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.
Factory produced 1956 Continental Mark II listed for sale on Hemmings Marketplace.
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.
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
2001 Acura Integra Type R (Photo courtesy of Acura)
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
2001 Acura Integra LS Sport Sedan (Photo courtesy of Auto-Brochures.com)
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
2001 Acura Integra (Photo courtesy of Auto-Brochures.com)
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.
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 subtitle of this 272-page hardcover history reads “The Bolognese miracle that amazed the world.” Sounds right to us. OSCA—the acronym stands for Officine Specializzate Contruzione Automobili—is the product of the combined efforts of the three Maserati brothers after they stepped away from the automaker they founded under their own names decades earlier. OSCA was born the same year as Ferrari—1947—but specialized in a very different variety of exotic cars. Today, OSCA is remembered for the jewel-like sports cars and monoposto racers it fabricated, all of them diminutive in size and with exquisite, tiny-displacement engines that were intended to conform with Italian rules that established racing classes for 1,100cc cars.
OSCA lasted until 1967 and achieved copious success on the track over those 20 years. The photos, captured by Walter Breveglieri, document this saga, which involves some of the world’s best drivers. Stirling Moss, for instance, owned and raced an OSCA. The roadgoing cars were treated as exotics, with coachwork from Italian masters including Vignale and Zagato. Besides the photographer’s work, Inside OSCA—now available for the first time in English—includes personal recollections from former employees about working for the Maserati brothers and their design genius. Moss contributed to creating this narrative, too. This is a terrific, scholarly work of history about a delightful marque from Bologna. —Jim Donnelly
The Complete Book of Dodge and Plymouth Muscle Cars
By Mike Mueller and Tom Glatch
Motorbooks
quarto.com
ISBN 9780760387283
$55.00 (hardcover) $50.00 (e-book)
★★★★
There’s a reason a segment of the car-enthusiast population swears by the edict, “Mopar or no car”: the Chrysler Corporation has engineered and built some of the most respected and valuable high-performance automobiles in postwar American-car history. Those V8-powered street and strip Dodges and Plymouths from the 1960s and 1970s enjoy a huge following, as do the reborn Chargers and Challengers. Motorbooks has revisited Mike Mueller’s 2009 tribute to the 20th century Mopar muscle cars and, with the help of fellow respected author/photographer Tom Glatch, expanded it to include the 2006-’23 Dodges, creating a new 320-page hardcover aptly subtitled, “Every Model From 1960 To Today.”
Even before the 1966 debut of the 426 Street Hemi, Chrysler was innovating engine technology with offerings like ram induction. Dodge and Plymouth models using that twin-carburetor setup are the first of this title’s highlights, followed by cars with 413- and 426-cu.in. Max Wedges underhood. The hottest A- and E-body Barracuda and Challenger variants get their due, as do the B-body Charger, Coronet R/T, Super Bee, GTX, Road Runner, Superbird, and the top Darts and Dusters. The final two chapters walk us through the reborn Charger and Challenger. This book is extensively illustrated with 500 quality images, and its copy offers both historical context and technical detail. If you’ve been looking for a Mopar muscle book that hits all the highlights with genuine reverence, this one is just right. —Mark J. McCourt
The small-block engine is one of the most significant powerplants in automotive history, renowned for its compact design, reliability, and immense performance potential. First introduced by Chevrolet in 1955, the Small-Block Chevrolet (SBC) became a legend that reshaped the American auto industry and fueled the muscle car and hot-rodding movements for decades.
People love small-block engines because they are a versatile, compact, and lightweight alternative to larger engines, offering a good balance of power, performance, and affordability, especially in classic vehicles and hot rods. Their widespread availability of aftermarket parts makes them a customizable and reliable option for enthusiasts to build, modify, and maintain with readily available knowledge and components, leading to their dominance in the performance and racing communities.
The 1968 Mercury Cougar offered two small-block engine options: the standard 200-horsepower 302 V8, and the more potent 210-horsepower 302 with a four-barrel carburetor. These small-block engines provided a solid, performance-oriented foundation for the upscale pony car, which shared its platform with the Ford Mustang but featured unique styling elements like hidden headlights, sequential turn signals, and an available luxurious XR-7 package.
While other more powerful engines were available (like the 390 or 428), the 302, which offered 325 horsepower and 427 pond-feet of torque out of the factory, provided a balance of usable power and the smooth, comfortable ride characteristic of a luxury-sport GT (Grand Touring) car.
We found this beautifully restored and upgraded 1968 Mercury Cougar, powered by a strong-running Ford Racing 302 crate engine, listed for sale on Hemmings Marketplace.
The small-block powered 1969 Buick Skylark GS represents Buick’s unique approach to the muscle car era, offering a balanced blend of power, comfort, and a sophisticated design. The small-block in these models, a successor to the earlier Buick 300 and 340 cubic-inch engines, was a unique Buick-designed 350 cubic-inch V8, known for its low-end torque, external oil pump, and distributor located in front of the engine. When equipped with the three-speed manual gearbox, the 350 cubic-inch V8 produced 280 horsepower and 375 pound-feet of torque.
While not a top-tier muscle car like the GS 455, the 350 V8 offered a significant performance upgrade over the base Skylark’s inline-six and it was considered a good performer for its day. This 350 V8-powered 1969 Buick Skylark Custom listed on Hemmings Marketplace is a blend of aesthetic appeal and robust performance making it an outstanding choice for any classic car enthusiast or collector.
The 1972 Oldsmobile Cutlass with a small-block engine was a popular option, featuring a 350-cubic-inch V8 that provided a good balance of performance and efficiency for its time, making it a great cruiser and a fun car to drive. These cars were part of the final year of the third-generation Cutlass, offering classic styling with a range of available body styles, transmissions, and options like factory air conditioning and performance upgrades. While not as powerful as the big-block 455 models, the 350 offered a smooth, responsive powerband and was a well-loved alternative, especially in the Cutlass S and base models.
The 1972 Oldsmobile Cutlass featured the Rocket 350 V8, with two main power configurations: a base model with a two-barrel carburetor producing 160 or 180 horsepower and 275 pound-feet of torque (like this restored example), and an optional upgrade with a four-barrel carburetor and dual exhausts, boosting output to 200 horsepower and 300 pound-feet of torque. Check out an excellent example of the four-barrel carb equipped model at this link.
The 1972 Plymouth Duster was a popular, budget-friendly muscle car that offered performance and style at an affordable price, featuring a lightweight, fastback design based on the A-body platform. The high-performance Duster 340 model was the most desirable, packing a 340 cubic inch small-block V8 engine producing around 275 horsepower, delivering strong performance that could challenge larger muscle cars.
This exceptional 1972 Plymouth Duster 340 is described as a true survivor that embodies the spirit of American muscle. This all-original car features a matching-numbers drivetrain paired with a four-speed manual transmission. Get a closer look on Hemmings Marketplace.
The 1973 Ford Maverick Grabber, powered by a small-block Windsor V8 (often the 302), was a sporty compact car that, while modest in stock form, became a legendary platform for drag racing and performance modification due to its light weight and tuner potential. It featured unique Grabber trim, including distinctive striping and hood scoops, and served as an affordable, reliable, and adaptable vehicle for enthusiasts during the Malaise Era.
In its original form, a 1973 Maverick Grabber with a 302 V8 was not a performance powerhouse, with a 0-60 mph time in the mid-9 seconds and a mid-16-second quarter-mile. Its true appeal lay in its potential for performance upgrades, making it a favorite for drag racers. Owners could easily install aftermarket parts to transform the car into a legitimate muscle car. This mostly original 1973 Maverick coupe is a rare, low-mileage example of the popular sedan.
The 1947 Tatra T87 is best known as a masterpiece of aerodynamic design and unconventional engineering from Czechoslovakia. This luxury sedan, with its futuristic teardrop shape, rear-mounted V8 engine, and controversial history, remains a fascinating icon for vintage car enthusiasts and collectors. The T87 embodies a rare and daring approach to automotive innovation from a company that consistently challenged conventions.
A look into the T87’s unique features
Streamlined for efficiency
The T87’s stunning, streamlined body was designed by a team led by engineer Hans Ledwinka and heavily influenced by Paul Jaray, an aerodynamicist who worked on German zeppelins. The result was an exceptionally slippery shape, complete with a prominent central fin, which delivered a remarkably low drag coefficient and impressive fuel economy for its era.
Rear-mounted, air-cooled V8 engine
At the heart of the T87 is a 2.9-liter, air-cooled, overhead-cam V8 engine. Constructed from a lightweight magnesium alloy, this advanced engine produced about 85 horsepower and enabled the car to reach a top speed of 100 mph—a formidable feat for a passenger car of its time.
Influential and innovative design
The T87’s advanced engineering had a profound impact on other automotive pioneers. Its rear-engine layout and design principles heavily influenced Ferdinand Porsche during his development of the Volkswagen Beetle. After World War II, Tatra won a settlement against VW for patent infringement related to this influence, though the story has a bittersweet end for Ledwinka.
The myth of the ‘Nazi killer’
One of the most infamous—and likely exaggerated—stories surrounding the Tatra T87 is its alleged reputation as the “Czech secret weapon”. During the Nazi occupation of Czechoslovakia, German officers favored the fast and comfortable T87 for use on the Autobahn. However, the car’s rear-heavy weight distribution and independent swing-axle suspension, combined with inexperience from drivers accustomed to more conventional front-engine cars, led to dangerous oversteer.
Rumors spread that so many officers crashed their Tatras that driving them was eventually forbidden. While the ban and the number of fatalities are often debated, the car’s tricky handling is a well-documented aspect of its history.
Why the 1947 model is special
The 1947 Tatra T87 falls into the post-war production period, after the factory was nationalized under communist rule. While production was briefly halted during the war, it resumed afterward with limited changes, continuing the legacy of its pre-war design. The 1947 model carries the weight of a unique transition: a luxurious, technologically advanced car produced for the elite in a country entering a new political reality. It was also during this period that Czech explorers Miroslav Zikmund and Jiří Hanzelka famously embarked on their multi-year expedition across Africa and Latin America in a T87, further cementing its reputation for rugged reliability.
A collector’s dream today
Today, the Tatra T87 is a rare and highly sought-after classic car, admired for its aesthetic boldness and engineering foresight. Its scarcity, coupled with its captivating backstory, makes it a star attraction at museums and auctions worldwide. Jay Leno, a prominent car collector, has called it “the greatest car that no one has ever heard of,” an apt description for this automotive pioneer that continues to surprise and delight.
The 1980s witnessed a revolution in automotive design, characterized by bold lines, sharp angles, and ambitious styling cues. This era’s vehicles often exuded a sense of speed and dynamism, even when stationary. Designers drew inspiration from contemporary fighter jets and futuristic concepts, resulting in cars that appeared far swifter than their real-world performance suggested. This trend not only captivated enthusiasts but also set the stage for the iconic designs that continue to influence automotive aesthetics today. (en.wikipedia.org)
Conventional wisdom in the collector car hobby posits that convertible sales taper off after Labor Day. While that may hold true for the car parked at the end of your driveway with the “for sale” sign on it, auctions behave differently. Even before the advent of online auctions, big live events in the supposedly slower months of fall and winter never had a problem finding new homes for cars with folding roofs.
As part of our never-ending quest to help our readers make sense out what’s happening in the market, we have chosen the cars below to dive into the details. All are from European manufacturers. All promise fun in the sun. And all were sold recently via either Hemmings Auctions of Hemmings Make Offer.
* Indicates a vehicle sold as a Make Offer listing.
1964 Austin-Healey 3000 MK II
Reserve: $38,000
Selling Price: $39,900
Recent Market Range: $27,000-$42,000
“Big Healeys” offer tremendous value to collectors of British sports cars. With their torquey inline-six engines, sinewy curves and low stance, they deliver an experience otherwise reserved for more expensive vehicles. Model production lasted from 1959 through 1967. Perhaps the biggest changes came with the introduction of the BJ7. Known more formally as the 3000 MK II Sports Convertible, the 2+2 BJ7 was the first of the range to have a curved windshield. It was also the first with proper roll-up windows rather than side curtains or sliding windows.
This 1964 Austin-Healey 3000 Mk II BJ7 had the distinction of being in the same family from new, though it had changed hands several times between two brothers. The seller, a one-time auto shop teacher, restored the car over a number of years, completing it in 2005. It appeared to be a well maintained, driver-quality example.
Values for big Healeys dropped approximately 20% between 2021 and 2024, but have stabilized in the past year. The sale price here was strong for a driver-quality example, but more than 60 years of solid ownership in the same family surely helped push this example across the finish line.
1995 Mercedes-Benz SL500
Reserve: $15,500
Selling Price: $16,275
Recent Market Range: $14,500-$22,500
When the R129 generation of the Mercedes-Benz roadster debuted in 1989, it marked a design and engineering breakthrough. Overnight, the company’s premier convertible had gone from the 1970s to the 1990s. The R129 featured multi-cam engines, advanced safety features, and performance that trounced its predecessor and even gave muscle cars nightmares. It was the company’s flagship model upon its debut.
This 1995 Mercedes-Benz SL500 showed just under 24,000 miles on the odometer. Its oh-so-Nineties finish in Brilliant Emerald Green appeared to be in excellent condition. While the Parchment leather interior did show some wear, the engine bay looked quite clean. Not a maintenance-free car by any means, but a rewarding combination of power, comfort, safety and design, an R129 SL can make for a fine collectible.
The selling dealer pitched this example with the words “pristine,” “excellent,” and “showroom” to describe its condition. The pictures seemed to back up those words, and the seller did share the car’s few cosmetic shortcomings. This sale appeared to be a sound buy, firmly within the expected market range.
1959 Jaguar XK150 Roadster
Asking Price: $51,000
Selling Price: $46,200*
Recent Market Range: $44,000-$62,000
With five overall wins at Le Mans from 1951 through 1957, Jaguar firmly established its bona fides as a maker of some of the best sports cars in the world. The peak of its volume production sports car expertise in the Fifties arrived with the XK150. With a wrap-around windshield for better visibility and a wider body with more room, the XK150 proved a more comfortable car than the XK120 and XK140 that preceded it. Jaguar pioneered four-wheel disc brakes, first introducing them on the Le Mans-winning C-type. Its XK150 was among the first mass-produced cars with discs on all four corners.
This 1959 Jaguar XK150 Roadster (a.k.a. Open Two-Seater in Jaguar parlance), was in storage for over 35 years. Starting in 2019, the car was “brought back to working condition.” The interior was refreshed during this period as well. Its 3.4-liter DOHC inline-six and four-speed manual were noted as original. The maroon finish exhibited many defects, which was understandable given its decades in an “old barn.” The new clutch dates from 2024, according to the listing.
Given the amount of cosmetic restoration work required, the selling price of $46,200 actually looks a bit strong. But the seller also called out the 7,002-mile odometer reading as being accurate. That low mileage and very high degree of originality clearly resonated with the buyer who acquired this car via a direct Make Offer listing.
1995 Mercedes-Benz E320 Convertible
Reserve: $13,500
Selling Price: $13,703
Recent Market Range: $10,000-$16,000
Produced from 1985 through 1997, Mercedes-Benz W124 platform underpinned sedans, coupes, wagons, limousines and convertibles. As the midsize, high-volume model in the German automaker’s lineup, the first-gen E-Class provided transportation for executives and families. It proved a solid, high-mileage taxi for legions of drivers around the world. It even served as the basis for hearses and ambulances in Europe.
Along with the 500E super sedan, this 1995 Mercedes-Benz E320 Cabriolet was the range-topping model for the E-Class in 1995. As such, it was well equipped from the factory, with such niceties as powered seats and a powered folding soft top with a glass rear window. All W124 Cabriolets sold in the U.S. were powered by a 217-hp, 3.2-liter DOHC inline-six.
This generation of E-Class is noted for being durable and reaching very high mileage figures when properly maintained. Given that reputation, the sub 91,000-mile odometer reading indicates this luxury convertible had lots of life left in it. There were some needs shared by the seller that indicated the top might need some attention. At a $13,703 net sale price via post-auction Make Offer listing, it sold just as expected. Save for that 500E and ultra-low-mileage examples, first-gen E-Class cars have been steady and stable in terms of pricing in recent years.
2007 Bentley GTC
Reserve: $30,500
Selling Price: $32,550
Recent Market Range: $29,000-$44,000
Since its acquisition of Bentley in 1998, Volkswagen has turned the marque into one of the most desirable ultra-luxury automakers on the planet. Production surged from just 414 cars in 1998 to over 10,000 by 2006. That leap in volume came primarily from the Continental GT coupe that debuted in 2004 and the similar GTC convertible produced from late 2006 and on. Demand was so pent up for the drop-top version that some 69% of 2007 Continental two-door sales came from the GTC.
This 2007 Bentley GTC appeared to be a well kept example of what was one of the world’s fastest convertibles when it was new. Thanks to a 552-hp, twin-turbocharged W12 engine, it had a top speed of 195 mph. Finished in Dark Sapphire over Saddle leather, it originally carried a base MSRP of $189,900.
That incredible sticker price brings us to the depreciation that higher volume has delivered to the nameplate in recent years. The net sale price of $32,550 here is clearly in the recent market range and akin to the modern Aston Martin market as well. These cars require expensive upkeep but can reward their owners with a driving experience like no other, wrapped in top-level luxury and bestowed with speed.
1959 MGA Roadster
Asking Price: $21,900
Selling Price: $21,000*
Recent Market Range: $16,000-$23,000
MG was in danger of getting lost in the shuffle of the many brands under the BMC umbrella in the 1950s. Its TF sports car was modern enough with coil springs and rack-and-pinion steering, but it looked like the clock had stopped in 1938. Based on a streamlined Le Mans entry, the company created the MGA for 1955, giving the British automaker a competitive entrant in the burgeoning sports car scene, particularly in its largest market, North America.
This 1959 MGA Roadster was the recipient of a body-off restoration completed in 2011. It had been upgraded from the stock 1,588-cc engine to a 1,798-cc unit from an MGB. The seller listed a host of maintenance and services completed recently that indicate a well cared for machine.
A net sale price here as a Make Offer listing so close to the asking price tells us that the seller was reasonable from the start. The seller remained engaged and responsive to questions throughout the duration of the listing. Bidders are always more likely to make an offer when such sellers are involved.
Other recent European Convertible sales on Hemmings Auctions and Hemmings Make Offer
2006 Mercedes-Benz SL500
Reserve: $19,000
Selling Price: $20,213
Recent Market Range: $18,000-$26,000
Details: M113 5.0-liter, 302-hp V8, clean Carfax, 32,517 miles
1993 Jaguar XJS 4.0 Convertible
Reserve: $21,000
Selling Price: $18,900*
Recent Market Range: $17,000-$25,000
Details: Five-speed manual, 4.0-liter DOHC inline-six, white with a maroon top, 35,290 miles
2009 Mercedes-Benz CLK350 Convertible
Reserve: $0 (No Reserve)
Selling Price: $14,700
Recent Market Range: $11,000-$18,000
Details: M272 3.5-liter, 268-hp DOHC V6, Thulite Red Metallic with a black top, 47,385 miles
In the midst of the 2025 Drag Week, which began on Sunday, September 14 and runs through Friday, September 19, we got to thinking: Which Hemmings Marketplace cars will make excellent race cars for drag-and-drive events? While scrolling through the plethora of hot rods and muscle cars listed for sale, we found several high-performance classic cars that are already modified to be race-ready.
Whether you’re chasing the next speed record or just looking forward to good times with race car buddies, there are several options that will get your engine revving. The hot rods and muscle cars listed below are turn-key and ready to dominate upcoming drag-and-drive events like Drag Week, Sick Week, and Rocky Mountain Race Week. Equipped with powerful built engines, roll cages, upgraded suspensions and more, these race cars are equipped to burn rubber down the dragstrip then hit the road to the next race track, over and over again.
This pro street 1970 Chevrolet Camaro is built for pure performance. According to the listing on Hemmings Marketplace, this modified muscle car features a massive cowl-induction hood, drag tires and a roll cage, all of which are clearly not just for show. Its aggressive stance is matched by a race-ready interior complete with harnesses, bucket seats, and a nitrous system. From the Hoosier tires to the wheelie bars and parachute out back, every inch of this build screams “speed!” While it still honors the classic Camaro silhouette, this pro street build is all about power, precision, and turning heads at both the track and car shows.
Love a muscle car with flames? Cloaked in a deep purple that dances with flame orange, this 1969 Pro Street Camaro flaunts its ferocity with airbrushed flames blazing across its body.
There are gobs of ‘55 Chevy Gassers out there, but how many 1967 Cougar Gassers are there? OK, there were a few back in the golden days of drag racing, but hardly any now. According to the Hemmings Marketplace listing, this drag racing ready 1967 Mercury Cougar XR7 gasser began as a rust free body. The entire suspension was pulled and replaced with a Global West suspension kit straight axle set up, which includes all the goods to keep its Mickey Thompson drag tires planted to the pavement.
Under the hood, the rebuilt 302 was treated to Trick Flow aluminum heads, roller rockers, a custom cut CompCams cam, and more. The odometer reads 39,272, however, there is less than 5,000 miles on the car and engine since the rebuild. A top loader four-speed transmission sends the power back to a Ford 9-inch rear diff.
“Turn the key and go. This thing runs and drives great. Obviously, it’s not a canyon carver. This goes fast – very fast – in a straight line.”
1967 Plymouth Belvedere
Drag and drive-ready 1967 Plymouth Belvedere race car listed for sale on Hemmings Marketplace.
For collectors or enthusiasts looking for a drag-and-drive-ready Plymouth Belvedere with show-quality execution, this race car for sale is as impressive in presentation as it is in performance.
According to the classified listing, this 1967 Plymouth Belvedere has been transformed into a high-quality, purpose-built race car, engineered with top-shelf components. Under the hood sits a 440 Stroker 500 cubic-inch INDY block with a solid roller camshaft, dual 1050 carburetors, a tunnel ram, and INDY aluminum heads. Supporting equipment, including the electric water pump, electric fuel pump, dual Optima Yellow Top batteries, and a fuel cell, makes this a true drag car designed for serious performance.
The Chevrolet Nova’s compact and lightweight body is a significant advantage in drag racing, allowing for greater acceleration and speed with less power. According to the classified listing on Hemmings Marketplace, this custom 1971 Chevy Nova, equipped with a high-performance engine built by Scott Blakeney of SPE Racing Engines, is meticulously engineered for superior speed, handling, and visual appeal. Upgraded suspension systems further enhance stability and traction during racing. Its compact chassis and advanced suspension system contribute to excellent track performance, while unique styling and racing heritage make it a standout for automotive enthusiasts.
This 1972 Plymouth Road Runner embodies the spirit of street and strip performance with extensive modifications aimed at the enthusiast who values both speed and style. Featuring a 499 cubic-inch engine and supported by high-performance components such as a Holley 850 double pump carburetor and Nitrous Oxide system, every aspect of this vehicle screams performance.
Take High Anxiety to low ETs with this 1969 Oldsmobile 442 drag racing machine. The seller describes it as a “street-legal monster with a blown 455 cubic-inch V8 and a stance that lets everyone know it’s not here to play nice.” You’ll notice that a massive BDS supercharger dominates the hood, which feeds twin Edelbrock carbs and makes it clear that this 442 is far beyond stock. From the sound, to the power, to the attitude, this thing is alive.
