report.

More importantly, neither total tells a seller how many members are prepared to buy a particular car.

A modified E36 BMW, an early air-cooled Porsche and a seven-figure competition Ferrari draw different groups of bidders. A smaller platform can outperform a larger one if its audience is unusually concentrated around the car being offered.

A more revealing measurement would be the competitive bidder count: the number of unique participants who bid within the final 10 percent of the hammer price.

A listing with 80 bids from three people may have less genuine depth than one with 15 bids from five collectors capable of buying the car.

Views measure exposure. Comments measure engagement. Competitive bidders measure pricing power.

Presentation Can Be Worth More Than the Fee

Online bidders cannot touch the paint, hear a bearing or inspect an invoice unless the listing gives them the opportunity. That makes information part of the product.

Two similar cars can produce very different results because one listing includes:

• A complete service history
• Cold-start and driving videos
• Undercarriage photographs
• Paint-meter readings
• Clutch-life information
• Factory option documentation
• Clear photographs of defects
• Prompt, technically informed seller responses

The stronger presentation does not necessarily make the car better. It reduces uncertainty.

A bidder who budgets $5,000 or $10,000 for unknown repairs will lower the maximum bid accordingly. If a comprehensive listing removes that uncertainty, the resulting confidence can outweigh the entire buyer’s premium.

The same principle applies to seller behavior. An unanswered question about an accident, title discrepancy or overdue service can affect bids more than a one-point difference in platform fees.

No Reserve Changes More Than Fees Do

Reserve policy introduces another complication.

A no-reserve auction guarantees that the highest bid will buy the car. That can attract attention, produce early participation and give bidders confidence that their time will not be wasted against an unrealistic seller expectation.

A reserved auction protects the seller, but it can reduce urgency if bidders believe the minimum is beyond the market. A high bid on an unsold car is also not equivalent to a completed transaction.

If one platform carries more no-reserve inventory than another, a simple comparison of bids or sell-through rates may mistakenly attribute the difference to fees.

The same applies to curation. A platform that declines weak cars, negotiates reserves aggressively or demands stronger presentation may appear to outperform another platform even if its fee structure has little to do with the result.

Hammer Price Is Not the Only Outcome

A platform analysis must specify whose result it is measuring.

For the platform, revenue may include:

• Buyer’s premium
• Listing fee
• Seller commission
• Photography
• Concierge services
• Payment or transaction products

A car can produce a higher hammer price but a lower seller net. It can also produce a lower hammer price while costing the buyer more after premiums.

That is why headlines claiming that a car “sold for” a particular amount can be misleading. Some sources publish hammer prices, while others report all-in results. An unsold high bid, dealer asking price and completed sale are three different data points.

How the Question Could Be Tested Properly

The cleanest evidence would come from cars that appeared on more than one platform within a relatively short period.

Researchers would need to track each VIN and record:

• Platform and auction date
• Hammer price or high bid
• Buyer’s premium
• Buyer’s total expenditure
• Sale or no-sale
• Reserve status
• Mileage
• Location
• Title status
• Service performed between appearances
• Modifications
• Seller type
• Photo and video coverage
• Bidder count
• Comment activity
• Material changes to the car

Even identical VINs do not create perfect comparisons. A vehicle may receive a major service, add mileage, suffer damage or acquire better documentation between sales.

The next-best method would match different cars with nearly identical specifications and sale dates. A meaningful match would need the same model, transmission and major options, with similar mileage, condition, history and location.

Comparing platform-wide averages would be nearly useless. One platform may simply sell more valuable cars.

The strongest natural experiment would be a platform fee change. Matched results immediately before and after the change could reveal whether bidder ceilings moved while the broader audience and auction format remained relatively stable.

Without those controls, any claim that a platform adds or subtracts a fixed percentage from a vehicle’s value should be treated skeptically.

So, Do Lower Fees Produce Higher Bids?

All else being equal, yes.

A rational buyer should include the premium in the total acquisition budget. Lowering that premium raises the amount available for the hammer bid. The effect is mechanical, predictable and strongest below a fee cap.

But all else is almost never equal.

Different platforms attract different cars, sellers and bidders. They impose different listing standards, reserve policies and transaction procedures. Their communities possess different concentrations of expertise and purchasing power.

A zero-premium auction with one serious bidder may produce a weaker result than a 5 percent auction with three. A cheaper platform does not help the seller if the bidder who would have set the higher price never sees the car.

For buyers, fees remain part of the cost and should always be included in the maximum bid. For sellers, the decision is more complicated. The relevant comparison is not simply which platform charges less. It is which platform has recently produced completed sales for genuinely comparable cars—and whether those results leave the seller with more after every cost is considered.

Lower fees raise the bidder’s ceiling.

The right audience determines whether anyone reaches it.

#10 — 1953 Chevrolet Panel Truck

There's nothing subtle about a lowered, glossy-green panel truck riding on whitewalls and polished hubcaps. This 1953 Chevy panel truck pairs its original 6-cylinder and manual gearbox with a wickedly low, lead-sled stance that makes it as much rolling sculpture as it is a driver. Priced at $33,000, it's an easy, affordable way into the custom truck hobby.

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#9 — 1954 Chevrolet Truck 3600 (Hollywood Movie Prop)

Two-tone green and white, riding on a bench seat and an inline six with a 4-speed stick, this 1954 Chevy 3600 already looks like it stepped out of a postcard. Add in its documented history as a Hollywood movie prop vehicle and you've got a $20,500 classic with a story to tell at every cruise-in.

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#8 — 1954 Chevrolet 3100 Restomod Pickup Truck

Under its classic sheetmetal, this 3100 hides a crate 350ci V8 and a 700R4 overdrive automatic, plus power steering, power brakes, and factory-style air conditioning. It's proof that a Chevy pickup can look every bit as good as it did in 1954 while driving like something built yesterday, all for $59,000.

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#7 — 1934 Chevrolet Pickup Fire Truck

Parade-ready and fully restored, this 1934 Chevy fire truck rolls on dual rear wheels with 20-inch whitewalls and packs a rebuilt Thriftmaster inline six mated to a 4-speed manual. The working siren and wood bed dressed with vintage extinguishers make it a guaranteed showstopper for $26,995.

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#6 — 1955 Chevrolet 3100 Good Humor Ice Cream Truck

Currently live at auction through Broad Arrow, this 1955 Chevy 3100 was built for the Good Humor company and still wears its bright white paint, bell, and period-correct servery inside the cab. It's a beautifully preserved slice of Americana that's more nostalgia trip than daily driver, and it comes with real auction-house documentation.

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#5 — 1988 Chevrolet S10 NASCAR Truck

Wearing a full blue racing livery, front air dam, rear spoiler, and a genuine roll cage, this S10 looks like it just rolled off the truck racing circuit. Inside, a race-style dash, aftermarket gauges, and a floor-mounted shifter back up the look, while the stock 2.5-liter four and 4-speed manual keep it simple, affordable, and a total blast at just $15,500.

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#4 — 1984 Chevrolet Pro Touring Show Truck

This square-body C-10 hides a 383ci stroker V8 under its cowl-induction hood, backed by a 4L60E overdrive automatic and dressed in mirror-black paint with a Belltech dropped stance. Inside, VXR suede bucket seats and a digital gauge cluster bring it fully into the modern era. It's a no-expense-spared build, and it's priced at $59,990.

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#3 — 1986 Chevrolet K10 4x4 Tribute Show Truck

This maroon-and-black K10 rides a big lift on 40-inch tires, with a power-tilting front clip and rear-tilting bed to show off every inch of its detailing. A built 468ci big block backed by a 3-speed manual with granny low sends power through Hooker headers and an exhaust with electric cutouts, so it sounds as wild as it looks. It's yours for $47,995.

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#2 — 1988 Chevrolet C1500 4x4 Custom Monster Truck

This one's the real deal: a genuine monster truck, not just a lifted pickup. Underneath its Jalapeno Green paint sits a fully reinforced custom frame, Dana 70 axles at both ends, and a professionally built 406ci V8 with Holley EFI. An 8-point cage, PRP racing seats with Simpson harnesses, and a raised floor complete a cabin built for serious off-road duty, all yours for $39,995.

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#1 — 1967 Chevrolet C10 Pickup Truck by Scott's Hotrods

Our number one pick is on an entirely different level. Built over six years by Scott's Hotrods 'n Customs and unveiled at the 2024 Goodguys Nationals, this genuine 1967 C10 wears more than 40 custom body modifications, a recessed grille, sectioned bumpers, and a flush-mounted, wedge-sectioned roof. Power comes from a 525-horsepower LS3 backed by a 4L70E automatic, riding on a fully custom chassis with independent front suspension and Wilwood brakes at all four corners. The diamond-stitched interior, Alpine touchscreen infotainment, and over $710,000 in build receipts explain the $369,900 price tag, along with the truck's Goodguys Truck of the Year finalist honors and Meguiar's Magnificent Masterpiece Award. It's simply the coolest Chevy truck money can buy right now.

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