The C3 Corvette is one of my all time favorite U.S. car designs. Sure the C2 cars are a more iconic design, but the C3 is of my generation and I still remember seeing these cars when they were new and thinking how cool they looked, something hard to say about many U.S. cars of the era. The C3 has a real European-like design and if you squint your can easily see how the C3 design was influenced by cars such as the Ferrari 250 GTO. To my eye, the best era for the C3 was from 1969-1972. I leave out the original 1968 editions due to the fact that the car was not fully baked until 1969, when the door buttons were replaced by the slick door handles that incorporated the latch in the handle itself. It is those little things that make a difference to me and that small change made the car perfect.
This 1969 Corvette was also the era where performance was king, and you could get a C3 Corvette with a myriad of engine, gearbox, and rear end options. This made these early C3s the last true high performance Corvettes we would see until the mid-1980s.
Our AutoHunter Spotlight is for this 1969 Chevrolet Corvette coupe which is equipped with its original and numbers-matching L68 427cid tri-power V8 with 400HP and 460 ft/lbs of torque backed by a Muncie M20 four-speed manual transmission (you could still get this awesome combination in 1969).
It is a well optioned car and includes power steering and brakes, air conditioning, a tilt and telescoping steering column, rebuilt carburetors, and removable roof panels. The car is painted in Cortez Silver with a black vinyl interior.
There is even more to like about this Corvette as the seller states that the car still has its original factory-applied paint in Cortez Silver (code 986), though they add that some paint touch-up work has been performed at the rear. Being a 1969 Vette, it still features chrome bumpers and the great looking side vents with chrome trim. It also has the iconic C3 hide-away headlights, a big-block hood, color-keyed removable roof panels, dual mirrors, and a rear-mounted antenna. The seller adds that the original luggage rack has been removed and the holes have been filled with black plugs.
Let’s move on to the interior. The seats were recently reupholstered in correct black vinyl and it also has new black carpeting. The selling dealer adds that the windshield wipers do not function and the air conditioning system does not blow cold.
The car features its iconic dash with a 160-mph speedometer, a 7,000-rpm tachometer, a clock, and gauges for the fuel level, coolant temperature, oil pressure, and battery located ahead of the driver. The odometer reads 63,136 miles, which the selling dealer reports to be accurate.
As stated earlier, this 1969 Corvette is powered by its original and numbers-matching L68 427cid V8 equipped with tri-power and backed by the numbers-matching Muncie M20 four-speed manual transmission. Features include chrome valve covers and an air cleaner. The selling dealer states that the carburetors were rebuilt, a compression leak-down test was performed, the spark plugs were changed, and the engine mounts were replaced 868 miles ago.
This 1969 Corvette is one to buy as an investment and also make a fast and fun car to drive. Able to be shown or used regularly, the fun to be had with this car is practically limitless.
Chrysler was on a roll in the design department under the direction of Virgil Exner. He was responsible for many striking automotive shapes of the 1950s and 1960s, and one of his well-known designs was that of the Newport.
“This is a stunning and unique ’61 Chrysler Newport with the rare factory A/C option,” the listing begins. It is a Southern California rust-free and accident-free car. It was treated to a professional paint job plus new upholstery about six years ago.”
The Newport name dates back to 1940 when Chrysler used it on the Newport Phaeton for two model years. It was a unique car for a few reasons but some of the most noteworthy were its lack of a roof system or weather protection, its hideaway headlights, and its dual windshields. Through the 1950s, Newport was used as a sub-model for vehicles like the Windsor, New Yorker, and Saratoga. Finally, in 1961, the Newport became a standalone model.
There’s a lot to love about this Newport. It came as a well-optioned car with power steering, power brakes, a clock, and an AM radio – not to mention that rare air conditioning. The seller states that the car spent about 15 years in a museum. Even the original owner’s manual remains in the plastic wrapper.
Although the peak tailfin era for American cars was the late 1950s, the Newport had prominent fins in 1961. They were toned down shortly thereafter in 1962 and completely gone by 1963. The 1961 and 1962 model years also had unique offset headlights. One of my favorite design elements of the Newport is found in the interior: The “AstraDome” instrument cluster was a futuristic glass dome that extended toward the steering wheel and contained the gauges in a stacked three-dimensional arrangement.
Power comes from a 361cid Firebolt V8 mated to a PowerFlite push-button three-speed automatic transmission. The seller states that the engine is quiet with no smoke, no knocks, and a rebuilt carburetor. Accompanying the car is a folder of receipts and paperwork back to when the car was new.
“You can literally fly in and drive this beauty home – just make sure you add a couple of days to the trip since people will want to ask questions and take pictures. It’s really an attention-getter. I wouldn’t hesitate to drive this anywhere in the country,” the seller states.
Chrysler was on a roll in the design department under the direction of Virgil Exner. He was responsible for many striking automotive shapes of the 1950s and 1960s, and one of his well-known designs was that of the Newport.
“This is a stunning and unique ’61 Chrysler Newport with the rare factory A/C option,” the listing begins. It is a Southern California rust-free and accident-free car. It was treated to a professional paint job plus new upholstery about six years ago.”
The Newport name dates back to 1940 when Chrysler used it on the Newport Phaeton for two model years. It was a unique car for a few reasons but some of the most noteworthy were its lack of a roof system or weather protection, its hideaway headlights, and its dual windshields. Through the 1950s, Newport was used as a sub-model for vehicles like the Windsor, New Yorker, and Saratoga. Finally, in 1961, the Newport became a standalone model.
There’s a lot to love about this Newport. It came as a well-optioned car with power steering, power brakes, a clock, and an AM radio – not to mention that rare air conditioning. The seller states that the car spent about 15 years in a museum. Even the original owner’s manual remains in the plastic wrapper.
Although the peak tailfin era for American cars was the late 1950s, the Newport had prominent fins in 1961. They were toned down shortly thereafter in 1962 and completely gone by 1963. The 1961 and 1962 model years also had unique offset headlights. One of my favorite design elements of the Newport is found in the interior: The “AstraDome” instrument cluster was a futuristic glass dome that extended toward the steering wheel and contained the gauges in a stacked three-dimensional arrangement.
Power comes from a 361cid Firebolt V8 mated to a PowerFlite push-button three-speed automatic transmission. The seller states that the engine is quiet with no smoke, no knocks, and a rebuilt carburetor. Accompanying the car is a folder of receipts and paperwork back to when the car was new.
“You can literally fly in and drive this beauty home – just make sure you add a couple of days to the trip since people will want to ask questions and take pictures. It’s really an attention-getter. I wouldn’t hesitate to drive this anywhere in the country,” the seller states.
Today, a hybrid vehicle means that the car in question uses electric and ICE power combined. But several decades ago, a “hybrid” was a cross between a European body and an American engine. This style was a sure recipe for some amazing cars as a result.
Back in the day, Europeans struggled to produce cheap and reliable high-performance engines. True, Ferrari had its V12s, but they weren’t precisely affordable or reliable due to many reasons. So, what did European companies do when they wanted to make a sports car but couldn’t complete an engine from scratch? They simply looked for the solution in Detroit. From the early ’50s to this day, several European companies had US power under the hood. This created unique and highly desirable machines. We found the best of them and listed them below.
Photo Credit: Classic Cars
Ghia 450 SS
Back in the ’50s, the Ghia design studio had close connections with Chrysler Corporation. They produced several highly successful show cars. In the early ’60s, Burt Sugarman, a famous Hollywood producer, contacted Ghia and suggested that the company produce a limited run of roadsters. They were based on the Plymouth Barracuda. But they had special bodies, bespoke interiors, and a bit more power. That was how Ghia 450 SS was born (via Supercars).
Photo Credit: Classic Cars
Powered by a 273 V8 with an automatic transmission, the Ghia 450 SS had 240 hp and decent performance as a result. Moreover, it had a unique and stylish design. As you can expect, Ghia 450 SS was a very expensive proposition. It cost roughly three times as top-of-the-line Barracuda. They only made 52 cars because of the price tag.
Every car-collecting niche has its devout following. Brian Skorski from Suffield, Connecticut is one of the most fanatic and knowledgeable vintage Audi resources in the country. I first connected with Brian via his Instagram account and I was instantly drawn to his attention to detail along with his affinity for older import cars. (Those are attributes that I can very keenly relate to!)
In addition to restoring older Audis, Brian operates a detailing operation called Coat ‘N’ Go. His website summarizes his craft best: “Specializing in knowledge of all Audi models 1970 – 1991. 2023 marks the 10th year of efforts to preserve unique examples with extraordinary stories behind them. All Audi restorations are purist-focused and maintained as close to factory-or-better specification as possible.”
The Audi brand has a rich history since first being launched in 1909 in Germany. The interlocked four-ringed Audi logo is representative of four companies that were combined during a merger in the early 1930s, but it wasn’t until four decades later when the Audi brand first came stateside in 1970 as a subsidiary of Volkswagen. The rest, as they say, is history. The 1970s and 1980s were a great era for the Audi brand, building success in rally-car racing and engineering advancements like five-cylinder motors and Quattro all-wheel drive (which came out in 1980). By the early 1990s, Audi had moved upscale and competed head-to-head with BMW and Mercedes-Benz.
Today, Audi operates 13 production facilities in 10 countries and its vehicles can be found across the entire globe. Some of the best-preserved surviving vehicles from the brand’s early North American days can be found in and around Brian’s shop in Connecticut. As a testament to his commitment, Brian keeps a permanent collection of six vehicles from that era, as you’ll see in the transcript of our discussion. Following is my Q&A session with Brian when I asked him more about his skillset and passion.
Where did you grow up, and were you always a car-guy?
I grew up in Suffield, Connecticut on a 55-acre farm. You could always say I was into anything that moves: I was exposed to tractors and other machinery very early on and learned how to drive one of our “lot” cars around age four. My father was a master diesel mechanic so I was always around him observing and learning, and I wasn’t afraid to tear things apart to understand how they worked.
You have become a trusted resource in vintage Audi expertise and restoration. Can you tell me the backstory on what inspired your love for all-things Audi?
The love for Audi stemmed from an overall love of 1980s cars I would view at the museums and car shows my parents would take me to. There wasn’t much variety for vehicles in my town, except for one Audi 100 that I would pass by in someone’s driveway frequently. I always admired that car from afar, and when I went to purchase my first project car, I set out to find one for myself. From the first test drive I knew that was where I wanted to focus my efforts.
Which vehicle restoration was most rewarding, and why?
Hands down, my Audi 4000S Quattro. Shortly after I purchased that car, I was in a bad wreck in one of my other cars, and the 4000 was in pieces at the initial stage of restoration. I credit that car for pushing me to work as hard as possible to get my strength and mobility back so I could get it back on the road and finished. There’s just a certain charm about the 4000 that the other cars fail to replicate.
What vehicles are in your current personal collection, and where do you keep each one?
My “permanent” Audi collection consists of a 1985 5000S Wagon, a 1985 4000S quattro, a 1987 5000CS Turbo, a 1990 V8 quattro, a 1990 100E, and a 1991 100. They all live together at my detail shop, so you can imagine how hard it is to focus sometimes on work when I have a laundry list of maintenance and repairs with the cars staring me down!
What resources are out there for people looking to get into this niche? i.e. forums, Facebook communities, clubs, or other places to network?
A lot of community members have moved mostly to the various Facebook groups specifically dealing with pre-‘95 Audis. If you’re not keen on social media, thankfully many of the die-hard long-term guys are still active members of Audi Club North America, forums such as QuattroWorld, and if you’re willing to go through the archived posts, your answer is bound to be there. I would also suggest Scott Mockry’s SJM Autotechnik website for quick answers – that was my go-to when I wasn’t very seasoned with these cars.
What advice would you have for someone looking to restore or preserve a vintage Audi?
“Everything works, but not at the same time” tends to be my running joke: less so to discourage new enthusiasts, but to set realistic expectations of these vehicles. These are not hard cars to figure out with a little patience, but to this day I won’t start a repair without the Bentley service manual in reach, a clear mind, and a fresh cup of coffee. I like to think that irritating adage “buy the best example you can” definitely has some significant weight with an ‘80s Audi with CIS (a continuous injection system). They don’t like to sit, so the barn find cars aren’t usually the best for beginners. There are very few independent shops left that will touch these, so plan to DIY. Also keep in mind the vintage support from Audi is almost nonexistent here in the U.S., so be cautious with little trim bits and pieces because there’s a good chance even Audi’s “Tradition” department in Germany doesn’t have them.
Which vehicle did you take to RADwood Philly on June 10?
My new-to-the-fleet ‘85 5000S Wagon (in stock form, with a few fun changes for the show). That car wreck I mentioned? My previous 5000 wagon sacrificed itself, and it’s taken five years to get one back like it, so I’m excited to share this new find with everyone!
Which car of yours has your favorite “story” behind it?
Brian: The 4000 will take that award, too. I bought a vintage Audi Sport hat on eBay, and there was a note in the box with information leading to that car. It was the car I didn’t know existed, but the car I didn’t know I’d need to be a part of my life!
What’s next on the horizon for you, for Coat N Go, and for future restorations?
My life feels very “complete” at the moment, which hasn’t always been an easy feeling for me to achieve. However, as many will easily tell you, I’m not happy if I’m not actively making progress or have a project to tend to, so I look forward to what comes next with my business and personal hobbies. I’ve had fun with some non-Audi projects over the past few years, so I’d be willing to dive into something unknown again. I will say that I’ve been happily taking a step back from social media and projects in general to spend more time on self-improvement and with loved ones, and that’s been just as rewarding.
What’s your favorite period-correct song or album to rock out to in a vintage Audi?
“Harden My Heart” by Quarterflash is one of my favorite songs ever, and there’s a good chance if you’re next to me at a stoplight a track from ‘Til Tuesday or Stevie Nicks may be heard though the speakers.
If you’re a fan of older Audi models, I highly recommend getting connected with Brian. And as always, keep an eye on the classifieds at ClassicCars.com for vintage cars of any era and marque!
Every car-collecting niche has its devout following. Brian Skorski from Suffield, Connecticut is one of the most fanatic and knowledgeable vintage Audi resources in the country. I first connected with Brian via his Instagram account and I was instantly drawn to his attention to detail along with his affinity for older import cars. (Those are attributes that I can very keenly relate to!)
In addition to restoring older Audis, Brian operates a detailing operation called Coat ‘N’ Go. His website summarizes his craft best: “Specializing in knowledge of all Audi models 1970 – 1991. 2023 marks the 10th year of efforts to preserve unique examples with extraordinary stories behind them. All Audi restorations are purist-focused and maintained as close to factory-or-better specification as possible.”
The Audi brand has a rich history since first being launched in 1909 in Germany. The interlocked four-ringed Audi logo is representative of four companies that were combined during a merger in the early 1930s, but it wasn’t until four decades later when the Audi brand first came stateside in 1970 as a subsidiary of Volkswagen. The rest, as they say, is history. The 1970s and 1980s were a great era for the Audi brand, building success in rally-car racing and engineering advancements like five-cylinder motors and Quattro all-wheel drive (which came out in 1980). By the early 1990s, Audi had moved upscale and competed head-to-head with BMW and Mercedes-Benz.
Today, Audi operates 13 production facilities in 10 countries and its vehicles can be found across the entire globe. Some of the best-preserved surviving vehicles from the brand’s early North American days can be found in and around Brian’s shop in Connecticut. As a testament to his commitment, Brian keeps a permanent collection of six vehicles from that era, as you’ll see in the transcript of our discussion. Following is my Q&A session with Brian when I asked him more about his skillset and passion.
Where did you grow up, and were you always a car-guy?
I grew up in Suffield, Connecticut on a 55-acre farm. You could always say I was into anything that moves: I was exposed to tractors and other machinery very early on and learned how to drive one of our “lot” cars around age four. My father was a master diesel mechanic so I was always around him observing and learning, and I wasn’t afraid to tear things apart to understand how they worked.
You have become a trusted resource in vintage Audi expertise and restoration. Can you tell me the backstory on what inspired your love for all-things Audi?
The love for Audi stemmed from an overall love of 1980s cars I would view at the museums and car shows my parents would take me to. There wasn’t much variety for vehicles in my town, except for one Audi 100 that I would pass by in someone’s driveway frequently. I always admired that car from afar, and when I went to purchase my first project car, I set out to find one for myself. From the first test drive I knew that was where I wanted to focus my efforts.
Which vehicle restoration was most rewarding, and why?
Hands down, my Audi 4000S Quattro. Shortly after I purchased that car, I was in a bad wreck in one of my other cars, and the 4000 was in pieces at the initial stage of restoration. I credit that car for pushing me to work as hard as possible to get my strength and mobility back so I could get it back on the road and finished. There’s just a certain charm about the 4000 that the other cars fail to replicate.
What vehicles are in your current personal collection, and where do you keep each one?
My “permanent” Audi collection consists of a 1985 5000S Wagon, a 1985 4000S quattro, a 1987 5000CS Turbo, a 1990 V8 quattro, a 1990 100E, and a 1991 100. They all live together at my detail shop, so you can imagine how hard it is to focus sometimes on work when I have a laundry list of maintenance and repairs with the cars staring me down!
What resources are out there for people looking to get into this niche? i.e. forums, Facebook communities, clubs, or other places to network?
A lot of community members have moved mostly to the various Facebook groups specifically dealing with pre-‘95 Audis. If you’re not keen on social media, thankfully many of the die-hard long-term guys are still active members of Audi Club North America, forums such as QuattroWorld, and if you’re willing to go through the archived posts, your answer is bound to be there. I would also suggest Scott Mockry’s SJM Autotechnik website for quick answers – that was my go-to when I wasn’t very seasoned with these cars.
What advice would you have for someone looking to restore or preserve a vintage Audi?
“Everything works, but not at the same time” tends to be my running joke: less so to discourage new enthusiasts, but to set realistic expectations of these vehicles. These are not hard cars to figure out with a little patience, but to this day I won’t start a repair without the Bentley service manual in reach, a clear mind, and a fresh cup of coffee. I like to think that irritating adage “buy the best example you can” definitely has some significant weight with an ‘80s Audi with CIS (a continuous injection system). They don’t like to sit, so the barn find cars aren’t usually the best for beginners. There are very few independent shops left that will touch these, so plan to DIY. Also keep in mind the vintage support from Audi is almost nonexistent here in the U.S., so be cautious with little trim bits and pieces because there’s a good chance even Audi’s “Tradition” department in Germany doesn’t have them.
Which vehicle did you take to RADwood Philly on June 10?
My new-to-the-fleet ‘85 5000S Wagon (in stock form, with a few fun changes for the show). That car wreck I mentioned? My previous 5000 wagon sacrificed itself, and it’s taken five years to get one back like it, so I’m excited to share this new find with everyone!
Which car of yours has your favorite “story” behind it?
Brian: The 4000 will take that award, too. I bought a vintage Audi Sport hat on eBay, and there was a note in the box with information leading to that car. It was the car I didn’t know existed, but the car I didn’t know I’d need to be a part of my life!
What’s next on the horizon for you, for Coat N Go, and for future restorations?
My life feels very “complete” at the moment, which hasn’t always been an easy feeling for me to achieve. However, as many will easily tell you, I’m not happy if I’m not actively making progress or have a project to tend to, so I look forward to what comes next with my business and personal hobbies. I’ve had fun with some non-Audi projects over the past few years, so I’d be willing to dive into something unknown again. I will say that I’ve been happily taking a step back from social media and projects in general to spend more time on self-improvement and with loved ones, and that’s been just as rewarding.
What’s your favorite period-correct song or album to rock out to in a vintage Audi?
“Harden My Heart” by Quarterflash is one of my favorite songs ever, and there’s a good chance if you’re next to me at a stoplight a track from ‘Til Tuesday or Stevie Nicks may be heard though the speakers.
If you’re a fan of older Audi models, I highly recommend getting connected with Brian. And as always, keep an eye on the classifieds at ClassicCars.com for vintage cars of any era and marque!
Featured on AutoHunter, the online auction platform driven by ClassicCars.com, is this 1967 Ford Mustang Coupe. If you have ever wanted an iconic, affordable piece of automotive history, your chance has arrived.
This 1967 Ford Mustang Coupe is in the captivating hue of Acapulco Blue (code D) with chrome bumpers and rocker moldings. The seller states that under previous ownership, the exterior was refinished in its original color (code D), making it a true representation of its factory glory.
Powered by the reportedly original 289cid V8 engine mated to a three-speed automatic transmission, this Mustang delivers the authentic driving experience that enthusiasts crave. The engine bay features finned Edelbrock valve covers and an air cleaner.
The two-tone blue vinyl interior includes front bucket seats and a rear seat upholstered in dark blue and light blue. While retaining the original charm, this Mustang boasts several convenient features, including power steering, front disc brakes, and an Alpine AM/FM/CD stereo that brings modern-day entertainment to your classic ride. This Mustang features include manual windows, a floor-mounted automatic transmission shifter, and a three-spoke steering wheel with an aftermarket grip.
Whether you’re cruising through city streets or taking a leisurely drive along the open road, this Mustang ensures a smooth and enjoyable ride. Equipped with a factory independent front suspension and a solid rear drive axle, it offers a perfect balance of handling and comfort. The 14-inch Mustang steel wheels are wrapped in 235/60R14 BFGoodrich Radial T/A tires.
While the odometer reads 28,663 miles, the true mileage remains unknown.
The seller states that a safety inspection was recently completed, providing potential buyers with the assurance they need. This Mustang comes with a clear title from the selling dealer, ensuring a smooth and hassle-free ownership transfer.
The auction for this 1967 Ford Mustang Coupe ends on Wednesday, July 19, 2023, at 12:45 p.m. (PDT)
Eyes widen when cars fetch six-figure prices at auction. Mouths drop when the bid reaches seven figures. Eight figures? Remarkable, and the Bugatti Type 57SC Atlantic is one of only a few cars that has achieved such value. The last one to head for auction was in 2010, as the world was just starting to recover from the global financial crisis, and it still managed to sell for more than $30 million.
Jay Leno explains what the fuss is all about in the latest episode of “Jay Leno’s Garage.” The featured car is a Type 57SC Atlantic replica Leno has owned for 30 years. It has some authenticity, though, as it’s based on a Bugatti chassis and powered by a Bugatti engine.
Bugatti only built four of the delightfully swoopy coupes between 1936 and 1938 and they remain the crown jewels of Bugatti production cars. The models came to life when Ettore Bugatti’s son, Jean, decided to modernize the company’s vehicle lineup.
Rather than building many different models, Bugatti decided to develop one car with different variants. The Type 57 bore the Galibier sedan, Stelvio convertible, Ventoux two-door sedan, and Atalante coupe. By 1940, Bugatti ended production of the model after producing 800 cars.
However, the Type 57SC Atlantic was different. Jean developed the car from the Aérolith prototype built in 1935, and used aluminum for the body. The exterior also featured rivets, which recalled the Atlantic prototype made from aviation materials. Jean decided to name the coupe the Atlantic in honor of his friend, Jean Mermoz, who never returned from a South Atlantic aviation journey in 1936.
The unique design featured an impossibly long hood that hid a 197-hp 3.3-liter inline-6. By this time horse-drawn carriages had been replaced by the Ford Model T, but 197 hp was unimaginable. The coupe could also clock a top speed in excess of 125 mph.
Bugatti Type 57SC Atlantic
Of the four Bugatti 57SC Atlantics built, just three of these elegant models were sold to private customers. The first car (chassis no. 57374) was sold to British banker Victor Rothschild, and was the car that went to auction in 2010. The third car (chassis no. 57473) was delivered to Jacques Holzschuh of France. The car was later involved in a crash with a train that completely destroyed it, though it underwent a painstaking restoration, albeit with most of its parts being new. Despite modern technology and tools, the engine was lost. The fourth car (chassis no. 57591) was sold to R.B. Pope of Britain. Today, fashion designer Ralph Lauren owns it.
The second production model (chassis no. 57453) remains a mystery. The only example originally painted black, Jean Bugatti built the car for himself and lent it out to Bugatti racing drivers. Photos exist of the car for promotional materials, but there’s not a single record of the car after 1938. Bugatti believes it could have been sold to one of Jean’s racing friends. A more likely scenario, per the brand, is that the car was hidden as Germany invaded France during World War II. While it hasn’t been found to this day, the car served as inspiration for a modern successor in the form of the one-off La Voiture Noire.
Click on the video above for more details about the Bugatti 57SC Atlantic in general and Leno’s painstakingly built replica in particular.
On December 11, 1980, my life was forever altered when I watched the 2-hour pilot episode of Magnum, P.I. I was a 14-year-old kid in the 8th grade, already interested in cars but that show just grabbed me. The whole premise of the show was simply transformative to a 14-year-old; living in Hawaii essentially for free, solving crimes, having adventures with your best friends, all that was great but getting to drive that Ferrari 308 GTS every day made it seem perfect.
That show was my introduction to Ferrari’s cars. I had heard the name but did not really know what they looked like or represented. This was not helped by me living in Tucson, Arizona where a Ferrari was not the most common thing to see.
Now this is where it gets interesting. A few months after I saw the Magnum pilot, I was at the B. Dalton bookstore in Park Mall and found a book called The Illustrated Ferrari Buyers Guide. The price on the book was about $10, and I was able to get my mom to buy it for me.
This book became my bible and I took it with me everywhere, reading and rereading about the different models. I still own the book.
A few weeks later, my friend Tim Furrier saw me with the book and asked me what I thought of the cars. I told him that I thought they were amazing. His comment was, “Come to my house after school I want you to see something.”
After school that day we got to Tim’s house and he took me to his parents garage. He opened the garage and in front of me was a Ferrari 308 GT4. It was the first Ferrari I saw in person. I was stunned.
His dad let me sit in it, and we even got a ride in the car. It was a life changing moment.
About a week later I was walking back home from the bus stop and noticed a guy in his front drive with a car on a jack. The car was a 308 GTSi and it had a flat tire. I went over and asked if I could help out. He let me remove a few big nuts while he got the spare out of the front of the car. Together we got the tire back on the car and he asked if I wanted a ride home. It was 1981, I lived in a very safe gated neighborhood, and it was a Ferrari, so of course I said yes. We took the top off the car and drove me to my house, taking the longest route possible. It was the kind of ride you give to a 14-year-old car crazy person. I never got his name but remain forever grateful for the experience, one which changed my life even more than the ride with Tim’s dad.
Back to our Pick of the Day. It is an exact duplicate of the car I changed that tire on, and the car that was my first love in the entire world of cars, a 1981 Ferrari 308 GTSi in Rosso Corsa paint with a tan leather interior.
Now while this may start an argument, I maintain that the Ferrari 308 GTS is the single most important car in the history of the company. I know that sounds crazy, but the 308 made more people aware of the Ferrari brand for the first time than any other single model. Before debuting on Magnum alongside Tom Selleck, many average people were not even aware that Ferrari was a car company. It is the car that kickstarted the company as a desirable and iconic brand to the average American and everything that came afterwards built on that weekly TV appearance.
The 308 GTSi here is described as a two-owner from new example that has covered a total of only 11,654 original documented miles. They add that it has never been in an accident, has a complete service history and its original window sticker, tool roll, and manuals.
This car is the mirror of the car in Magnum, P.I. and looks to be as close you can get to buying a brand new 1981 Ferrari 308 GTSi located in Bridgeport, Connecticut.
I have owned a 308 GTS and still feel a bit like an idiot for selling it. At 6’4” tall, I just did not fit comfortably in the car, even after having it modified in the same way that the film crew modified the car for Tom Selleck. I should have just driven it with the top off all the time like he did and kept it. Oh well, maybe I’ll get another.
The downside of selling mine is that the prices have gone up on the 308 series cars, though not as much as Porsche 911s of the same era. At the asking price of $89,000 I honestly feel that this car is a solid and market correct opportunity. Yes, it has the wrong shift knob and the shift lever has been extended. I would just spend the $500 dollars to return it back to original and not be worried about it.
People who claim to be Ferrari experts will tell you that the original 2-valve injected 308 GTSi is slow. Seriously?!? Any car of this era is slow when compared to practically any modern car, including a V6 Toyota Camry. You buy a car like this because of what it is and not what it isn’t. What this 308 represents is the car that the rest of the brand has been built on. It is a stylish, iconic, and fun car to drive and much more exclusive and interesting than, say, a Porsche 911SC. Magnum drove one on his adventures and the opportunity to capture that era of the 1980s happens every time you drive this car. This is a truly amazing sounding example and well worth a look.
Yes the 308 GTS is still my favorite car. I definitely need another.
The Toyota Camry became “America’s favorite sedan” a long time ago, much to the chagrin of automotive patriots from North America. The Camry continues to play that role despite the proliferation of SUVs doing their darndest to unseat this perennial. While many Detroit companies seem to have phased out most of their competing sedans, the Camry continues to plug along.
So how well does the Camry plug along? The ClassicCars.com Journal staff tested a 2023 Camry SE Hybrid Nightshade sedan to observe the state-of-the-art of suburban transportation.
Overview
Those days of Camry DX, LE, and SE are long-gone. Today we have thirteen Camry models. They start with the $26,320 Camry LE and then continue with the following:
$28,655 LE Hybrid
$27,860 SE
$28,860 SE Nightshade
$30,190 SE Hybrid
$31,190 SE Hybrid Nightshade
$31,070 XLE
$33,545 XLE Hybrid
$36,195 XLE V6
$31,620 XSE
$34,095 XSE Hybrid
$36,745 XSE V6
$33,385 TRD
Exterior
When the current-generation Camry debuted for 2018, it was somewhat of a revelation because Camrys of the past had been so deliberately milquetoast. Though styling is obviously in the eye of the beholder, the new Camry certainly came off appearing much sportier than it had done in the past. Within the Camry series, different trim levels may feature different styling (especially up front), with some appearing more polarizing than others. In the case of our Camry SE Hybrid Nightshade, it features a “black front grille with sport mesh insert” complemented by black side mirrors, window trim, and badging. Nineteen-inch bronze alloy wheels set it off the Reservoir Blue nicely. Other trim levels feature more of a massive “chin” that the SE, XSE, and TRD manage to avoid. Perhaps the typical Camry target market will not care, but we may have a different opinion: the schnoz can also be polarizing depending on trim level, with some invoking the look that Acura was criticized for a decade ago.
Drivetrain
Camry hybrids are powered by a 2.5-liter Dynamic Force DOHC four-cylinder with dual variable valve timing that offers 176 horsepower and 163 lb-ft of torque. With assistance from a 650V hybrid system, combined horsepower becomes 208. Considering today’s Camry serves a purpose no different than a four-door Plymouth Valiant from several generations ago, the performance of the Camry is somewhat of a revelation: 0-60 in the low sevens and quarter-mile ETs in under 16 seconds. To contrast, a Valiant with the Slant Six would get to 60 in almost the same time as the Camry’s ET. The performance available from your average, contemporary four-door sedan (hybrid or otherwise) is quite astounding though, according to the buff books, the Camry hybrid isn’t as hot as other vehicles in its class. Nonetheless, it doesn’t suffer because of it.
Economy
Even though this isn’t a Prius, the Camry hybrid may appear to be a more impressive vehicle, all things being equal. The amount of comfort available due to its size belies the fact that it’s federally rated at 44 mpg city/47 highway/46 combined. While that’s about 10 mpg less than the Prius, the Camry is much more car without compromise. We ourselves achieved 45 mpg in mixed driving. And remember that Valiant? It could only achieve half the mpg at best. For those stats alone, we absolutely adore the Camry and the technology that has driven it to this point.
Interior
Our SE Hybrid Nightshade was furnished with Sport SofTex-trimmed front seats with fabric inserts. It’s a durable imitation leather that appears across the Toyota spectrum, but it lacks a luxurious look and feel. On the SE Hybrid Nightshade, the driver-side seat is power-operated and includes lumbar support; the passenger makes do with manual controls that is just fine with us. Otherwise, our Camry came with most of the conveniences you’d expect in a modern sedan, such as remote keyless entry system, push-button start, USB-C port, dual-zone climate control and, typical for modern cars, a busy, 4.2-inch multi-function display between the speedometer and tachometer. We do like the knobs used for volume and tuning and, of course, if you prefer buttons, you have the steering wheel to adjust volume and a whole bunch of other things. The infotainment system is straightforward and not too difficult to pair with your phone, especially for those adept at setting the clock on a VCR.
Drive
Driving the Camry SE Hybrid Nightshade is a benign experience. It does everything you demand and does it while serving up stellar fuel economy. If the Camry was a rental car, there would be no doubt it would be the best rental car in the world. You can depend on its competency like no other — something we wish we could say about most things in life. You need to make a fast turn? The Camry will do it with aplomb. The experience won’t be like a Supra’s but, as a testament to modern transportation devices, the Camry will handle what you put it up against. It’s an out of sight/out of mind experience, like an extension of your being combined with reliability that has been a Camry trademark since it unseated the Ford Taurus as America’s favorite sedan (though there’s been that pesky Honda Accord on occasion). In some ways, the Camry is the anti-SUV because it offers all the spaciousness and utility most need while offering enough interior and ride comfort so you can enjoy your podcast with a minimum of fuss. Like many modern cars, there are several gimmicky driving modes: Normal, Sport, Eco, and EV. Each setting offers a selection of shift points and electric motor cut-offs that will affect acceleration and economy. Considering the more economy-minded settings can be lazy in hilly country, we can appreciate this feature in opportune moments. However, it would not surprise us that thx x e average Camry drive keeps it on one setting and has forgotten about it.
The 2023 Toyota Camry SE Hybrid Nightshade reminds me of how one magazine characterized the Camaro in 1968: it tries to be all things to all people. The Camaro was criticized because, while it aimed to please a large segment of the population, it seemed to excel at nothing because it wasn’t focused. In comparison, the Camry doesn’t suffer from trying too hard. On the contrary, it seems more adept at checking all the boxes and being competent at everything — not quite the teacher’s pet, but one that will always be in the teacher’s good graces if given the occasional apple. For this, we have great respect for the Camry SE Hybrid Nightshade, as we have no bones to pick with its efficiency. However, as folks who aren’t quite the Camry’s target market, we are left wanting more: we would love better styling, sharper handling, a more upscale interior (which can be faked quite easily, as Mazda has proven) and, perhaps, better acceleration to be more competitive with other hybrids in the market (though the seat of our collective pants has no issues). None of these things truly matter at this point considering Toyota is preparing the next-generation Camry for 2024. If the latest offerings from Toyota are any hint, such as the GR Corolla, GR86 coupe, or even the I-hate-to-say-it-but-the-new-Prius-is-almost-stunning Prius, we may even be excited with what Mr. and Mrs. America will be able to drive next.
