During my long commute to The ClassicCars.com Journal office, I often fantasize about the vehicles I’d have in my money-is-no-object collection. Recently, the first car I daydreamed about having when I was a teenager flashed across my mind, then I began to wonder: does anyone still want his or her first dream car?
Hot Wheels 1999 Ford Mustang (Photo courtesy of eBay)
When I was a little kid, the Lamborghini Countach was still in production. I remember wanting the white Hot Wheels version of it that my older brother received for his birthday. I also enjoyed the red Mazda MX-5 Miata toy car my mom gave me. And I loved staring at the 1:18-scale Maisto Ferrari 550 Maranello model I received as a gift from my dad. But I never envisioned owning the 1:1 version of any of those cars. That changed when I found a purple Hot Wheels approximation of a “New Edge” Ford Mustang sometime in the late 1990s or early 2000s. Perhaps it was because I was old enough to drive that I imagined possessing and enjoying the real thing. Whichever the case, the fantasy didn’t last long. These days, a “Terminator” Cobra or an ’04 Mach 1 would be cool, but neither one is a dream car to me.
The 2008 Ford Mustang Bullitt I used to own
There are several factors that can knock your first-ever dream car off its pedestal. One of them is actually buying it. When we’re young, most of us don’t have the funds to go out and pay for a new Corvette or Ferrari, but that can change. After reaching a certain level of success with your business or career, you might have bought the car you always wanted ever since you were a kid. The 2008 Ford Mustang Bullitt wasn’t my first dream car, but I had wanted one for a while and finally turned it into my real car in 2022 (and learned a lot from doing that). Or maybe you took your dream car for a test drive and realized it wasn’t as wonderful as you thought it would be. “Never meet your heroes” applies to cars, too.
Another thing I recently learned is that there’s a difference between what’s attractive and what’s me. There are several cars out there with head-turning designs, but I know they don’t fit my style or personality the way an SJ Jeep Grand Wagoneer does. That chrome-wrapped McLaren you lusted after in college may still look cool to you, but there’s a good chance you’re not a flashy-exotic-car kind of person these days.
So, do you still want your original dream car? If so, I hope you buy it one day. If you already own it, I congratulate you. If your dream car is now something completely different, tell me in the Comments section below.
It’s one thing to build a car. It’s another thing to sell a car. A manufacturer can send a car to a dealership and leave it in the showroom, but that alone may not lead to a sale. What do manufacturers do to move product? That’s where marketing comes into play.
Marketing departments in Detroit have created many obscure editions of vehicles that generally won’t appear in your average brochure. Here is one courtesy of Ford friend Adrian Clements—he found it in the Flickr account of literature collector Alden Jewell.
This 1969 Oldsmobile Toronado is a promotional model called Toronado Jade. I’ve dug into newspaper sites and could not find anything on it other than what you can see here, a Toronado painted in Metallic Jade Green (a color not normally available for the Toronado at the time). The late, lamented website Automotive Mileposts said it was a spring promotion introduced in April 1969. “You’d expect to pay more for the special color alone,” says this neat item. “Instead, you get the most distinctive Toronado ever built at special savings.” Another special feature appears to be “GT striping” on the hood, something not normally available on regular Toronados. In fact, it resembles the standard striping for the 4-4-2.
Clearly, automakers did anything to move iron. Have you ever seen one of these?
Right now on AutoHunter, you can find this 1960 Cadillac Series 62 convertible, which is powered by a 390ci OHV V8 paired with a Hydra-Matic four-speed automatic transmission. Finished in Olympic White and equipped with a power-operated Ivory soft top over a Blue Metallic leather interior, this classic convertible is offered by the selling dealer in Minnesota with a tonneau cover, car cover, and clear title.
The long Olympic White body features chrome bumpers, bright trim, a driver-side mirror, rear wheel skirts, tail fins, a center-mounted fuel door, and dual exhaust outlets. The Ivory power soft top has a plastic rear window and features a newer pump. When lowered, it fits under a blue tonneau cover.
This big Caddy floats down the road on a set of 15-inch wheels with Cadillac covers and 235/75 Cientra Classic whitewall tires.
All that Olympic White surrounds a cabin furnished with Blue Metallic leather seating, matching door panels, and dark blue carpeting. Amenities include power windows, cruise control, power steering, clock, factory AM radio, and Kenwood AM/FM/cassette stereo with Infinity speakers.
Instrumentation consists of a 120-mph speedometer, plus temperature and fuel gauges. The odometer shows 66,397 miles, which the selling dealer states is an accurate figure.
Under the hood is a 390ci OHV V8, which is connected to a Carter four-barrel carburetor and Hydra-Matic four-speed automatic transmission. Power drum brakes with new shoes and hoses act as an anchor for this land yacht.
If you’re ready to sail away in this 1960 Cadillac Series 62 convertible, bid on it now. The auction ends on Wednesday, October 15, 2025, at 11:45 a.m. (PDT).
Scandinavian design is known the world over, and it’s not because of IKEA. Alhough the “less is more” ethos is something that could have only come from Sweden and the surrounding Nordic countries, the famous department store is merely a reflection of that culture. Our Pick of the Day is one of Sweden’s most famous cars, but it happens to come from another culture of design. This 1961 Volvo P1800 coupe is listed on ClassicCars.com by a dealership in the Netherlands.
Let’s start with the early 1950s: a wealthy Swiss enthusiast commissioned Virgilio Conrero to design an Alfa Romeo 1900 coupe for the 1953 Mille Miglia. The body of this car, christened “Supersonic,” was built by Ghia, but the car was destroyed in a racing accident. Nonetheless, the impact of the design was great, so Ghia built a handful of vehicles using the chassis of the Fiat 8V. Approximately 8-15 were built, plus three on the Jaguar XK120 and Aston Martin DB2/4 Mark II chassis.
Volvo began a sports car project in 1957 after the fiberglass P1900 failed to attract enthusiasts. Helmer Petterson, an engineering consultant responsible for the postwar PV444, led the project, to be overseen by the design house Frua. Ironically, the design came from the pen of Petterson’s son Pelle, who was a Frua acolyte. As such, an Italian design ended up influencing a Swedish design supervised by an Italian and drafted by a Swede.
Volvo needed a contractor to build the new sports car. British company Jensen Motors was contracted to built 10,000 cars, which commenced in September 1960. However, due to quality issues that did not meet Volvo’s standards, production moved to a Gothenberg-based Volvo plant in 1963 after 6,000 units had been built.
Powering the P1800 was the “B18” 1.8-liter inline-four with dual SU carburetors producing 100 horsepower. It was backed by a four-speed manual, a unit produced by Koping Engineering for Volvo.
When production moved to Sweden, those cars became known as 1800S. For 1969, the engine was upgraded to 2.0 liters, with fuel injection added in 1970 to create the 1800E. A shooting brake variant (1800ES) was developed for 1972-73 before the series was discontinued due to increased safety and emissions standards being implemented in the U.S., a major market for the Swede.
This restored 1961 Volvo P1800 coupe is production number 3,273 of the 6,000 built by Jensen. It features its original 1,778cc four-cylinder engine backed by a four-speed manual with overdrive. “The exterior of this Volvo P1800 is finished in its original colour Red,” says the seller. “The interior exudes pure classic atmosphere with the black leather interior, a beautiful Jensen rear seat, and the original dashboard with aluminum finish and classic meters.”
Best of all, the seller has convenient shipping to Linden, New Jersey for interested parties—all you have to do is add $1,800 to the $67,950 asking price. However, don’t bother stopping by the nearby IKEA in Elizabeth because we can guarantee the POÄNG armchair won’t fit.
While General Motors is famous for its decentralized organizational structure, the 1970s brought more integration and cost savings (including badge-engineering) to the fold. As such, GM’s brands began to lose some of the independent luster they once had by the end of the decade. Nonetheless, there was enough unique within GM—especially Buick, with its V6 and turbocharging—that I am curious if the differences among shared platforms were distinct or not. As Buick is the first of the crop of GM brands, we won’t know until we finish with Pontiac.
Here’s a look at the upmarket brand from Flint that expanded its breadth of models in the 1970s, from compact to full-size cars and even a Vega-based subcompact coupe. Please note the CG rating scale of 5 being Excellent and 1 being Poor.
Buick “Another interesting aspect of GM’s recent changes is that in later model vehicles there is little … significant difference between the standards, intermediates, compacts and subcompacts from one GM division to the next.”
Apollo/Skylark: “… shares Nova’s higher-than-expected incidence of repairs [but] unlike Nova, no recalls on record … A reasonably good used-car buy.” CG rating: 2-3
Century/Regal/Special: “Somewhat higher incidence of repairs than Cutlass … Sum up: not outstanding, but a safe choice in an older intermediate.” CG rating: 3-2
Century (1978-80): “Overall, a fine buy—nicely trimmed, quite refined, reasonably frugal. Stick with the normal 231 V6.” CG rating: 3-4
Electra (1971-76): “Roominess, silky ride, low noise levels, and driving ease are its strong points, Reliability also above average for all years, except 1974 when it slipped a bit.” CG rating: 2-3
Electra (1977-80): “Fine repair record for ’78 and ’79 with average to above-average ratings in all areas.” CG rating: 5
LeSabre/Centurion (1971-76): “Repair incidence average to above-average … look for ’76 models with standard V6 engine for economy reasons.” CG rating: 2-3
LeSabre (1977-80): “Repair incidence to date is admirably low in all categories.” CG rating: 5
Buick Riviera (1971-76): “Electrical and cooling problems mar an average repair record.” CG rating: 1-3
Riviera (1977-78): “Repair history gives it a nod over Ford Thunderbird and Chrysler Cordoba/Dodge Magnum …” CG rating: 4
Riviera (1979-80): “Initial repair data indicates average reliability rating for ’79 models … Not cheap, but a standout among newer personal-luxury models.” CG rating: N/A
Skyhawk: “In our estimation, one of GM’s losers, and far from a good value among small cars.” CG rating: 2-3
Skylark: “Dirt cheap, and good basic transportation providing car has been properly maintained.” CG rating: 3
Skylark (1980):“No repair data as yet, some early teething troubles.” CG rating: N/A
“It looked good on paper” is a phrase you hear when the reality of an idea doesn’t live up to its potential. This past August, Toyota announced that it would offer its Texas-themed 1794 Edition trim for the Sequoia, which was great news because it adds bright exterior accents, real wood trim, and several comfort and convenience features. It also was exciting to learn The ClassicCars.com Journal would have the opportunity to test an $85,630 2025 Sequoia 1794 Edition with the TRD Off-Road Package, a seemingly natural pairing of Lone Star State luxe with rugged hardware. So how was it? It looked good on paper; in the real world, the Sequoia 1794 hybrid did a lot of things right, but it was also disappointing in several other ways.
IDENTITY CRISIS
The 1794 Edition trim level first appeared on the second-generation Tundra full-size pickup and referred to the founding year of a particular ranch, the land for which went on to become the site of the Toyota Motor Manufacturing Texas plant. That history brings to mind pastures full of horses and longhorns, barbed wire between fence posts, blue jeans, and dirty boots—and the colors associated with them. But our Sequoia 1794 test vehicle arrived in a greenish-gray color Toyota calls Lunar Rock (perhaps the folks at Toyota are big fans of the 2011 movie “Cowboys & Aliens”). On paper, the TRD Off-Road Package was a very Texas thing to add. In addition to Multi-Terrain Select, Multi-Terrain Monitor, Crawl Control, and Downhill Assist Control, it includes skid plates, off-road suspension with Bilstein shocks, 20-inch wheels with all-terrain rubber, and locking rear differential—the kinds of things you’ll find on many trucks and SUVs traveling down Texas highways and trails. The reality is that the Lunar Rock paint, 1794 Edition trim, and TRD Off-Road Package have distinct visual identities, none of which go together. Forced to coexist, they’re an optically awkward bunch. The 1794 bright grille and trim fit a “Cowboy Cadillac,” but the black TRD wheels seem better suited to a performance off-roader. The proximity of the front air dam and running boards to the ground below make the Sequoia more vulnerable to challenging terrain, which is what the TRD Off-Road Package is meant to conquer.
INTERNAL STRUGGLE
Toyota made another attempt to mix the design equivalents of oil and water inside our press loaner. All 1794 Edition Sequoias come standard with Saddle Tan leather and genuine American walnut wood trim. That yee-hawesome combination of colors and textures only made the TRD Off-Road Package’s sporty red stripes on the steering wheel and shifter, aluminum pedals, and red engine start button that much more glaringly out of place. There was no harmony between those two wildly different visual personalities and there was nothing strangely likeable about the contrast between them.
THE GODFATHER TRILOGY
In terms of features, there was plenty to like about the Sequoia’s cabin. It was thoroughly modern, thanks to the 12.3-inch digital gauge cluster, 10-inch head-up display, digital rearview mirror camera, and 14-inch infotainment display. Next to and below the 14-speaker JBL audio system’s chunky volume knob were easily accessible controls for the heated and ventilated front seats (the massage function was in a menu on the touchscreen), tri-zone climate control system, and off-road features.
The spacious second row was just as pleasant with heated and ventilated captain’s chairs, its own automatic climate zone, manual side sunshades, and a variety of charging options, as well as power controls for raising and lowering the third row. Just like the final installment in the Godfather trilogy, that last third of the Sequoia left something to be desired. There was enough legroom for me to sit comfortably behind one of the second-row seats adjusted to my five-foot-ten height, but my knees were raised. The biggest drawback was that no matter how much I slid and tilted the third row, I couldn’t sit without the top of my head being too close to the headliner or the crown of my head brushing its rear hump.
Dimensions were also an issue in the rear cargo area. The Sequoia’s 1.87-kWh nickel-metal hydride battery pack is under the third row, raising the height of the split bench seat; when lowered, the seatbacks prevent the entire load floor from being completely flat. To make the best of that less-than-ideal situation, Toyota equips the Sequoia with a removable shelf that can be set at multiple levels, including one which helps the shelf extend the flat surface formed when the third row is folded down. The problem is that whatever you put on that platform is still elevated—and that much closer to the side windows and the heads of the people riding in the second row, which made for a worrisome drive home from Costco with two cartfuls of large, heavy items.
TEXAS-SIZED POWER . . .
The switch from the previous-generation Sequoia’s 5.7-liter V8 and six-speed automatic to the current model’s twin-turbo 3.4-liter V6, 36-kw electric motor, and 10-speed auto brought a substantial increase in output. Horsepower shot up by 56 to 437; torque rose by 182 lb-ft to 583. Boy, can you feel it! The Sequoia’s size and roughly three-ton curb weight were more than matched by its grunt. Every deep push of the gas pedal showed just how hard the Sequoia pulled.
. . . AND THIRST
According to Toyota, a four-wheel-drive 2022 Sequoia with the old V8 is capable of achieving 13 mpg in the city, 17 on the highway, and 14 combined. Our 2025 Sequoia hybrid was rated at 19, 22, and 20, respectively. We only managed to average 16.6 mpg across 456 miles of mixed driving, some of which included filming the video review below. Watch it to learn more about how the 2025 Toyota Sequoia 1794 Edition performed in the real world.
This video is sponsored by Legendary Car Protection. Car ownership today comes with high expectations and high risks. A well-designed Vehicle Service Contract not only protects your finances, but also ensures your vehicle receives the care it deserves – no matter how iconic, rare, or routine it may be. To explore tailored protection options for your specific vehicle, visit LegendaryCarProtection.com.
On the DB12 page of its website, Aston Martin says, “This is no mere GT. This is the world’s first Super Tourer.” That makes the recently announced 2026 Aston Martin DB12 S the second; its cosmetic, chassis, braking, engine, and transmission enhancements make it even more super.
The DB12 S follows in the tire tracks of the Vanquish S, Vantage S, and Rapide S, all of which out-performed their core models. To visually distinguish it from the regular DB12, Aston Martin added a new front splitter, functional hood vents, side sill extensions, a fixed rear spoiler, a different rear diffuser, and a wider rear bumper book-ended by two pairs of stacked exhaust outlets. The standard exhaust setup is stainless steel, but a titanium system is available as an option. According to Aston Martin, it not only boosts the bass, mid, and treble frequencies, and cranks up the volume by 1.5 decibels, but it also shaves off nearly 26 pounds.
Aston Martin offers the DB12 S with three interior packages: Accelerate leather and Alcantara trim, Inspire S semi-aniline leather and Alcantara, and Inspire S full semi-aniline leather. All DB12 S models come standard with 16-way Sport Plus power front seats and a knurled metal drive mode dial with a red anodized finished. Opting for one of the Inspire S configurations automatically locks in S Herringbone quilting with micro-perforations and an Alcantara headliner.
Output from the S model’s twin-turbo 4.0-liter V8 is up 19 horsepower to 690; torque remains 590 lb-ft. The top speed of 202 mph is also the same as before. However, shift times for the eight-speed automatic are down by 43 percent to just 120 milliseconds. Powertrain tweaks drop the gear change times by more than 50 percent in Launch Control mode, enabling the DB12 S to hit 60 mph in 3.4 seconds, one tenth sooner than the DB12. During less spirited driving, the S-specific drive-by-wire throttle mapping makes the gas pedal feel more progressive.
Aston Martin coupled those enhancements with extensive chassis and braking upgrades. Software changes to the Bilstein DTX dampers, a stiffer rear anti-roll bar, and revisions to the camber, toe, and castor settings simultaneously reduce pitch and roll, and improve agility. The retuned steering and rear e-diff are more responsive, and heighten the driver’s feeling of connection to the road. Standard carbon ceramic brakes have a higher performance threshold and thermal capacity yet save almost 60 pounds of unsprung weight compared to steel rotors. According to Aston Martin, “A predictive function within the CBC [corner braking control system] allows the car to maintain optimum stability while trail braking into a corner, using more of the rear braking performance to maintain a tighter line from corner entry to apex” while the Integrated Brake Slip Control system’s rear torque vectoring makes cornering more predictable and precise.
Like its less aggressive sibling, the 2026 Aston Martin DB12 S is available in Coupe and drop-top Volante body styles. Expect to see both of them on streets sometime in Q1 of next year.
If you’ve ever dreamed of putting two of Plymouth’s wildest factory muscle cars in your garage, the clock is almost out. The Super Mopar Dream Giveaway is ending soon—and this is your final shot to claim a pair of ultra-rare Mopar icons, each autographed by drag racing legend Don “Big Daddy” Garlits. Click hereto enter now!
The prize package kicks off with a one-year wonder: The 1970 Plymouth AAR ’Cuda. This wasn’t just another muscle car—it was born from the heat of competition. In 1970, Plymouth needed a street version of its Trans Am racer to qualify for the SCCA series. The result was the AAR (All-American Racers) ’Cuda, built for just one year.
Under the lightweight fiberglass hood sat a 340 Six Barrel V8, topped with triple Holley carburetors and tuned for high-revving action. Side-exit exhaust, strobe side stripes, and a functional hood scoop made it unmistakable. Only 2,724 were ever built, and of those, just 1,604 came with the TorqueFlite automatic transmission—like this Limelight Green beauty with just 38,000 original miles.
Five decades later, the AAR ’Cuda is celebrated as one of Plymouth’s boldest creations, a tribute to an era when the factory was willing to build race-ready cars for the street.
One lucky entry is all it takes to also win the half-year street terror: The 1969½ Plymouth Road Runner 440 Six Barrel. If the AAR ’Cuda was a precise race-bred weapon, the 1969½ Road Runner A12 was a hammer built to smash quarter-mile times. Released in the middle of the 1969 model year, the Code A12 Road Runner came with a “lift-off” fiberglass hood, black steel wheels, and the brutal 440 Six Barrel V8.
Rated at 390 horsepower but famously underrated, the Six Barrel’s triple Holley carburetors and Edelbrock intake made it one of Detroit’s fiercest street machines. Add in a 4-speed manual transmission, HEMI-spec suspension, Dana 60 rear with 4.10 gears, and you had a car capable of embarrassing the mighty HEMI itself.
Only 422 four-speed A12 Road Runners were ever built—making this Vitamin C–colored, rotisserie-restored example an instant collector’s centerpiece.
As if rarity and pedigree weren’t enough, both grand-prize Mopars carry the autograph of “Big Daddy” Don Garlits, the father of drag racing innovation. His signature turns these muscle machines into rolling tributes to the golden age of American performance.
Time is running out. These two Mopar legends are waiting in the Dream Giveaway Garage, detailed and ready for one lucky winner. The winner will also score $51K paid out to cover the federal prize taxes.
Don’t let this chance slip away. ENTER TODAY before the Super Mopar Dream Giveaway slams the doors shut—and make history every time you turn the key. Entries will only be accepted until November 2 at midnight PDT.
Of all the American car designs of the 1960s, the 1965-66 Mustang fastback has to be near the very top of the list. It has a lot of interesting European-type cues, and backs that up with performance to match. Today’s AutoHunter Spotlight is one of these cars, a 1966 Ford Mustang fastback offered by a dealer in Mankato, Minnesota. The auction ends Monday, October 13, 2025, at 11:30 a.m. (PDT).
While many people categorize the first-generation Mustang as a muscle car, I would tend to disagree. I actually consider it more of an American grand touring car in the best European sense of the word. If you think that sounds crazy, then consider that the definition of a GT car is a car with elegant sporty styling, comfortable for two people to take on a cross-country drive, and one that offers strong performance. The first-gen Mustang checks all those boxes and does so with the addition of having amazingly strong parts support and being much simpler to service than any GT car from Europe.
The seller describes this 1966 Mustang Fastback as being powered by a 289ci V8 mated to a three-speed Cruise-O-Matic automatic transmission. Finished in Silver Blue over a Parchment “Pony” vinyl interior, this classic fastback is offered by the selling dealer with a clear title.
What I like about this car is that while it is not in show condition, it has not been changed from the day it was built. Decoding the data plate reveals this car was built as BODY-63B (fastback with luxury interior), COLOR-Y (Silver Blue paint), TRIM-F2 (Parchment with blue trim luxury upholstery), AXLE- 6 (2.80 gears with standard differential), and TRANS-6 (three-speed C4 automatic).
The body of this Mustang is in good shape, but the seller is very transparent, pointing out flaws that include touch-up paint on hood and rust bubbles visible on doors (both evident in the photos), as well as paint overspray seen on the bottom of the door panel fabric. No, it is not perfect, but it would make a very nice driver. I will add that—judging by the photos of the car—the body does look pretty darn good. This is a car I would drive as-is for a few years and improve over time.
The interior looks to be in good shape with the Parchment Pony seats in nice condition, and the combination of the contrasting blue carpet looks great. A nice addition is the Bluetooth-compatible retro-styled radio, an option that makes this car very usable as a driver.
Under the hood is a tidy engine compartment housing a Ford 289ci V8 with a four-barrel carb. The only real modification I could see in the photos were the aluminum valve covers. Everything else looks stock and in very tidy condition.
I really like these first-generation Mustang fastbacks a lot. In many ways they are a bit of a blank slate. You could buy this car and just drive and enjoy it, you could restore it, or you could upgrade the suspension and engine further and really make it your own. If I were buying it, I would likely do a repaint in the same Silver Blue color (probably my favorite factory color), make some light engine and suspension mods, and leave the rest of it alone.
If you also think this car looks like something that would look good in your garage, then you might want to place a bid soon, as the auction for this 1966 Ford Mustang fastback ends on Monday, October 13, 2025, at 11:30 a.m. (PDT).
When it was new, 1957 Cadillac models were targeted at the distinguished and the wealthy of society. The Pick of the Day is a 1957 Cadillac Coupe de Ville listed for sale on ClassicCars.com by a private seller in Laguna Niguel, California.
As it turns out, even nearly 70 years later, the Coupe de Ville still appeals to celebrities and collectors. For example, “Jay Leno’s Garage” uploaded a video about a year ago showcasing Jay’s personal Coupe de Ville. If you’ve ever wanted to join the elite community of owners, here’s your chance.
“Excellent original condition, with odometer showing 58,800 miles,” the listing says. “Runs and drives great.”
The Coupe de Ville was a pillarless hardtop with peak 1950s design: lots of chrome, dramatic tailfins, and “jet age”-inspired trim. All of that fanfare served to give the car an unmistakable presence on the road. One of the magazine advertisements of the period said, “A man needs no introduction to those about him when he sits at the wheel of a Cadillac. Because of its long association with the world’s distinguished motorists, it indicates his own high standing in his world of affairs.”
Finished in Leghorn Cream (paint code 40), this example is one of 23,813 Coupe de Villes sold for 1957. The car is said to be highly original—the only thing that has been changed on the interior is the front-seat upholstery. “This beautiful car draws a crowd of admirers,” the listing says. For its time, the car had a long list of luxury features like power steering, power brakes, power windows, air conditioning, and a signal-seeking radio.
Power comes from a 365ci V8 mated to a three-speed automatic transmission. According to the seller, recent maintenance items include a rebuilt carburetor, new fuel pump, new battery, new muffler, new shocks, and new whitewall tires. The original air-conditioning system is reportedly complete, but it needs to have the compressor rebuilt.
The retail price of a 1957 Coupe de Ville when new was in the low-to-mid $5,000s—the equivalent of nearly three times the price of a Chevrolet 150 at the time. It’s no wonder the Coupe de Ville has upheld such enduring appeal over the last seven decades (and probably will for at least seven more). The listing calls the Coupe de Ville “A vision of timeless elegance.” Clearly the collector community agrees.
