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For $4k, Is This 1977 Lotus Éclat a Project for You?

It’s not a model that we saw very often in the U.S., which makes the appearance of this 1977 Lotus Éclat project car in the Hemmings Classifieds all the more unusual. The Type 76 Éclat and the closely related Type 75 Elite were the keys to Colin Chapman‘s efforts to reinvent Lotus in the mid-1970s. With the cost of buying and insuring cars like the Elan and the Europa rising beyond the reach of most younger buyers, Chapman believed that an older (and wealthier) crowd might be drawn in by a new range of cars built for grand touring rather than on-track performance.

Both the Elite and the Éclat featured daring, up-to-the-minute angular styling by ex-Jaguar designer Oliver Winterbottom and enough interior space for four. While the Elite was a shooting brake with a dramatically chopped-off rear and a glass hatch, the Éclat featured a more conventional swept fastback, with a trunk that could swallow a surprising amount of gear. The two cars were so similar that the Éclat (“glow” in French) was originally to have been called the Elite Coupé.

You’d expect a Lotus to have a willing engine, and the Éclat doesn’t disappoint. The model initially was powered by the 16-valve, 1,973cc, all-alloy Lotus 907 four-cylinder making 160 hp at 6,500 rpm; when the Series 2 was launched in 1980, the 907 was replaced by the 2,174cc unit introduced in the Sunbeam-Lotus that made the same horsepower, but more torque. Though the example for sale dates from 1977, the seller says it’s equipped with the larger engine, as well as the five-speed Getrag transmission that replaced the earlier four-speed.

You’d also expect a Lotus to be light, and the Éclat is, with a curb weight of a mere 2,160 pounds. Incorporating a design first used in the Elan of 1962, the Éclat had a mild steel backbone chassis and a molded fiberglass body. Series 2 cars introduced a galvanized steel chassis to combat rust. The ad for this Éclat makes no mention of the chassis. The engine is mounted longitudinally in front, and drives the rear wheels. Braking is by discs all around, and the steering is by rack and pinion.

The car is described as complete, with a new stainless steel exhaust system and new tires. “Prefer sell all for restoration but may consider parts sales,” the seller says. There are no photos of the interior or engine provided, though we can see that this is one of the left-hand-drive Éclats produced for export. We couldn’t find records of how many LHD cars were built, but with production of all Series 1 Éclats amounting to just 1,299, there couldn’t have been many.

Could this seldom-seen Lotus be your next project? Tell us your thoughts in the comments. And if you’re interested in putting a Lotus in your garage, but this isn’t the one for you, check out some of the other listings in the Hemmings Marketplace.

The post For $4k, Is This 1977 Lotus Éclat a Project for You? appeared first on The Online Automotive Marketplace.

New Products Include Chevy Truck Hinges, Glass Cleaner, 914 Big Brake Kits and Chevelle Radiators

Unhinged No More

The Filling Station • 800-841-6622 • fillingstation.com • $39.95/each

After nearly 50 years of popping the hood on your Chevy truck, you may have noticed the rear of the hood is not as flush with the cowl as it was from the factory. It’s possible your hood hinges are worn and if you’ve been adjusting them more often, it might be time to replace them. These new reproduction hood hinges are now available for 1973-’80 Chevrolet light trucks. They are said to be heavier and stronger than the original hinges to provide several more decades of service. They’re available separately for the left and right side, and are direct replacements for the factory hinges, but springs are not included. Ask about p/n RW-672L (left) and RW-672R (right) for more information.

Glass Act

Liquid Glass • 800-491-4342 • liquidglass.com • $34.95/16 oz. (Liquid Glass); $99.95 (Total Kit)

Coat your vehicle with a clear, hard, smooth and mirror-like shine with Liquid Glass Polish/Finish. It will not chip, peel, crack or yellow and is safe to use on any automotive paint finish. The easy-to-apply formula will help you seal and protect chrome, aluminum, stainless steel, brass, glass and more non-porous surfaces too. It’s also available as part of a set with other cleaning formulas including Pre-Cleaner, Wash Concentrate, Connoisseur’s Choice Leather, and Vinyl & Rubber Protectant, plus it comes with an application cloth and buffing towel (not shown). Ask about p/n LG900 and LG999 (kit) for more details.

Porsche 914 Big Brake Kits

Wilwood Engineering • 805-388-1188 • wilwood.com • $1,995.77/starting MSRP

If you’re looking to add some stopping power to your Porsche 914, these new front and rear big brake kits will fulfill your needs. They are said to yield a 53 percent reduction in unsprung rotating mass compared to the original equipment brakes in the 1970-’76 914. Front and rear kits are available, and they come with forged-aluminum four-piston calipers, brackets, and hubs with oversize vented rotors. The Powerlite calipers are designed for proper front-to-rear braking bias while the rotors are larger in diameter and wider than the factory rotors. Calipers are available in black or red finishes (plus 24 other colors), and the rotors are available in plain face or slotted and drilled. Rear kits feature parking brakes for right and left-hand applications, and the parking brake cable kit is included. The kits must be used with a 914/6 or 911, 19-mm master cylinder. Inquire about part numbers 140-17473 (’70-’72 front); 140-17474-DR (’73-’76 front); and 140-17475 (’70-’76 rear) for full specifications.

Chevelle Cooling

Summit Racing • 800-230-3030 • summitracing.com • $1,631

New Griffin Radiators are now available for 1964-’67 Chevrolet Chevelles. These are exact-fit radiator combo kits that are direct replacements for the factory units on cars without air conditioning. They have OEM-style stamped tanks, proper mounting points for factory equipment, and the proper mounting tabs and brackets for quick and easy installation. The kits also feature built-in transmission fluid coolers for Chevelles with automatic transmissions. The radiators are made from AA3003 aluminum and have two-row cores with 1.25-inch-wide tubes. They are said to provide 25 percent more cooling than radiators with 1-inch tubes. Also included in the kit are dual 12-inch electric fans, an aluminum shroud, a temperature sensor, a wiring harness, and a radiator cap. The packages are shipped with the fans and shroud mounted to the radiator. Inquire about p/n CU-70054 for more details.

The post New Products Include Chevy Truck Hinges, Glass Cleaner, 914 Big Brake Kits and Chevelle Radiators appeared first on The Online Automotive Marketplace.

Pick of the Day: 1962 Buick Wildcat

What is it about Detroit’s propensity for watering down great names? In 1962, Chrysler replaced the Windsor with the new 300, a mainstream mid-trim level situated between the Newport and New Yorker that compromised the equity of the 300 letter-series. Not only did Buick do a similar thing a year later, but the automaker did it in the same price class as the 300. Our Pick of the Day is the first version of this model before Buick mainstreamed it. This 1962 Buick Wildcat is listed for sale on ClassicCars.com by a dealership in O’Fallon, Illinois.

Buick’s completely redesigned 1959 models also included all-new model names. At the bottom was the LeSabre, which replaced the Special as the brand’s bread-and-butter car. Replacing the Century was the Invicta, which rode on the LeSabre’s shorter wheelbase and had the power of the senior Buick’s new 401 V8. The replacement for the Roadmaster was the Electra, with a special Electra 225 model featuring an additional five inches in length (for 225 inches in total) and several additional standard features.

Starting in 1960, the Invicta two-door hardtop and convertible were available with the Custom package, which added stylish bucket seats with genuine leather trim and a two-way power driver’s seat. The Custom package manifested itself as an Invicta special sub-model for 1962 called the Wildcat.

“Buick introduces torrid new luxury sports car! First with the sure-footed sock of advanced thrust,” proclaimed the spring ad introducing the Wildcat. The special vehicle included front bucket seats divided by a bright metal console featuring a tachometer and Turbine Drive stick shift (another way of saying Buick’s Dynaflow transmission). A vinyl top—unusual for the time—was included. Other “sports car touches” included a foam rubber headliner with chrome strips like a convertible, deep carpeting, rear seat courtesy light, Electra taillights, and special Wildcat wheel covers. As the Wildcat was based on the Invicta, it was powered by a standard 401 “Nailhead” with 325 horsepower.

Think of the 1962 Wildcat as Buick’s answer to the Pontiac Grand Prix and you will not be far off. However, the Wildcat never had a chance to play the same role again as, for 1963, it was mainstreamed as Buick’s mid-livel series, taking over the Invicta’s place as a full-fledged line that included a four-door and convertible. This didn’t leave Buick without a personal luxury model, however, as the Riviera was introduced for 1963, which most certainly was one of the most stylish American vehicles from the 1960s.

This Arctic White 1962 Buick Wildcat is a rare and unusual collectible not often found for sale. Making it more unusual is the white-on-white color combo, though it currently lacks its vinyl top. Power steering and brakes, and an AM radio are several features on this vehicle. Plus, if you glance at the data plate, you’ll see several accessory codes: S7, U7, and N7. Those codes mean this vehicle was originally equipped with a driver-side remote mirror, power windows, and “N2” air conditioning and “N4” Vanity Group (N2 + N4 = N7 in Buick’s world), the latter of which included a right-hand mirror, tissue dispenser, and litter basket.

Imagine this: You enjoy sporty cars, but you’re at a stage in life where you’d rather deal with easy cruising instead of a spine-jarring ride and a rumpety-rump engine that is a pain to tune. This Wildcat may check all the proper boxes for you because it’s still sporty yet gives you luxury, rarity, and exclusivity. For $21,000, this is a good habit worth indulging.

Click here to view this Pick of the Day on ClassicCars.com

Car Tales: Presence Without Pomp, Rolls-Royce Seraph

The Silver Seraph is a uniquely important Rolls-Royce model: the tangible, technological link between the pre-Goodwood and contemporary Rolls-Royce eras.

It was the first Rolls-Royce in history to be designed using computer-aided design.

And, more importantly, the first to be powered by a V-12 engine from BMW Group, which acquired the Rolls-Royce name in July 1998 after a byzantine tug of war with Volkswagen AG while the Silver Seraph was in production.

The new Rolls-Royce Silver Seraph had been unveiled to the world’s press in January 1998 at the suitably aristocratic location of Ackergill Tower Castle in Scotland. The assembled journalists were informed by the company’s head of public relations that the car had, “Solidness without heaviness. Authority without arrogance. Elegance without effort. Presence without pomp.”

Well, he would say that, wouldn’t he? It’s his job…

Yet it was all true: the Silver Seraph marked a technological milestone as the first Rolls-Royce designed using the aforesaid computer-aided design (CAD).

This innovation complemented traditional design methods, allowing for greater precision and efficiency. Moreover, the decision to use BMW engines, a 5.4-liter V12 for the Rolls-Royce and a 4.4-litre V8 for the Bentley variant, foreshadowed BMW’s eventual acquisition of the brand. This move proved instrumental in making Rolls-Royce an attractive proposition for its new owners.

The Seraph was powered by a 5.4-liter, aluminum alloy BMW V-12 engine and was operated via a five-speed automatic transmission, making it the first twelve-cylinder Rolls-Royce since the 1939 Rolls-Royce Phantom III.

Right now at Beverly Hills Car Club were have one of those 1,570 Silver Seraphs, a one-owner and ultra-low mileage 2000 Rolls-Royce Silver Seraph featured with merely 7,740 miles on the odometer.

If you’re in search of a classic Rolls-Royce that combines elegance, opulence, and optimal performance, look no further than this Silver Seraph that is mechanically sound.

-Alex Manos, Owner – Beverly Hills Car Club

Looking to Sell Your Classic Car? Let’s Talk!

The post Car Tales: Presence Without Pomp, Rolls-Royce Seraph appeared first on The Online Automotive Marketplace.

Selling Your Ferrari To Testarossa Buyer Alex Manos

Selling Your Testarossa to Alex Manos?

1) Immediate offer from a real cash buyer. There’s no consignment, no committee, no “let’s see how the auction goes.” Share a few photos and basic details, and schedule pickup on your terms.

2) Deep Testarossa expertise. 
I understand the nuances across early Monospecchio, Monodado, and later five‑lug wheel updates, as well as U.S. vs. Euro specs, paint codes, interior hides, books/tools/jacks, and other details.

3) Any condition means any condition.
 Running, non‑running, mid‑restoration, or stored for decades; I’ll buy it, I’m a serious buyer.

4) Nationwide. I acquire cars from all 48 continental states and Hawaii. My team coordinates paperwork, immediate wire payment, and transport around your schedule.

5) Respect for your story.
 Every Testarossa has a life, and I value the narrative as much as the numbers. I’ll listen, and I’ll treat you and your car with respect, always.

My sales pitch is simple: a direct sale at a fair market figure with immediate payment and pickup—no fees, no guessing. And I keep people first: candid communication, respectful offer, and a smooth, professional handoff.

How Do I Value These Sports Cars Worth?

You don’t need a studio photo shoot; smartphone photos are perfect. A few photos plus a short ownership summary is often enough for an offer:

    • Exterior: four corners, sides, lights, glass, wheels, any paint blemishes.
    • Interior: dashboard, seats, carpets.
    • Engine bay: the flat‑12 from multiple angles.
    • Any Documents: title/registration, service receipts, owner’s manuals, tool roll, jack, spare.

Ready When You Are!

If you’re a Hemmings reader with a Ferrari Testarossa, I’m ready with a serious offer, immediate payment, and white‑glove, enclosed pickup anywhere in the U.S. and Hawaii. Whether you are selling a showroom-quality car, or a total restoration project, the Beverly Hills Car Club is always looking to add to their wide-ranging inventory. For cars that are barn-find restoration projects, all the way up to top-of-the-line concours cars; you are sure to find your dream car!

-Alex Manos, Owner – Beverly Hills Car Club

Looking to Sell Your Classic Car? Let’s Talk!

The post Selling Your Ferrari To Testarossa Buyer Alex Manos appeared first on The Online Automotive Marketplace.

Selling Your Mondial To Ferrari Buyer Alex Manos

The Ferrari Mondial has outgrown its punchline years. Today’s enthusiasts appreciate it for what it actually is: a charismatic mid‑engine 2+2 with usable space, classic Pininfarina lines, and a sound that only a Ferrari V8 makes. For Hemmings readers considering a sale, here’s a straight‑talk field guide to the car, the process, and why sellers pick me.

Mondial, Decoded (Model family & eras)

    • Mondial 8 (1980–’82): Bosch K‑Jet injection, early U.S. emissions tuning, many on TRX wheels.
    • Mondial Quattrovalvole (’82–’85): 4‑valve heads; stronger, sweeter revs; coupe/cabriolet.
    • Mondial 3.2 (’85–’88): Refined drivability; coupe/cabriolet; ABS appears later in the run.
    • Mondial t (’89–’93): Longitudinal engine/transverse gearbox; power steering; updated interior.

What buyers (like me) notice: originality – paint codes, interior hides, wheels; documentation such as service history, ownership chain; the recency of servicing (helpful but not a dealbreaker); rust and structural integrity; basic running status – whether it starts, runs, and drives—etc. I’ll buy any condition: running, non‑running, mid‑restoration, or disassembled! If it’s been stationary for decades, that’s okay; we bring the right gear and enclosed transport to move it safely.

Selling to Alex, versus Elsewhere

Here’s the scoop on auctions/classifieds:

    •           Prep, transport, and waiting for a sale date
    •           Seller commissions and after‑sale friction
    •           Time spent on calls, messages, showings
    •           Outcome uncertainty (weather, headlines, bidder moods)

Here’s the scoop when selling to me:

    •           Direct sale to a ready buyer
    •           Immediate payment (your preferred secure method)
    •           Enclosed pickup coordinated around you
    •           No hidden fees, no “almost sold” stories
    •           Clear communication start to finish

All I need are these few things!

    •           A handful of clear photos
    •           Year/model, coupe or cabriolet, and whether it runs.
    •           Ownership story you’re aware of.
    •           A day/time that suits pickup at home, office, or storage.

That’s enough. If more detail would help, I’ll ask. If not, I’ll send you a serious, sight‑unseen offer and handle the rest.

If you’re a Hemmings reader with a Ferrari Mondial, I’m a serious buyer. Send a few photos and your story! Whether you are selling a showroom-quality car, or a total restoration project, the Beverly Hills Car Club is always looking to add to their wide-ranging inventory. For cars that are barn-find restoration projects, all the way up to top-of-the-line concours cars; you are sure to find your dream car here!

-Alex Manos, Owner – Beverly Hills Car Club

Looking to Sell Your Classic Car? Let’s Talk!

The post Selling Your Mondial To Ferrari Buyer Alex Manos appeared first on The Online Automotive Marketplace.

331 Cadillac-Powered Ford Model A 5-Window Coupe 5-Speed

This Ford Model A was built in the seller’s garage using a steel 1930 five-window coupe body mounted on a 1929 frame that was Z’d 9″. The body features a 6″ chop, 5.5″ of channeling, a reverse firewall, a ’32 grille, and 1937 Chrysler Airflow taillights. Power comes from a 331ci Cadillac V8 linked to a T-5 five-speed manual and a ’46 Ford truck rear end with 3.78 gears and a Model A leaf spring. The car rides on a Super Bell dropped, drilled, and chromed axle with ’46 Ford split wishbones up front and ’36 units out back, and big-and-little whitewalls and Packard wheel covers were used. The seller sourced a ’32 Ford dashboard and fitted a ’47 Chrysler cluster and a ’35 DeSoto steering wheel. Following its completion around 2010, the car was featured in Hot Rod along with other publications, and it was driven throughout California to shows. This Model A is now offered with a clean California title in the seller’s name listing the car as a 1930 Ford.

The body features a 6″ chop, 5.5″ of channeling, a reverse firewall, and a chopped Brookville ’32 grille, and it is mounted on a 1929 frame that was Z’d 9″. 1937 Chrysler Airflow taillights and BLC headlights were used along with 1937 Ford decklid handles for the doors, and the seller notes some cracks and flaws on the blue paintwork.

The car rides on a Super Bell dropped, drilled, and chromed axle with ’46 Ford split wishbones up front and ’36 units out back, and both ends have reverse-eye Model A leaf springs. The Packard wheel covers are painted a contrasting color and mounted over ’35 wire wheels, and big-and-little whitewalls are mounted along with a ’56 F-100 steering box that was chromed. The drum brakes are later Ford hydraulic units with chromed and drilled backing plates as well as a dual-circuit master cylinder.

The seller sourced a Brookville ’32 Ford dashboard and fitted a ’47 Chrysler cluster and a ’35 DeSoto steering wheel. The speedometer and fuel gauge do not work. The seller estimates they have driven the car 1,000 miles. The black vinyl tuck-and-roll upholstery is contrasted by gold fleck piping. A working clock is mounted in the rear-view mirror.

The Cadillac 331ci V8 was rebuilt by Hollywood Machine Shop in 2006, per the seller, who states hydraulic lifters, a rebuilt water pump, an Isky race camshaft, and a Mooneyes finned oil pan were used along with a Mallory dual-point distributor. It is topped by a polished Edmunds intake manifold with twin Stromberg carburetors, both from a Studebaker and modified to fit, and modified Hildebrandt aluminum valve covers were used. The chromed exhaust manifolds feed into straight pipes, and the accessories, mounts, and brackets were chromed.

The T-5 five-speed manual transmission was sourced from an S-10 and resealed in 2005, and the ’46 Ford truck rear end has 3.78 gears.

The car is titled as a 1930 Ford using VIN A2604689, which aligns with a 1929 model.

6.0L LQ9-Powered 1940 LaSalle Series 52 Coupe Street Rod

This 1940 LaSalle Series 40-52 two-door coupe was acquired by the seller in 2019 and built into a street rod in 2020. It has been repowered by a 6.0-liter LQ9 V8 linked with a 4L80E automatic transmission and a Ford 9″ rear end with a limited-slip differential and 3.73 gears, and it rides on a Mustang II-style front end with coilovers and a four-link rear with air springs. 18″ Detroit Steel wheels, four-wheel disc brakes, and power steering were also added, and the body was redone with replacement floors, a chopped top, and blue paintwork. Inside, TMI bucket seats were added along with a tilt column and VDO gauges. Driven 2,800 miles since completion, this Series 40-52 is now offered with a Pennsylvania title in the seller’s name.

The 1940 LaSalle lineup was redesigned under Harley Earl and was introduced in October 1939. The Series 40-52 featured General Motor’s signature “Torpedo” body style, and this example was fitted with replacement floors and modified with a 4″ chopped roofline with a laid-down rear window before it was repainted. The bumpers and door handles were removed and the body was filled and smoothed, and it features rear wheel skirts and an “alligator-jaw” hood. There is a crack in the left window.

The suspension was modified with a Mustang II-style front end with tubular control arms and adjustable coilovers, while the four-link rear end has adjustable air springs. Power steering and four-wheel disc brakes were also added.

18″ Detroit Steel wheels are painted a contrasting color, and 235/75 Michelin tires are mounted.

TMI bucket seats, a Lokar shifter, and a tilt column were added along with a push-button starter.

The banjo-style steering wheel fronts VDO gauges, and the 2,800 miles indicated represent the distance driven since completion of the build.

The seller tells us the engine is a 2004 Cadillac 6.0-liter LQ9 V8 that was rebuilt before it was installed, and it is linked to a 4L80E automatic that was also rebuilt. Headers, an aluminum radiator, and a dual-circuit master cylinder were also used.

The Ford 9″ rear end was a limited-slip differential and 3.73 gears, per the seller.

The car is titled as a 1939 LaSalle using VIN W5507058, which the seller is unable to locate.

20 Cars From the 80s That Would Be Electric Icons If They Came Out Today

The 1980s were a golden era for automotive design, producing vehicles that combined distinctive aesthetics with innovative engineering. In recent years, there’s been a resurgence of interest in reviving these classic designs, particularly by reimagining them as electric vehicles (EVs). This fusion of retro style with modern electric technology not only honors the original models but also aligns with today’s sustainability goals. The unique characteristics of 80s cars, such as their bold lines and iconic silhouettes, offer a perfect canvas for EV transformation, promising a harmonious blend of nostalgia and innovation.

Source

Sorting Out the 1970 Buick Skylark

Several days ago, I published a Pick of the Day on a car not often seen on these pages: a 1970 Buick Skylark Custom four-door hardtop. Not only was it an unusual find, but it was also in unusual condition for this particular body style. Writing an accurate story was a challenge, but I had a good Buick aficionado to help me sort things out.

I was aware Buick discontinued the Special and let the Skylark play the role of entry-level A-body for 1970. I also knew there were several variations of the Skylark available to consumers that year. The 1970 brochure laid it out for me.

The above guide helped me discern the trim levels and available body styles:

Model Body Style
Skylark Two-door Sedan
  Four-door Sedan
Skylark 350 Two-door Sport Coupe (hardtop)
  Four-door Sedan
Skylark Custom Two-door Sport Coupe
  Two-door Convertible
  Four-door Sedan
` Four-door Hardtop

The brochure featured this passage: The 1970 Buick Skylarks. Four to choose from. From the above picture, I was able to infer that Skylark and Skylark 350 were two trim levels that included four models. So why was the Skylark 350 an upgrade from the base Skylark? Was it because it included a 350 engine? Did that mean base Skylarks only had a straight-six? The brochure was not clear in this regard.

I reached out to Greg Cockerill, a retired GM designer and Buick fan. He too felt the brochure was “a bit ambiguous.” For one thing, why was the upgraded Skylark model called Skylark 350 if it came standard with a six?

Greg agreed, stating, “Yes, but as-written, it is saying six-cylinder is standard, even on the Skylark 350, though the Salesman’s Guide points out that the 350 is a ‘required’ option. But it’s kind of goofy to make the V8 a required option as opposed to being standard equipment.”

In previous years, the LeSabre was available as a LeSabre 400, which didn’t necessarily mean it was powered by a 400ci V8—it wasn’t—but that it was a package that paired the TH400 transmission with the small-block, instead of the two-speed Super Turbine transmission normally offered. Could the Skylark 350 have been named in a similar vein? Considering the standard transmission was a three-speed manual and not the TH350, likely not. Greg added, “In contrast, 1970 was the one single year for a ‘LeSabre 455’ which DID have 455 engine.”

Without an adequate solution, we both agreed an order form would hold the key to the answers we sought. “Well, I think I solved the mystery/ambiguity . . . “ said Greg once he found an order form in his collection of literature.

“It is clear that a Skylark 350 could not have a six-cylinder. However, it also clearly shows that a ‘base’ Skylark could indeed have a V8! Hence, if the Skylark 350 was ONLY available as V8 , then the name would be defensible.” Greg then adds, “Perhaps a better question is: Why bother with offering a Skylark 350 model? Perhaps, in addition to the mandatory V8, it also has some other equipment or elevated trim level? That would be the only logical reason to offer it at all.”

With a quick glance in the brochure, we can see the Skylark 350 featured an upgraded interior from the base Skylark, plus the Skylark 350 featured several optional interiors that were not available on the base Skylark.

Mystery solved!