The 1980s were a transformative period in the automotive industry, marked by experimentation and innovation. Automakers began to blur the lines between traditional cars and trucks, resulting in vehicles that defied conventional classifications. This era saw the emergence of models that combined the comfort and style of cars with the utility and ruggedness of trucks, catering to a diverse range of consumer preferences. The following decade would witness the rise of SUVs and crossovers, but the 1980s laid the groundwork for this shift by challenging existing automotive norms.
If you were buying/selling a 2020 Chevy Silverado, you likely consider ordering up a vehicle history report or “VHR” to help you negotiate the price or determine your interest when buying a vehicle. VHRs are a great way to check the actual accident records, ownership, title records, and even recalls for any vehicle. What you may not realize is that these reports are available for ANY vehicle, even those built before 17-digit VIN numbers were required in 1981.
One of the biggest concerns for classic car buyers is title washing. This is not the same thing as title swapping, which is removing the VIN tag from one body to another, which is only legal when done under the supervision of state authorities. Title washing is just like money laundering; the title is sold to another person using specific tactics to yield a clean title. This is not only unethical, but also a felony. The purpose of title washing is to conceal a vehicle’s previous history of major damage that would have it labeled as a junk motor vehicle or salvage.
You are probably thinking “but how would that even work? A title is a title”, the answer is just as simple- every state has different laws and rules regarding vehicle titles. Some states don’t even title vehicles after a certain timeframe, so it can get tricky ensuring that the vehicle you are looking at purchasing has a legitimate title history.
How Title Washing Works
An unscrupulous seller links up with a cohort to scam some unsuspecting buyers. They buy a few cars at auction from a recent flood sale. These vehicles have “Salvage” or “Flood” stamped on the title indicating that they have been in a flood and must be sold as scrap. Next, they get the vehicles running and driving (usually the bare minimum of effort) and then take the vehicles to another state that does not have the same rules. The vehicle is retitled in the new state following their rules. Some states require a rebuilder, but many do not. Once the vehicle has been inspected (this is usually a VIN check only), a new title is created without any of the previous damage attached. A vehicle with a clean title is worth a lot more than a salvage item, making this a very lucrative option for the low-down dirty fools who do it. In the end, someone gets snookered and loses a lot of money. In most cases, the issues soon return, and the seller has disappeared.
Not only could you lose a lot of value, but you could also find yourself in a heap of legal trouble as well. The owner of the vehicle is responsible for it, and if your vehicle fails and causes an accident, you could be in for a long legal battle that you did nothing to deserve.
How Do I Make Sure My Vehicle Has Not Been Title Washed?
There may be tell-tale signs such as too low a price, or very recent out-of-state title issuance, but the best way to verify the history is to order a VHR from Bumper.com. With Bumper.com, you get a detailed history of the vehicle, including sales history, accidents*, theft, liens, recalls, estimated market value, and more. You don’t even need the VIN, you can use the plate to get the information as well.
For as little as $1, you can get access to your vehicle’s history with the 7-day trial membership. This allows you to check up to 50 VINs per month (great for dealers and casual flippers). For a $5 7-day membership, you get the same access, with the added ability to print PDFs and save reports. After the 7-day trial, a monthly charge of $27.99 is billed to the account used for the initial setup.
Buying a title-washed vehicle usually ends poorly for the buyer. The phrase “Caveat Emptor” or “Buyer Beware” applies to any and every vehicle you are considering purchasing. Even if you know the seller, they could have been duped along the way. A vehicle history report from Bumper.com is the best way to help ensure that you know the dirty details of any vehicle you are buying or selling. Providing a clean VHR to any prospective buyer shows that you are not out to defraud anyone. Got a vehicle with low miles on the odometer? A VHR can help prove they are original miles and not a rollback or rollover.
Whether buying, selling, or just doing research on a vehicle you already own, a Bumper.com vehicle history report is a great way to confirm the details. It makes a nice addition to any vehicle’s service portfolio as well. Visit Bumper.com for more information on their services and get a report ordered for all of your vehicles.
*Bumper reports are based on data available and may not include historical accident records in all states.
The post Using Vehicle History Reports For Classic Cars appeared first on The Online Automotive Marketplace.
The 1990s produced a range of vehicles that seamlessly blend reliability, affordability, and distinctive features, making them excellent choices for novice drivers. Models like the Toyota Camry and Honda Accord are renowned for their durability and low maintenance costs. These vehicles not only offer practical transportation but also evoke a sense of nostalgia, appealing to those who appreciate classic automotive design. Their enduring popularity underscores their lasting appeal and suitability for first-time car owners.
We tend to think of high-end vehicles or super-rare cars when it comes to making an impact at car shows. But small cars, particularly those from the 1950s and 1960s, tend to do the job just fine.
Want to make a splash at your next car show, either metaphorically or quite literally? This 1964 Amphicar Model 770 now available on Hemmings Auctions might be just the car you’re looking for. So, while we’re sharing details about the Amphicar, we thought we’d also give you some info on this equally charming 1958 Autobianchi Bianchina Transformabile that’s also ending the same day on Hemmings Auctions.
1964 Amphicar Model 770
The designer of the Amphicar, one of the few amphibious vehicles ever marketed to a non-military market, got his start prior to World War II. Hanns Trippel created the Trippel SG6 Schwimmwagen. Ironically enough, it was created for civilian use, but several variants were created for the Nazi war machine. Trippel actually manufactured the Schwimmwagen at Bugatti’s Molsheim, France factory, which had been seized under German orders.
Following the war, Trippel spent a few years in prison in France as a war profiteer. He later attempted to build a sports car with various partners throughout Europe. That project never panned out. He did inadvertently invent—and later patent—gullwing doors, which Mercedes-Benz famously used in the 300SL coupes of the 1950s.
Amphicar Built in Partnership with IKW
With the failure of the sports car, Trippel returned to his roots and designed another amphibious car. This time, he found success with the Amphicar. Built in West Germany by IWK with the backing of the government there, Amphicar production began in 1961.
Amphicar Powered by a Triumph Engine
Powered by a 1.1-liter OHV Triumph Herald engine, which was good for all of 43 horsepower, the Amphicar could had a top speed on land of 70 mph. In the water, the Amphicar boasted of a 7 knot maximum velocity. Acceleration was not its strong suit. It took an estimated 40 seconds to reach 60 mph from a dead stop on the road.
The Amphicar Could Navigates Roads and Waterways
On the water, the driver disengaged wheel drive and engaged the twin-prop water drive via a lever. The double-sealed doors had a locking mechanism. The Amphicar included an on-board bilge pump should water enter the passenger cabin. With no rudder, steering on the water was via the front wheels, which was probably not ideal. But with its limited speed, it sufficed.
Production continued from 1961 through the mid-1960s, though sales continued nearly through the end of the decade. Today, Amphicars will almost always draw attention at car shows and if spotted on the road. Walt Disney World in Florida maintains a fleet for tours on its Lake Buena Vista to this day.
The 1964 Amphicar 770 Now on Hemmings Auctions
This 1964 Amphicar Model 770 convertible presently listed on Hemmings Auctions was repainted 25 years ago, according to the seller. He notes in the listing that “the hull is solid, with no rust or leaks.” He does indicate that the canvas top is in “good condition,” while acknowledging two small patches to keep it leak-free.
The car is said to run well. The seller included a video showing the car running and him engaging the props and then reversing them. The listing notes recent rebuilds for the starter, generator and carburetor. The dash was rewired and “soldered properly,” per the seller. He adds that the brakes have been rebuilt with new shoes.
Find more details about this Amphicar on Hemmings Auctions.
1958 Autobianchi Bianchina Transformabile
Fiat’s postwar savior was the Nuova 500, a car that not only served yeoman’s work in putting the company back on its feet, but also provided a blank slate for a surprisingly large number of variants. Some of these variants were badged Fiats, while others, like this 1958 Autobianchi Bianchina Transformabile, carried their own unique badges.
Joint Venture Formed to Build the Autobianchi Bianchina
One of the more ambitious Fiat 500-based vehicles came from Autobianchi, a venture formed by Fiat, Pirelli, and Bianchi, the latter one of Italy’s most famous bicycle manufacturers. Autobianchi started production of the Bianchina just two months after the car it was based on. An estimated 35,500 examples of this charming little convertible were produced between 1957 and 1962 at Bianchi’s Desio, Italy factory.
Rather than a simple enclosed car designed for efficient transportation, the Bianchina was a somewhat luxurious and fun take on the concept using unique bodywork. Passenger and cargo space was rather limited as the rear-engined Transformabile had only a rear seat suitable for small children and just enough space in the frunk for a spare tire and fuel tank.
In terms of looks, there is an undeniable cuteness to the otherwise conventional three-box design as it was built on a 72-inch wheelbase and measured just 117.5 inches long. It was tiny even compared to the Volkswagen Beetle, which was 160 inches from stem to stern.
Though it did not have a full convertible top, the center section of the roof, from the top edge of the windshield back, could be rolled down for a nearly fully open-top driving experience.
Fiat Provided the Engines for the Bianchina
Fiat rated the 500’s 479-cc OHV, air-cooled twin-cylinder engine at 13 horsepower and 20 lb-ft of torque. Autobianchi began installing an updated 499.5-cc version of this engine in the cars in 1959. It boosted output to 17.5 horsepower and 26 lb-ft of torque. That half horsepower was likely worth bragging about in the sub-1,200-pound Bianchina. Top speed was somewhere north of 60 mph, though not likely too much beyond that figure. A sportier version of the 499.5-cc engine featured higher compression and a Weber carburetor to produce 21 horsepower.
The Bianchina also had a bit of flair with more brightwork inside and out as compared to the 500. That stylish panache was likely expected by customers paying a 20 percent premium over the basic Fiat. Rather than a true top-of-the-market luxury car, it was for the upper middle class family that wanted a second car and could afford something not as practical as a typical family car.
The 1958 Autobianchi Bianchina Transformabile Now on Hemmings Auctions
The seller of this 1958 Autobianchi Bianchina Transformabile now on Hemmings Auctions describes it as “a good, well-running vehicle that’s been restored.” Details of the restoration include replacement of suspension and braking components. He also notes rebuilds of both the engine and transmission. Cosmetically, both the red top and red houndstooth upholstery are indicated as new.
There is truly nothing else on the road quite like a Bianchina. Show up at cars and coffee or even when just going out for a cup of coffee and you had better be ready for a conversation. You will get questions for sure!
Never in danger of breaking any speed records, these two small European cars instead deliver their own unique driving experiences, on land or on water. Head on over to Hemmings Auctions for more details. Just be prepared to be smitten with their charms.
The post Prepared to be Charmed by the Autobianchi and Amphicar Now on Hemmings Auctions appeared first on The Online Automotive Marketplace.
The Shelby Cobra 427 stands as a testament to American muscle and innovation, born from an audacious vision to combine a lightweight British roadster with a massive, powerful American engine. A true automotive icon, its raw power, unmistakable design, and legendary racing heritage have cemented its place in history as one of the most revered sports cars ever built.
To those lucky enough to get behind the wheel, driving a Shelby Cobra 427 is an extreme, raw, and visceral experience due to its massive V8 engine, lightweight construction, and lack of modern safety features, delivering overwhelming power and requiring significant skill to control. The driving experience is defined by brutal acceleration, a thundering engine, heavy steering at low speeds, and a pure, analog connection to the road, demanding constant respect and vigilance from the driver.
The birth of a monster
The Cobra’s journey began with Carroll Shelby’s ambition to create a dominant sports car after a successful racing career. His initial collaboration with British carmaker AC Cars involved installing a smaller Ford 260 cubic-inch V8 engine into the AC Ace roadster chassis. However, Shelby’s quest for more power was insatiable. Prompted by a humbling defeat to a Corvette Grand Sport at the 1963 Nassau Speed Week, he and his team, with support from Ford, developed an even more extreme version: the Shelby Cobra 427. This endeavor required a complete re-engineering of the vehicle to accommodate Ford’s immense 427 cubic-inch (7.0-liter) FE V8 engine.
A complete and muscular redesign
To handle the brute force of the new engine, the Cobra received a comprehensive overhaul that resulted in the Mark III chassis. It was built on a wider, stronger four-inch tubular steel frame, a significant upgrade from the 3-inch frame of earlier models. For superior handling, the transverse leaf springs were replaced with a more advanced coil spring suspension on all four wheels. The body was also visibly altered, featuring wider fender flares to accommodate larger racing tires and a larger radiator opening for improved cooling. These modifications gave the 427 Cobra its signature aggressive and muscular stance.
Performance that astounded its era
The centerpiece of the Shelby Cobra 427 was its engine. In street-legal form, the 427 V8 engine was officially rated at 425 horsepower and 480 pound-feet of torque. The high-performance semi-competition (S/C) model, however, was tuned to produce an estimated 485 horsepower, pushing the boundaries of performance for a road car. This immense power, combined with a featherweight body of around 2,400 pounds, gave the Cobra a phenomenal power-to-weight ratio. The result was breathtaking speed, with standard models capable of 0 to 60 mph times under four seconds and top speeds over 160 mph, while S/C versions could reach an estimated 185 mph. Some competition models were even rumored to possess over 500 horsepower. The raw, unfiltered driving experience, devoid of modern driver aids, made the Cobra a thrilling, and often challenging, car to command.
Limited production, lasting legacy
With only a few hundred original Shelby Cobra 427s produced between 1965 and 1967, its rarity further contributes to its legendary status and high value among collectors. Though it did not achieve its intended racing homologation due to production delays, the 427 Cobra became a celebrated and successful competitor in the SCCA series. Its distinctive styling and thunderous presence also made it a pop culture icon, appearing in numerous films and television shows over the decades.
Shelby Cobra 427 Values and Availability
Shelby Cobra 427 values vary significantly by model and condition, with Competition and Semi-Competition models ranging from $2 million to over $4 million, while earlier “wide-body” models typically start around $1.2 million and can go higher. Rarity, history, specific features like a 427 Super Snake designation, and auction sales determine the exact price.
Availability of Shelby Cobra 427 models differs based on whether you’re looking for a rare, original 1960s car or a modern continuation or replica vehicle. Original 427 Cobras are only available on the secondary market through auctions, with limited numbers and high prices, while continuation models from Shelby American (CSX 4000 series) and Shelby Legendary Cars (60th Anniversary Edition) are occasionally available new.
For enthusiasts who cannot obtain one of the priceless originals, third-party replica manufacturers like Superformance, Factory Five, AC Cars, and Classic Recreations, offer a wider range of options, mixing up the market with more affordable ways of owning a piece of Shelby history.
Keep Reading: Is the ‘66 Shelby Cobra 427 Super Snake the Most Dangerous Sports Car Ever Made?
The post Unleash the Beast: Driving the Iconic Shelby Cobra 427 Big Block appeared first on The Online Automotive Marketplace.
The 1950 Studebaker Ice Princess XF58 is not a genuine Studebaker production or prototype from 1950, but rather a remarkable custom car built decades later. Constructed in 1987 by custom car designer Richard Fletcher, this iconic six-wheeled machine was designed to be a retro-futuristic concept, envisioning what Studebaker stylists of the 1950s might have dreamed up. It is a fusion of mid-20th-century aesthetics, incorporating parts from a 1950 Studebaker sedan and a 1960 Cadillac, along with a powerful 500ci Cadillac engine. The Ice Princess has since gained a cult following among custom car and classic vehicle enthusiasts for its unique history and space-age design.
From 1950 Studebaker to futuristic custom
The Ice Princess XF58 began its life in the 1980s, where Fletcher used a 1950 Studebaker sedan as the base for his radical design. He hand-formed the bodywork by blending Studebaker sheet metal with that of a 1960 Cadillac, resulting in a 20-foot-long, spaceship-like ride. The car’s aesthetic is heavily influenced by the 1950s jet age, featuring a double bubble canopy reminiscent of the Lincoln Futura and a twin-cockpit design like that of an F4 Phantom jet.
Unique features of the Ice Princess XF58
Fletcher’s creation is defined by a series of unconventional design choices. The most notable is the six-wheeled layout, with four wheels in the front for a distinct profile. Other striking details include tapered headlights, Imperial fins, and “nozzle reactors” on the back designed in the style of an early 1960s Cadillac. Powering this elaborate custom is a robust 500ci Cadillac engine, which was sourced from a later model. The interior is equally captivating, with a “Jet Age” theme and golden hues throughout.
The car’s history and evolution
Before becoming known as the Ice Princess, the car underwent a transformation. In its first iteration during the late 1980s, it was originally dubbed the “Vampire-Mobile” and toured Europe. The car was restyled and renamed the “Ice Princess” in 2005. In 2018, it was sold at a Russo & Steele auction for $38,500. The Ice Princess XF58 has since been showcased at various events, including the Chicago Auto Show, as part of the prominent Klairmont Kollection.
A tribute to a visionary automaker
Although the Ice Princess XF58 is not a factory-built vehicle, it serves as a creative tribute to the spirit of innovation that defined the real Studebaker company in the 1950s. The original 1950 Studebaker lineup featured daring designs for its time, including the iconic “bullet-nosed” Champion and Commander models. With its whimsical and over-the-top design, the Ice Princess XF58 captures the “what if” imagination of the era and stands as a testament to the custom car world’s ability to reinterpret and celebrate automotive history.
The 1950 Studebaker Ice Princess XF58 will be offered at Mecum Auctions’ Larry’s Legacy Auction on Saturday, September 20th, 2025, at the Klairmont Kollections Automotive Museum in Chicago, Illinois. The car will be offered without reserve and is being sold from the Larry Klairmont Museum Collection along with other unique custom cars such as the award-winning 1955 Ford Beatnik Bubbletop Custom, the Golden Sahara II, a legendary custom car with glowing tires, and a George Barris protege build, the 1956 Continental Mark II Custom Bubble Top.
Looking for more cool Kustom cars? Cruise over to Hemmings Marketplace.
The post Rare Six-Wheeled Studebaker Ice Princess Will Sell at Auction Without Reserve appeared first on The Online Automotive Marketplace.
The legendary 1956 Continental Mark II Custom Bubble Top is a quintessential example of 1960s “Kustom Kulture,” a unique hand-built creation that fused the understated elegance of a factory Mark II with radical, futuristic custom coachwork. While the original Continental Mark II was already a symbol of mid-century American luxury, this one-off masterpiece pushes the boundaries, demonstrating how post-war American luxury vehicles became a canvas for imaginative customizers.
The genesis of a luxury icon
To appreciate the Custom Bubble Top, one must first understand its foundation. The standard 1956 Continental Mark II was the flagship vehicle of Ford’s short-lived Continental Division, designed to compete directly with high-end European marques like Rolls-Royce. Each Mark II was hand-built, commanding a price tag of around $10,000—more than many homes at the time. With its clean, long lines and minimalist chrome, it was a stark departure from the fins and flamboyant designs of its contemporaries, exuding timeless sophistication. The limited two-year production run cemented the Mark II’s status as a rare and exclusive American classic.
A radical custom transformation
The transformation into the Bubble Top occurred in the 1960s, long after the Mark II left the assembly line. The build was undertaken by renowned customizer Lee Wells, an artist who had previously worked under the legendary George Barris, a key figure in the custom car scene. Wells took the stately Mark II and re-imagined it as a dazzling piece of automotive art, capturing the Space Age fascination of the era. The most dramatic modification was the addition of the futuristic, custom-formed bubble dome, which replaced the car’s original steel roof. This bubble top, which had been pioneered by customizers like Darryl Starbird and Ed “Big Daddy” Roth, created an unmistakable, otherworldly presence.
Under the bubble: The details that define a legend
The customizations extended far beyond the unique bubble dome. Wells and his team fitted the car with a modern Hilborn fuel injection system, a significant performance upgrade from the original 368 cubic-inch V8. Inside, the car featured a polished tilt steering column and a custom leather-wrapped steering wheel, enhancing both its looks and its driving experience. The entire build was a meticulous exercise in custom car craftsmanship, blending the Mark II’s original luxurious foundations with the audacious style of 1960s “Kustom Kulture.” The end result was a car that perfectly captured the jet-age excitement of its time.
A celebrated custom today
Today, the 1956 Continental Mark II Custom Bubble Top is a highly coveted and celebrated piece of custom car history. It was most recently featured in an auction and previously displayed at the 2023 Chicago Auto Show, bringing the car’s unique story to a new generation of enthusiasts. It serves as a reminder of an era when luxury and imagination combined to create truly unique, one-of-a-kind automotive creations. The Custom Bubble Top represents the pinnacle of classic custom car building, celebrating both the factory’s exquisite craftsmanship and the creative spirit of the customizer.
The 1956 Continental Mark II Custom Bubble Top will be auctioned on Saturday, September 20th, 2025, at the Mecum Auctions Larry’s Legacy 2025 auction. The car will be offered without reserve and is being sold from the Larry Klairmont Museum Collection along with other unique custom cars such as the award-winning 1955 Ford Beatnik Bubbletop Custom, the Golden Sahara II; a legendary custom car with glowing tires, and even a rare 1947 Tatra T87.
The post Rare 1956 Continental Mark II Custom Bubble Top: George Barris Protege Build Heads to Auction appeared first on The Online Automotive Marketplace.
I’ve had a few cars over the years, from a 1992 Toyota Cressida (complete with a built-in car phone!) to a 2008 Ford Mustang Bullitt to my current 2023 Hyundai Sonata. But the car I had the longest was a pre-owned 1998 Acura Integra LS Sports Sedan, which my parents bought me for my birthday. Over the course of several years and roughly 80,000 miles, it took me to and from Texas State University, dates, movies, and friends’ houses. These are some of the things I learned from my time with it.
MY PARENTS TIMED IT RIGHT
My four-door Integra (series DB7) came from the the model’s third generation (1994-2001), which marked the introduction of a new design with softer lines and quad round headlights, as well as an updated interior and a new chassis. In 1998, Acura refreshed the Integra with revised bumpers, redesigned front and rear light clusters, interior upgrades, and new wheels for the LS and GS-R models. Not only do the the 1998-01 Integras look better than their predecessors, but they also were technically the last Integras in the U.S. market (the follow-up model was called the RSX) until the fifth-generation model returned for 2023.
FOLLOW THE NIKE PHILOSOPHY: JUST DO IT
I’ve been watching this great series of videos from a YouTube channel called Jason’s Supra, in which Jason installs a series of cosmetic and performance upgrades on his third-gen Integra. After watching him clean and restore his car’s headlights, I remembered just how much work I did on my sedan. I got it with nearly 117,000 miles on it including badly yellowed headlights, so I removed the front clip and put in a fresh set. To keep the oil in the B18B1 1.8-liter DOHC I4 where it belonged, I installed a new valve cover gasket; I also swapped in fresh spark plugs, wires, and tube seals while I was at it. Eventually, the oxygen sensors and the catalytic converter needed to be replaced, so I slid underneath the car and got those jobs done. The first and only time I’ve ever swapped in a new windshield washer fluid reservoir was on that Integra. Doing all that work myself saved me money (a great thing when you’re a broke college student) and, most importantly, gave me a greater sense of comfort and confidence under the hood—and body—of a car. Looking back on those days, I also realize that overthinking or preemptive stress didn’t prevent me from doing something new. I knew what needed to be done and I just did it.
THE COMFORT OF RITUAL
I spent many Sunday evenings making my Cayenne Red Pearl Integra look its best. When I first developed my routine, I decided it would be kind of old-school to have a beer while I did it, which led me to filling a large tumbler with ice, then jamming a long-neck bottle down into it. Then I’d spend the next hour or two washing, drying, and waxing the body; cleaning the glass; scrubbing the wheels and tires; and applying tire shine. I went to bed tired but proud of what I had accomplished.
THE DIFFERENCE BETWEEN COULD AND SHOULD
Years earlier, my brother got his hands on a set of blade-style three-spoke chrome wheels with low-profile tires. They were so ’90s and absolutely massive—probably 18 inches in diameter. For some reason (I blame the tastelessness of youth), I decided I would remove my Integra’s stock 14-inch wheels and bolt on these monstrosities. Now I look back on that short period of time and laugh (and shudder a little).
LIVE IN THE MOMENT
I was a junior in high school when the trailers for “The Fast and the Furious” hit the Internet. Just a few years later, I had my very own Asian import car. I didn’t have the money for a turbo kit or a manual swap for the four-speed auto, but I did have enough to add some aftermarket Acura Integra-branded seat belt pads and a pair of pedal covers with red lighting to the Graphite Moquette cloth interior. If I were to get another third-gen Integra, I wouldn’t make those mods, but I also don’t beat myself up over making them back then. Underbody and in-cabin lighting was a big thing in those days, especially on Japanese cars. It was nice to live in those times in my own little, inexpensive way.
Before Electrify Expo Phoenix 2025 opened to the public, Collector Car Network Media attended Ford’s nearby cars and coffee event. As a Ford F-150 Lightning powered the outdoor speakers and the breakfast station, we chatted with EV Product Communications Manager Sam Schembari, who told us how the automaker would educate potential electric vehicle buyers at the event.
We also learned that customer feedback about the Mustang Mach-E led to an important cold-weather feature in the updated 2025 model. Of course, we asked Schembari if he drives an EV. The answer is yes – a Mustang Mach-E Rally. In fact, it’s one of two Mustangs in his garage. Any guesses for what the other one is? Let us know what you think it is in the comments below.
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It’s a common story within the automotive world: if one brand at a corporation finds success, the other brands under the same umbrella want a piece of that pie. When the Plymouth Duster proved to be a hit for 1970, Dodge crowed until they got the Demon. When Chevrolet’s Camaro was nearly ready for the public, Pontiac, recently denied the XP-883 Banshee project, was given the Firebird as a consolation prize. And for 1956, the De Soto Adventurer, like the Plymouth Fury and Dodge D-500, were responses to the success of the 1955 Chrysler C-300. Packing a 320-horsepower variant of the first generation of Chrysler Hemi V8, the Adventurer was the shot in the arm that De Soto needed.
It wasn’t like De Soto had just gained a V8, however. The brand had been fitting the 160-horsepower Firedome V8 into their cars since 1952. The problem seemed to lie with marketing. De Soto didn’t play the power card. Instead, the company chose to tout their build quality and ride comfort instead. For a country that just came out of World War II smelling like a rose, filled with optimists and performance-hungry veterans, that wouldn’t do. When the Chrysler C-300 arrived, it hit the nail on the head: knockout looks, 300 horsepower at the ready, and the right amount of luxury added up to a monster. It was a NASCAR warrior that took on all comers and sent them back to the trailer.
Within the Chrysler divisions, Chrysler and De Soto had been in heavy competition with each other. Each Chrysler brand was not only competing with outside forces, but each other as well, and Chrysler having a trump card over De Soto didn’t sit well. As told by A.E. “Kim” Kimberly to Special Interest Autos in 1974, “Chrysler’s 300 was a very good seller and, of course, the 300 identification was continued long after the specialty car concept ended. We at De Soto felt we needed something similar.”
De Soto didn’t just stay complacent with Chrysler’s leftovers, either. Bent to make the Adventurer better, the Hemi was bored out to 341 cubic inches and had a compression bump, from 8.5:1 to 9.25:1. Larger valves and dual Carter four-barrel carburetors finished the package off, leaving the Adventurer with 320 horsepower at 5,200 RPM and 356 ft-lb of torque at 4,000 RPM. The power-to-weight ratio was just a tick better than the 1955 C-300 and at Chrysler’s testing grounds, the stiffly sprung De Soto was able to run up to 144 miles an hour.
Performance doesn’t sell without an image, and De Soto aimed for class with the Adventurer’s outward appearance. There were three two-tone paint combinations available: black-and-gold, black-and-white, and this gold-and-white combination. The radiator grilles were anodized gold, as were the rear quarter-panel emblems and the wheel covers. Finally, a special De Soto “Pacesetter” convertible, likely packing every ounce of gear the Adventurer got, got the spotlight as the pace car for the 1961 Indianapolis 500, shattering any previous pace car lap records – and reportedly terrifying the pit crew when it left the track at well over 100 mph.
1956 Adventurers are a rare breed. Only 996 were built in a two-week production run and they all were sold within six weeks of the February 18th introduction. The $3,728 price tag wasn’t an issue, surprising given the standard Firedome sold for $2,678.
Looking resplendent in Adventurer Gold and Surf White, this is the 481st example built and features a rare Benrus 15-jewel self-winding clock mounted in the center of the steering wheel. The front bumper guards house fog lights that are easy to miss at first glance, and outside of the addition of aftermarket seat belts for the front passengers, the interior has remained original, down to the Highway Hi-Fi 45-rpm record player.
The question now is just how much money would it take to get into this gold-and-white testament to the Forward Look’s best foot forward? The answer is surprisingly easy: classic.com saw an example not meet the reserve at $110,000 at a Mecum auction in August 2023, but more recent examples have sold at $30,800 and $40,700. Given the few 1956 Adventurers made, and the fewer that have lasted nearly 70 years to present day, those prices seem quite attainable for such a rare and notable 1950s machine.
Cars of the 1950s represent what happens when engineers and stylists are let off the leash. In the case of the De Soto Adventurer, the result is a fine example of early American pre-muscle, where the consumer could truly have it all in one stylish package. All a driver had to do was twist the key, bring the Hemi to life, push the button for Drive, and proceed onto the nearby boulevard or highway to enjoy the fruits of that labor.
The post Classy And Fast, This 1956 De Soto Adventurer Is An Approachable 1950s Muscle Machine appeared first on The Online Automotive Marketplace.