Hemmings

Date: 1983 (above), circa 1980s (below)

Location: Santa Fe, New Mexico

Source: Hollis Engley (above), via New Mexico Digital Collections

What do you see here?

Driving toward a golden sunset on the horizon is an awe-inspiring experience, but what about cruising in a Golden Sunset custom 1967 Lincoln Continental coupe? With names attached to it like John D’Agostinso, Gene Winfield, DeRosa Customs and House of Oz, it’s no wonder why this low-slung luxury sofa on wheels is a major attention grabber.

The gleaming two-door hardtop is the brainchild of custom car designer John D’Agostinso of Celebrity Kustoms, who combined the body building skills of Oz’s Kustoms and DeRosa and Son with the skills of craftsman Greg Westbury, and Gene Winfield’s world-renowned talent for applying stunning blended paint combinations. All pot metal welding was completed by Dick Falk at Valley Restorations.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

The endless list of subtle features has made this custom Lincoln a constant show winner. The body was chopped, shaved nosed, decked and dechromed, and equipped with remote door and trunk access. The rocker panels were flared, rear wheel wells lowered, taillights modified with chrome billets, and the gas filler was moved to the trunk. Greg Westbury designed the bar grille with a floating chrome bar across Lucas style headlamps. Gene Winfield blended shades of House of Kolor Kandy Pearl Copper, Cinnamon, and Kandy Root Beer to White Pearl, assisted by Frank DeRosa Jr. and Carl Slawinski.

A 462-ci V8 provides plenty of power, and according to the listing, it’s only seen 55,000 miles. Oz’s Kustoms installed the Air Ride Technologies air suspension. To achieve ultimate lowering abilities the car’s frame was C-notched in the rear and the driveline was tunneled. The custom car rides on vintage Cadillac 48-spoke wire wheels with bullet centered Thunderbird three-prong knockoffs by roadster Wire Wheels, wrapped in whitewall Coker tires.

A 462-ci V8 provides plenty of power, and according to the listing, it’s only seen 55,000 miles. Oz’s Kustoms installed the Air Ride Technologies air suspension. To achieve ultimate lowering abilities the car’s frame was C-notched in the rear and the driveline was tunneled. The custom car rides on vintage Cadillac 48-spoke wire wheels with bullet centered Thunderbird three-prong knockoffs by roadster Wire Wheels, wrapped in whitewall Coker tires.

A 462-ci V8 provides plenty of power, and according to the listing, it’s only seen 55,000 miles. Oz’s Kustoms installed the Air Ride Technologies air suspension. To achieve ultimate lowering abilities the car’s frame was C-notched in the rear and the driveline was tunneled. The custom car rides on vintage Cadillac 48-spoke wire wheels with bullet centered Thunderbird three-prong knockoffs by roadster Wire Wheels, wrapped in whitewall Coker tires.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

Inside, a ‘60s-style combination of pleats and 4-inch square biscuits with round buttons is stitched in ivory leatherette with copper Egyptian mohair accents and piping. The custom-fabricated headliner with ’58 Cadillac trim spears contrasts beautifully with the dark brown English Wilton wool carpeting. The upholstery carries into the trunk and was completed by Bob Divine Custom Interiors. The car is piloted by a custom painted steering wheel with a bullet center. Creature comforts include climate control by Vintage Air, power windows by Specialty Power Windows and a Pioneer 12-disc CD combo with eight speakers.

It’s rare to find such a coveted custom with so many famous names having a hand in the build. This Lincoln Continental Coupe is currently located in Daytona Beach, Florida and is listed for sale on Hemmings classifieds.

The Toyota Celica was a fun, sporty car that grabbed the attention of young buyers in the mid- ‘70s. Today it is still a desirable machine, perhaps even more so, especially to those who feel that spark of nostalgia in its presence.

Dressing a basic sedan with a sporty coupe shell is a common move made by manufacturers to increase sales at a low cost. Take Ford’s success with the mid- ‘60s Mustang, for example. The tactic was so successful that other brands followed suit and made mediocre daily drivers into stylish sport coupes, like the Toyota Celica, first introduced in 1971 and based off the brand’s Corona passenger car.

The base model Toyota Celica ST coupe made economy cars look cool. It became a sensation for the fast-growing Japanese brand. It may not have the insane horsepower of today’s supercars, but it certainly makes a powerful time machine. Known for reliability, the Celica’s mechanicals are simple and durable, but the bodies tend to be rust prone. Finding a rust free, unmodified example today is like searching for a needle in a haystack.

This 1976 Toyota Celica ST Coupe is the shiniest needle in all the haystacks we scoured in the market. Powered by its original inline-four and a five-speed manual transmission from a Celica GT, the odometer shows just over 78,000 miles. The seller states that the car is an unrestored survivor with minimal modifications, and yes, they also confirmed that the car is completely rust free. Photos show the paint, body and interior appearing in exceptional condition, and it has a clean engine bay and undercarriage to boot. Check out the auction for more details, including videos of it running and driving.

The Super Cobra Jet 429 V-8 was the most powerful engine Mercury offered in the Cyclone for 1970. Its rating of 375 horsepower has long been accused of being too low, since this big-block’s performance was on par with big-inch specialty V-8s from GM and Chrysler. But what if that monstrously venomous V-8 was just the starting point for a potent street and strip machine that also managed to carry off that subtle elegance that always allowed Mercury to stand out from the crowd?

Before we answer that question, let’s look into Ford’s middle division muscle car for 1970 a bit more.

Positioned between the everyman’s Fords and luxury-liner Lincolns in the FoMoCo hierarchy, Mercurys were perpetually locked in a sales race with Buicks, Oldsmobiles, Pontiacs, and Dodges. Aiding in defining its upscale status within the muscle car market, the 1970 Cyclone GT included such amenities as concealed headlamps, additional body brightwork, and Comfortweave seating surfaces as standard equipment.

The Cyclone’s redesign for the 1970 model year introduced the attention-getting “gunsight” grille center, a contemporary curvaceous body with a more subtle semi-fastback roofline than the previous years’ fastback, and three-pod taillights (two-pod on the base model).

Whereas the Cyclone Spoiler left little to the imagination regarding its muscle car intentions with its bold stripes, callouts, front spoiler, and rear deck airfoil, and the base Cyclone was a “sleeper” in appearance, the 1970 Cyclone GT took a different styling tack. It embodied what had become the signature elements of the performance car look at that time—a blacked-out grille, a hood scoop, dual racing mirrors, and well-placed yet understated GT badges and engine displacement emblems. The result provided more than enough clues for those in the know to realize what had just rumbled up next to them at the traffic light.

Typical of muscle cars of the day, the most powerful engines were reserved as extra-cost options, and the Cyclone GT did not disappoint in this area. At the top of the heap were a trio of big-block 429-cu.in. V-8 engines based on Ford’s 385 engine family.

The ”base” 429 was a smooth-running 360hp version that featured a two-bolt main, thin-wall skirtless engine block with 4.36-inch bores; a nodular-iron crankshaft with a 3.59-inch stroke; forged-steel connecting rods; cast-aluminum pistons; a hydraulic camshaft; canted-valve cylinder heads; a cast-iron intake manifold; Autolite four-barrel carburetor; and a 10.5:1 compression ratio.

Next up the ladder was the high-performance 370hp Cobra Jet 429, which featured thicker main webs in its block, higher nodularity content in its crankshaft, a slight modification to the forged-steel rods to increase durability; a hotter hydraulic camshaft; freer-flowing heads (larger ports and valves) and intake and exhaust manifolds; a Rochester Quadrajet four-barrel; and an 11.3:1 compression ratio.

At the top of the engine heap sat the 375hp 429 Super Cobra Jet, but there was no option box to check to get this special engine. Instead, a buyer had to choose either the Drag Pak, which consisted of a 3.90:1 gearset in a Traction-Lok rear axle or the Super Drag Pak, which included a 4.30:1 gearset in a Detroit Locker rear axle. Though the engine code in the VIN remained the same as the CJ 429’s, the Super Cobra Jet’s upgrades included a four-bolt main block, forged pistons, and a higher-performance solid-lifter camshaft, as well as screw-in studs for the CJ heads, adjustable rocker arms, and pushrod guide-plates. A specific intake manifold accommodated a larger capacity Holley carburetor instead of the CJ’s spread-bore Quadrajet, and an oil cooler was added. Functional Ram Air was available for the CJ and Super CJ, as well.

Now, back to the build at hand. Currently offered on Hemmings Auctions is this restored, low-mileage 1970 Mercury Cyclone GT, factory fitted with the 429 SCJ and the requisite Drag Pak along with a close-ratio four-speed manual transmission. According to its Deluxe Marti Report, this rare Cyclone is one of just 73 produced for 1970 with the 429 Super Cobra Jet and the Drag Pak.

Beyond the engine and Drag Pack options, the original buyer of this vehicle chose the extra-cost instrumentation group, which included a 140-mph speedometer, as well as an 8,000-rpm tachometer, gauges for oil pressure and temperature, and an ammeter, all of which are set right into the dash pad and angled toward the driver for easy viewing. Power front disc brakes were also chosen, among other options. The Competition Handling Package was included with the GT, and due to its chosen powertrain, as intended by Mercury and the original buyer. This example was a potent package for the street or strip.

Making it even more so now is the fact that the selling dealer, MS Classic Cars of Seekonk, Massachusetts, had the numbers-matching engine bored-and-stroked to a colossal 533 cubic inches. Heavier-duty bottom-end components and a solid-roller camshaft were added to complement the CJ heads and Super CJ intake and carburetor, and the result was a tire-shredding 527 horsepower and 599 pound-feet of torque on the dyno.

This car’s restoration is recent and thorough, resulting in a highly detailed undercarriage that shows every bit as well as its topside. With so few 1970 Mercury Cyclone GTs built with the Drag Pak/Super CJ 429, surely not many under-16,000-mile examples that are restored to this level and produce more than 500 dyno-proven horsepower will be offered for sale anytime soon.

Learn more about this 1970 Mercury Cyclone GT on Hemmings Auctions, and let us know what you think of it.

Date: circa 1970s

Location: Olympia, Washington

Source: via Washington State Archives / Facebook

What do you see here?

The racing world lost an amazing person on Wednesday, April 5. Melvin “Jerry” Bickel, famed doorslammer chassis builder and owner and founder of Jerry Bickel Race Cars, has passed away at the age of 75.

Bickel was the husband of Jennifer Bickel and father of Katherine Elizabeth (Marty) Randolph and Matthew Bickel, and grandfather of Rhys Randolph and Colin Randolph. His obituary mentions that he was also a scuba diver, flew helicopters, and loved boating.

Jerry Bickel and his business were dedicated supporters of the NHRA and his support trailer could be seen at most major events. His builds were legendary across multiple drag racing niches. His Ohio-based shop, Jerry Bickel Race Cars, evolved into a world class facility over the last 40 years of operation. More recently, he expanded his business to offer mail-order parts for the builders and enthusiasts who build race cars at home.

Before opening his own shop in Troy, OH, Bickel began his career with Troy Motors and Marquiz Motors. He contributed greatly to the growth of high-performance doorslammer drag racing and has built chassis’ for NHRA, PDRA and IHRA drag racing, along with offering other high-quality performance parts. His builds aided in securing worldwide wins and championships in sanctions such as Pro Stock, Pro Modified, Street Outlaws No Prep Kings, Top Sportsman, grudge trials, drag radial competitions, and more.

At this time, it is not clear how Jerry Bickel’s death will affect the company. He will be missed by the entire drag racing community and beyond.

New car shows are hardly the place to go looking for vintage and collector cars. The carmakers are there to get you to buy something that depreciates the moment you drive it off the lot, after all, and not something that’s bound to appreciate in value over time. The New York International Car Show, however, has always devoted at least a little bit of space to collections of older vehicles to be found in the greater metro area, and the carmakers themselves occasionally trot out something from their heritage collections to try to rub off a bit of cool onto their dealership fodder.

This year’s show didn’t include much of the latter. Nissan did have an R34 GT-R in its booth to help promote the recently facelifted GT-R, and Toyota had a couple of SEMA-shown overlanding rigs. On the other hand, the basement display of tuner cars, Rides+Rigs, more than made up for the lack of vintage stuff upstairs. Close to half the floor space down there looked like a mid- to late Nineties meet full of JDM steel, drift machines, and other highly modified racers and street cars. Sprinkle in a few other hidden gems, and the show’s not a total bust for anybody who wants to look beyond the SUV parade from the carmakers.

From Australia’s Gold Coast comes this “FJ49,” a Toyota FJ45 with a 4.5-liter turbodiesel V-8 and transmission from a later FJ79 built by Christian and Ashton Montesalvo of the Patriot Games YouTube channel.

According to the FJ79’s spec sheet, it has a custom coil-sprung front suspension based on the FJ79’s components, leaf-sprung rear suspension, 20-inch wheels, and plenty of exterior work, including the exocage, the fauxtina appearance, winch, lights, and recovery boards.

Alongside the FJ79 was another Australian turbodiesel rig, an LC79 set up for bush exploration.

The LC79 uses an upgraded turbocharger, intercooler, and upgraded injectors to produce 300 kilowatts, or about 402 horsepower. It sits on a chassis extended by nearly a foot to fit the Supertourer body and fitted with a three-inch-lift front suspension and a rear coil conversion.

These aren’t scratches; they’re badges of honor.

Where did the Hemi ‘Cuda see its greatest motorsport success? Perhaps France, as the story goes regarding this 1970 ‘Cuda that was shipped overseas in 1970 to form the backbone of Ecurie Chrysler, the company’s French competition group. According to Redline Restorations, the car won more than 45 races and multiple championships over its three-year competition career and about a decade ago underwent a thorough restoration.

Henri Chemin, whose name is on the door, oversaw Ecurie Chrysler and drove the ‘Cuda for at least a few of its wins.

Redline Restorations also had on display a 1957 Maserati 300S, chassis #3070, a factory team car that has made plenty of vintage racing appearances since it was initially restored in 2001.

While not an original BMW E9 CSL, this tribute with a modern BMW straight-six and turbocharger can still pay homage while taking creative licenses left and right.

A couple vinyl wrap companies showed off their services with flashy rides, perhaps none flashier than this golden Volkswagen.

Technically in with the tuner cars, this lowrider Chevrolet was clean. We’re assuming it doesn’t drive the potholed streets of New York.

One of a trio of vintage NYPD cars on display, this Plymouth Fury had all the right markings.

It’s been a while since we’ve seen more than one or two authentic Nineties tuner cars in the same place.

As the tuner crowd has embraced more and more JDM-only cars as collectibles, we’re seeing more and more of them imported to the States. This Toyota Starlet GT Turbo was one of many right-hand-drive cars on display.

The 86 crowd showed up in force.

Supras for days.

Not much remained stock on Gerald Alvarez’s supercharged 2003 Mini Cooper S, with everything from upgraded injectors to a CO2 intercooler sprayer.

Craig Breedlove, the first land speed racer to drive jet-powered cars over 400, 500, and then 600 mph, has died. He was 86 years old, and he leaves behind an unforgettable legacy.

Bonneville land speed records have evolved since the 1960s, and while the current outright land speed record holder is Royal Air Force pilot Andy Green with a 763.035 mph run, nothing beats the freewheeling, white-knuckled racing of the ‘60s. The level of bravery and fearlessness from the drivers was matched by the buzzing excitement of racing fans and other motorsports daredevils with a need for speed.

Craig Breedlove’s “Spirit of America” from an article in the October 1963 Hot Rod Magazine with text and photos by Don Francisco.Uploaded by Tom McKinnon on Flickr

Craig Breedlove began his speed record journey as a young hot rodder in Southern California. He bought his first car, a Deuce Coupe, at age 13. He owned a ‘34 when he was of legal driving age and he throttled that hot rod coupe, alcohol coupe to 154 mph on dry lakes. He piloted an Oldsmobile-powered belly tanker at Bonneville, earning a record 236 mph by age 20. Breedlove was seemingly fearless, and it wasn’t long before he assembled a team of engineers and stepped into jet-powered cars equipped with surplus fighter jet engines.

Working as a technician in structural engineering at Douglas Aircraft in Santa Monica gave him even more knowledge and experience that drove him through his land speed racing future. He bought his first surplus J-47 jet engine in 1959 and built what was eventually called the “Spirit of America,” which earned him a new record for land speed racing at 407 mph. The Bonneville competition was getting heated by that time, and between 1962 and 1965 the land speed record glory was shuffled between Breedlove, Art Arfons, and Walt Arfons with driver Tom Green. In February 1964, Green ramped up the record to 413 mph. Art Arfons raced to 434 mph in May, then Breedlove stepped on the throttle to achieve 468, 500, and then 526 mph.

During Breedlove’s 526 mph run, he lost all brakes on the car and the parachutes failed. Surely wondering if he would live another day, he maneuvered the car through telephone poles and hit a bump that catapulted him through the air and into a salt pond, nose first. When his fearful crew caught up with him, Breedlove had already swam out of the pond and was dancing around, exclaiming, “For my next trick, I’ll set myself on fire!”

The result of Craig Breedlove’s 526 mph runFlickr / Tom McKinnon

Art Arfons wasted no time and set the next record at 536 mph, and Breedlove promptly countered with his final land speed record, a blistering 600.6 mph.

The Wildest Ride: 1964 Bonneville Salt Flats Land Speed Record with Craig Breedlove

youtu.be

Breedlove did come back after that monumental time in motorsports history with new cars, perhaps the most memorable being a Shell-sponsored race car that took him to nearly 700 mph. New Bonneville land speed record breakers will come and go, but none will ever compare to Craig Breedlove’s energy and the short duration of time between his set records. His name will forever be engrained in motorsports history as an American hero.

Craig Breedlove in the mid-’60sNSSN Archives

One more year, and this would be a 50th anniversary retrospective on the Jeep Cherokee. Instead, on February 28, Stellantis idled Belvidere Assembly in Illinois, the plant where it had built the KL Cherokee since 2017, and effectively ended Cherokee production, so instead of an anniversary, we’ll instead hold a funeral for the SUV.

Or maybe not? Jeep’s official statement only notes that 2023 Jeep Cherokee production ended with the
Belvedere idling, with no mention of the end of the Cherokee nameplate: “We have plans for that important vehicle in that important segment. We will make an announcement on that next-generation vehicle in due course.” Speculation has it that the KL Cherokee’s replacement will be an EV of some sort, which would fit in with the company’s plans to introduce four all-electric SUVs in Europe and North America by the end of 2025, but Jeep has not confirmed or denied that the Cherokee name will return at all. Given Cherokee Nation Principal Chief Chuck Hoskin Jr.’s request to drop the Cherokee name from Jeep products, this move could just be Stellantis taking the most convenient off-ramp for the nameplate.

Whatever the fate of the Cherokee, the news at least gives us the opportunity to reflect on the five generations of the SUV and to debate which is the best iteration.

1974-1983 SJ Cherokee

The long-lived SJ platform with its Brooks Stevens-designed body had already been in production for 11 years when AMC brought it in for a refresh to take the place of the outgoing Jeepster Commando and to compete against Chevrolet’s Blazer and Ford’s Bronco. Starting with the two-door version of the Wagoneer – which hadn’t been in production since 1968 – they added the Gladiator pickup’s “razor” grille and loaded up the option list with alloy wheels, plush interiors, and Jeep’s Quadra-Trac full-time four-wheel-drive system.

As Pat Foster wrote in “Jeep: The History of America’s Greatest Vehicle,” AMC was able to make “a handsome profit because the actual tooling bill had been next to nothing.” It immediately outsold its stablemate Wagoneer and, with the addition of a four-door version of the Cherokee in 1977, sales doubled. The late Seventies fuel crisis, however, showed AMC the folly of relying on its full-size SUVs, with sales cratering to sub-10,000 figures in the early Eighties.

Still, the Cherokee and the rest of the full-size Jeeps have a devoted following today among off-roaders and restorers. Several have even been given the high-end restomod treatment, including the ones that Jeep itself has transformed into Easter Jeep Safari vehicles.

Total Production / Average Production by Year: 153,321 / 15,332

Market Values: On Hemmings.com, prices range from about $20,000 up to $90,000, with an average of $48,000. Classic.com reports a price range of about $9,000 up to $74,000, with an average of about $25,000.

1984-2001 XJ Cherokee

More than just a downsized SUV, the XJ Cherokee represented a complete rethink of the segment. Gone was the body-on-frame construction, replaced by a Uniframe integrated body and frame. Gone were the V-8s, replaced by four-cylinders and V-6s. About the only aspect that carried over to the XJs were the solid front and rear axles.

But, as it turned out, those changes resulted in a far better Cherokee. It proved immediately popular, winning 4×4 of the year awards left and right and selling in massive numbers. Eventually, it became a darling of the off-road crowd due to the ruggedness of its design, the stout parts that AMC fitted to it (particularly the legendary 4.0L straight-six), and the ease with which one could modify it. While the XJ was never built as a convertible, AMC did offer it as a four-door for the suburban set, a two-door for the forest ranger fleets, in right-hand-drive versions for rural postal workers, and even as a compact pickup under the Comanche name.

Just as important to Jeep’s fortunes, the XJ also proved popular overseas, particularly in China where the Beijing Jeep Company – Jeep’s joint venture there – took the basic XJ and ran with it. And back here in the States, it proved the longest-lasting generation of the Cherokee, remaining on the market for a full 18 years with just a single facelift.

Total Production / Average Production by Year: 2,884,172 / 160,232

Market Values: On Hemmings.com, prices range from less than $5,000 up to $37,000, with an average of about $20,000. Classic.com reports a price range of about $3,000 up to about $40,000, with an average of about $12,500.

2002-2007 KJ Liberty

Perhaps it’s not fair to compare the KJ Liberty to its predecessors. After all, while Jeep clearly intended it to be the XJ’s successor, the XJ was a tough act to follow, and Jeep itself conceded as much by adopting the Liberty name for the KJ chassis.

However, Jeep did sell the KJ as the Cherokee in overseas markets, so it counts. And really, it’s not that dissimilar from the XJ. It remained a unit-body SUV with a longitudinal drivetrain, four-wheel drive, and a basic two-box shape. Early renderings even show it as a far more squared-off SUV with definite XJ character before it directly co-opted the 1997 Jeep Dakar’s greenhouse.

On the other hand, the evolution of the Cherokee is emblematic of the evolution of sport-utility vehicles in general – from big pickup-derived brute to more civilized soft-roader – and the KJ continued that evolution with an independent front suspension, a V-6 in place of the 4.0L, much softer lines, and a four-door-only bodystyle. As a result, it’s not nearly as popular with off-roaders or the aftermarket these days, despite the fact that the KJ’s average sales over its six years nearly matched those of the XJ.

Total Production / Average Production by Year: 958,540 / 159,757

Market Values: None are currently for sale on Hemmings.com. Classic.com reports a price range of about $3,500 to $14,000, with an average of about $7,500.

2008-2012 KK Liberty

Another Liberty sold overseas as the Cherokee, the KK was the post-bankruptcy compact SUV that borrowed the XK Commander’s squared-off styling and that shared a platform and body with the Dodge Nitro.

Like its direct predecessor, it rode a unit-body chassis with independent front suspension and a solid rear axle. Only the V-6 remained, in either diesel or gasoline form, though a six-speed manual did remain for customers to order, and Jeep did offer a full cloth roof called the Sky Slider, though so-equipped KKs were rare, even when new.

Unlike its direct predecessor, it sold like a dinghy in the desert. Only the SJ had lower average annual sales, though the SJ was offered well before the SUV boom.

Total Production / Average Production by Year: 302,145 / 60,429

Market Values: Two have sold recently or are currently for sale on Hemmings.com, at $11,250 and $10,998 respectively. But let’s be honest; you can find them all day locally for two grand.

2013-2023 KL Cherokee

As for the outgoing Cherokee, it brought back the indigenous nameplate to the United States, but it also switched to the Chrysler-Fiat Compact Wide platform, which could be found underneath the Dodge Dart and several other FCA vehicles. With a transverse-mounted drivetrain, it switched from the KK’s rear bias to front, with a rear axle that could be disconnected.

Like many other late-Teens Jeeps, it came in a plethora of trim levels, including the Trail Rated Trailhawk, which made many a Jeep enthusiast wonder just what it really takes for a Jeep to earn the Trail Rated badge. The most divisive aspect to the KL, however, were its slim squinty headlamps, which Jeep left in place until a 2019 restyling.

Curiously, though the highly acclaimed Pentastar engine debuted in 2009, the only Cherokee to receive one was the KL, which used a 3.2L version.

Total Production / Average Production by Year: 1,490,309 / 135,483

Market Values: On Hemmings.com, prices range from about $17,000 to $28,000, with an average of about $22,000.

So Which Cherokee Comes Out on Top?

As always, it comes down to a number of factors, doesn’t it? Generational preference, individual tastes, and various purposes all play into which Cherokee could be considered the best. The KJ and the KK do have their adherents, and perhaps over time, as the KL progresses beyond mere used car, some may rediscover it as their off-roader of choice. I mean, people are lifting Ford Festivas and unironically sending them off on trail rides these days, so literally anything is conceivable.

That said, anybody looking at Cherokees more for investment than for play would do well to source an SJ. Those looking for a reliable and capable off-roader can easily find an XJ anywhere in the country. Meanwhile, the KL is probably the best choice to save a buck at the pump.

Which do you prefer?

Car collectors understandably want a great space to store, display, and work on their precious autos. But what if you could combine that space with your home? We’re not talking about a run-of-the-mill house and attached garage. We mean a home with a unique blend of building features for people just like you.

Say hello to the barndominium, a smart alternative to a conventional stick-frame house, especially for collector-car enthusiasts who want to be as close as possible to the possessions they hold so dear. Learn more about a barndominium below, including the numerous benefits it has for car collectors.

Barndominium Basics: What Is It?

Here at Wick Buildings, we think of a barndominium as a single-family residential structure built with post-frame construction. That’s also the building technique used for what some call a “pole barn.” In fact, you can think of a barndominium as a pole barn home.

Post-frame construction uses highly engineered, prefabricated laminated wooden columns as well as prefabricated trusses and other building components, which arrive on site ready to assemble.

It’s actually this construction method that makes it more structurally feasible and cost-effective to have a living space and a large open area for your cars all within a single structure. (For more information on post-frame construction vs. stick-frame construction, check out this article.)

Let’s dive into how you can benefit from a barndominium.

5 Barndominium Benefits

With advantages like the following, a barndominium could be the answer for creating a dream home that also incorporates your serious hobby.

1. Enjoy the Convenience of Having Your Cars Close By

With a barndominium, you won’t have to store your vehicles separately from your home. That means there’s no need to walk down the lane to another building.

Instead, you can have a super-spacious living area connected to the ultimate garage, or garage-mahal. And don’t forget that consolidating buildings can lower your taxable square footage.

But that convenience is really just the beginning of the benefits.

Have Plenty of Room with No Tight Squeezes

A key advantage to a barndominium is that it has less need for interior load-bearing walls. The building’s barn-like expansiveness means ample space for multiple cars and whatever else you may want to include. With no obtrusive columns, you’ll have a much easier time pulling cars in and out. You may even want to include a driving lane.

3. Enjoy a Bigger Space that’s Also More Cost-Effective

Once you go beyond a conventionally sized garage, stick-frame construction starts to get more and more impractical, and expensive. On the other hand, your barndominium’s garage space is built with post-frame construction components, a more cost-effective method, particularly when you want a super-spacious garage with more height.

That means having a platform or lift for your cars is more feasible – and so is using the space for taller toys like a boat or RV.

Add Shop Features and Man Cave Must-Haves More Easily

A barndominium provides an open floor plan for your living space and for the special area devoted to your cars. In fact, a barndominium enables you to create a comfortable garage area where you’ll want to spend a lot of time.

For example, with all that space you can include shop features like work benches, wall racks, a vehicle lift, a wash bay, and whatever else you need to comfortably work on your cars. Also, by opting to keep this space heated, you can tend to your cars comfortably year round – no long johns or puffy coat required!

And what about when you’re not tinkering with your cars? You can still be around them when you’re just kicking back. For instance, by including space for a TV, a couple of couches, and maybe even a bar and kitchen, you’ve got a man cave everyone can enjoy.

5. The Inherent Benefits of Post-Frame Construction

●Construction can likely be done faster compared to a typical stick-frame-built house and garage.

●Barndominiums don’t require a basement, which is significant because concrete and excavating costs for a continuous foundation can often be up to 15% of overall project costs.

●Extra-large openings for windows and doors are easier – and less expensive – to construct.

●Additions like overhangs, decks, porches, and even a new wing for additional cars can also be built more easily and cost-effectively.

●Post-frame construction uses larger components in its structures, and the larger the component, the longer the lifespan.

Take the Next Step Toward Your Dream Home

If you’re thinking about building a new house for you and your family, keep your beloved autos in mind by considering a barndominium.

Just know that a barndominium project is by no means simple. The right design, high-quality materials, smart construction practices – these are essential for a functional, cost-efficient, and durable barndominium you can enjoy for years to come.

Could a barndominium be right for you? To find out, take the next step and check out our barndominium page!