Whenever a car company adds a letter to a model name, you know what to expect. Cadillac‘s V, Audi’s S, and BMW‘s M vehicles offer higher levels of power and performance. Aston Martin also uses the letter “S” for its more aggressive models; the newest one is the DBX S.
To set it apart from other DBXs, Aston Martin gave the S model metal and enamel badges, black grille vanes and a new front splitter, side sills, and rear diffuser. Perhaps most recognizable difference is the modified exhaust system’s two pairs of stacked outlets.
Changes to the Alcantara and semi-aniline leather interior include a herringbone design and “S” embroidery on the seats along with more “S” branding on the door sill plates. Two audio systems are available, including the top-of-the-line 1,600-watt Bowers & Wilkins surround sound setup with 23 speakers.
A variety of exterior options are available to cut weight in strategic areas. According to Aston Martin, the 23-inch magnesium wheels drop 19 kilograms (41.9 pounds) of unsprung weight, which heightens the effect of the DBX S’s four-percent-faster steering ratio. Opting for the carbon fiber roof eliminates the roof rails, but further reduces weight by 18 kilos (39.7 pounds) and lowers the center of gravity – both good things for taking on a Ferrari Purosangue or Lamborghini Urus. Even the grille can be swapped out for a lighter polycarbonate honeycomb unit to make the front end ever so slightly lighter.
Aston Martin combines those reductions with an increase in output. “By using turbo technology transferred directly from the upcoming Valhalla supercar including its larger compressor wheel diameters and other internal improvements,” it was able to boost the twin-turbo 4.0-liter V8’s output to 727PS (717 horsepower) and broaden its rev range. Changes to the nine-speed automatic resulted in new shift points and more forceful downshifts in the Sport and Sport + drive modes. Combined with variable all-wheel drive, the bump in power enables the DBX S to hit 62 mph in 3.3 seconds and rip to 124 mph 0.3 seconds sooner than the DBX707, which used to be the flagship model of Aston Martin’s SUV range.
If that one “S” at the end of this ultimate DBX’s name is a big deal to you, call your local Aston Martin dealer to put in your order for one now. Expect them to call you in Q4 of this year to let you know your DBX S is ready to pick up.
For over 35 years, the Mazda Miata has made a name for itself as an exhilarating two-seat roadster with youthful driving dynamics. Just a few years after the Miata launched, the Sahuaro Miata Club in Arizona was formed in 1992. Today, the club has over 250 members and hosts regular events throughout the year. The next event will be a Route 66 road trip to Laughlin, Nevada.
Why do enthusiasts love the Miata so much? The car’s overarching appeal comes from its “affordable fun.” It was engineered with lightweight design, near-perfect weight distribution and nimble handling – all with the benefit of a relatively low entry-level price tag and mechanical reliability.
Featured on AutoHunter is this 2007 Mazda MX-5 Miata Grand Touring. The car is being sold by a private seller in Durham, North Carolina, and the auction will end Tuesday, May 6, 2025, at 11:00 a.m. PDT.
Finished in Galaxy Gray, it is an accident-free, damage-free example with a clean CARFAX report and only 34,919 miles on the odometer. The car was California and Arizona-owned until 2023 – after which it was relocated to North Carolina. It comes from the “NC” generation (2006 through 2015) and happens to be optioned in the highest trim level for its year, the Grand Touring. When new, the GT Miata stickered at about $25,060.
While maintaining an emphasis on the car’s sporty dynamics, Mazda included a number of amenities on GT models, such as a Bose premium audio system, heated leather seats, automatic climate control and silver interior trim. In this case, the factory head unit has been replaced with a modern Pioneer touchscreen interface equipped with USB, SiriusXM, CarPlay and Bluetooth connectivity.
Power comes from a 2.0-liter inline-four that Mazda rated at 166 horsepower and 140 lb-ft of torque. A six-speed manual transmission transfers power to the rear wheels via a limited-slip differential (a six-speed automatic was optional, but a car like the Miata is best enjoyed with a stick!). For buyer peace of mind, the CARFAX for this MX-5 shows that service was performed within the last month, including an oil change and a fluid check. In addition, a four-wheel alignment, thermostat replacement and transmission fluid change were performed within the past year.
Mazda said, “Some people seek therapy for their obsessions. We built a sports car.” One advertisement said, “Every aspect of the car was analyzed, designed and then redesigned to maximize performance. Even the interior was painstakingly examined inch by inch until a feeling of oneness between car and driver was achieved. Obsessive? Maybe. But then, the real obsession starts when you drive it.”
Perhaps you’ll be just as obsessed with the Miata as the members of the Sahuaro Miata Club are. And maybe you’ll even join them on the upcoming road rally to Laughlin. Here’s your chance!
Paddle shifters have been in Ferraris for so long that it’s hard to think of when exactly they first became available in the Italian sports cars. Now, they’re the only kind of transmission in a new Ferrari, although there’s news Ferrari may offer a three-pedal setup in the future. So when did Ferrari start down the road to footless gearchanges and faster shift times? With the 355 F1 lineup of Berlinetta, GTS, and Spider models back in 1997. Our Pick of the Day is a 1999 Ferrari 355 F1 Spider posted on ClassicCars.com by a dealer in California.
The 1995-1999 355 was an evolution of the preceding 348 and was offered in Berlinetta, GTS, and Spider body styles. Although both models had a wedge shape and a mid-engine layout, the 355 did away with its predecessor’s dated side strakes and received a slightly larger engine. Equipped with five-valve heads and lightweight titanium connecting rods, the 3.5-liter V8 produced 380 horsepower and 268 lb-ft of torque, according to Ferrari. At first, a six-speed manual was the only available gearbox. Ferrari was no stranger to two-pedal cars; it had offered automatics before in the 400 series and 456 GTA, but the F1 single-clutch automated manual was bound to happen at some point. After all, Ferrari was a Formula 1 powerhouse and its road cars were known for their speed. The body mechanics of shifting a car manually can add time to acceleration runs and lap times; keeping your right foot down while pulling back on a paddle cuts some steps out of the shifting process. About halfway through the wedge-shaped 355’s production run, Ferrari equipped it with its new F1-style six-speed gearbox.
Now for a little history on this Rosso Corsa ’99 355 F1 Spider. According to the selling dealer, it’s been a California car with only two owners since new. Neither one of them seems to have driven it much because this car has only 13,665 miles on it, which the black soft top and the overall shape of the tan interior seem to reflect.
Aside from the transmission itself, conveniences include power controls for the windows, seats, mirrors, and top. The ultimate convenience is knowing this Ferrari recently received a major service that included new timing belts, which should be shown in the service records that come with this angular ’90s classic.
If you want an example of the car that showed what the future of Ferrari was going to be, this 1999 355 F1 Spider can be yours for $109,800.
Every Ferrari is special in its own way but, every now and then, the company sets certain models apart using just one word. Over the past few decades, those words have included Scuderia and Pista. Speciale is also on that list and was last applied to the ultimate version of the 458. Now Ferrari is bringing it back to identify a more powerful, athletic, and aggressive variant of the hybrid 296 GTB known as the 296 Speciale.
The visual differences between the 296 Speciale and the car it’s based on are easy to see, especially in the new Speciale-specific color of Verde Nürburgring and the available white livery. The entire front end was restyled to improve the Speciale’s aerodynamics. A 296 Challenge-style front aero damper, which sends some of the airflow from the underbody to the upper body, helps keep downforce on the nose more consistent.
The FXX K and 296 Challenge influenced the rear end, which features vertical fins and small wings designed to reduce drag while simultaneously increasing downforce. In addition to a new diffuser, the active rear spoiler’s new Medium Downforce setting, which maximizes high-speed stability, joins the Low Drag and High Downforce configurations; new programming shortens the transition time between those last two modes. According to Ferrari’s calculations, the 296 Speciale produces 435 kg (959 pounds) of downforce at 250 km/h (155 mph) – a 20-percent improvement over the 296 GTB. Additional external changes result in better cooling of the enhanced hybrid powertrain as well as the brakes.
What’s not so obvious are the materials Ferrari used to lighten the Speciale. Of course, carbon fiber is one of them, making up some of the body panels and, if a Speciale buyer chooses, the bumpers and engine compartment cover. In addition to Alcantara and aluminum, there’s more carbon fiber inside the cockpit, which has door panels made out of single blocks of the lightweight composite.
Ferrari’s diet for the Speciale also covered its twin-turbo 3.0-liter V6 engine, which is equipped with the F80’s lighter titanium connecting rods, a nitrided steel crankshaft, and racing-derived titanium screws and stud bolts. Even the turbos show a lower number on the scale. Ferrari went so far as trimming excess metal from the engine block and crankcase. Combined, those cutbacks make the Speciale’s engine nine percent lighter than the one in the 296 GTB. Overall, the Speciale is down 60 kg (132 pounds) compared to the base 296.
It should come as no surprise that the Speciale is more powerful than its regular counterpart, too. The V6’s upgraded hardware and the seven-percent-higher combustion chamber pressure unlocked by a new boost management strategy add up to 700 cv (690 horsepower) at 8,000 rpm and 755 Nm (557 lb-ft) of torque at 6,000 rpm. New acoustic ducts and individually tuned tubes that carry engine sound into the cabin should “express the rich harmony of the engine to the full.”
Thanks to optimized operating and cooling strategies, the Speciale’s electric motor is 13 cv (12.8 horsepower) more potent than the one in the 296 GTB and provides up to 25 kilometers (15.5 miles) of all-electric driving range. The eManettino dial’s “Qualify” setting engages a new overboost mode that produces up to 180 cv (177 horsepower) and 315 Nm (232 lb-ft) of torque between 6,000 and 8,500 rpm. Altogether, the more potent engine and electric motor bring the Speciale’s total output up to 880 cv (867 horsepower), “50 more [cv] than the 296 GTB and a record for a rear-wheel-drive production Ferrari,” according to the automaker.
Special roll-reducing spring and damper settings and new 20-inch forged wheels with specially designed Michelin Pilot Sport Cup 2 tires transmit the hybrid’s higher power to the road or track. New upshift settings for the eight-speed dual-clutch gearbox’s first seven gears lower shift times.
So just how fast is the 296 Speciale with these comprehensive improvements? Ferrari’s stopwatch shows that it can reach 100 kph (62 mph) in 2.8 seconds and takes only 7.0 seconds to hit double that speed. It only needs 1:19 to complete a lap of Ferrari’s Fiorano test track. All three of those figures better the ones achieved by the 296 GTB. Flat out, the Speciale can go past 330 kph (205 mph).
Our Pick of the Day onClassicCars.com is an early example of the E23 BMW 7 series, a 1979 BMW 733i located at a dealer in Sioux Falls, South Dakota. I can still remember the first time I saw a BMW 733i. I was in the 8th grade and saw one parked in front of the BMW dealer in Tucson, Arizona. The only car I could compare it to at the time was the new 6 Series. To me, it was the most sporty-looking high-end luxury sedan ever. Compared to the Mercedes S Class of the time, it looked like something new and futuristic – more like a luxury sports sedan than any German luxury car I had ever seen. The shark-nose front end is a great style feature and looks as good or better today than it did when new. The BMW E23 7 Series is quite possibly my single favorite Paul Bracq design, combining elegance and sporting in what was a brand-new way at the time.
Over the years I have had the opportunity to drive a few of these first-generation E23 7 Series cars, and even bought one about 10 years ago to use during Monterey Car Week. What surprised me the most is that these first 7 Series BMWs still hold up as a luxury car today. Sure, there’s no Bluetooth or navigation, but the materials used and the build quality of these first 7 Series cars were probably the very best that BMW had built at the time. The one I bought was a 1984 model, and after 30 years and over 150,000 miles later, it still felt like an amazingly well-constructed car.
The other thing about these first 7 Series cars is that they are truly sports sedans in luxury-car clothes; they are fun to drive and handle better than any other sedan of the era. Period magazine tests showed very believable skid-pad numbers of .85g – and yet somehow the car also rides very nicely.
This car is painted in what I am assuming is its original Alpine White over its original red full leather interior. I say “original” as this car has only covered a total of 49,000 miles from new and looks to be a completely original example based on the photos provided.
The seller states, “This 733i exudes sophistication and style. Equipped with an automatic transmission, this first-generation BMW 7 Series delivers a smooth and refined driving experience, true to the BMW legacy of precision engineering and comfort. Perfect for collectors or enthusiasts looking to own a piece of BMW history.”
I would agree with that statement, but I wanted to know more about this specific car’s history. Finding a first-generation 7 Series with low miles and this clean is very unusual, and I was sure there was a story to go along with it. To find out more, I called the selling dealer and asked them about this 733i. I found out that the owner of the dealership actually acquired the car from the family that purchased the car new. It includes service history, all manuals, tools and everything else it came with when it rolled off the showroom floor.
The exterior looks outstanding, with no visible issues anywhere. The paint appears to be in excellent condition, and the brightwork and rubber trim all appear to be in time-capsule-like form.
The same goes for the interior. The red leather is in excellent shape, the headliner looks great and is not sagging anywhere, and the wood trim also appears as good as it did when new. Amazingly, even the dash is uncracked, and the car still features its original Blaupunkt AM/FM cassette stereo.
The same goes for the engine compartment, which in photos looks very clean and all-original under the hood. The engine still has traces of the original cosmoline, something BMW collectors love to see.
It is interesting that many older European car collectors do not seem to gravitate toward the luxury cars of the 1970s and ’80s and instead focus more on the sports and GT options. That is changing, though, as it seems many younger collectors – yes, that’s you, Wes and Forrest – have embraced classic 1980s and 1990s European luxury cars. I totally get it. These cars always represented the best a manufacturer could build in the era, and the original E23 BMW 7 Series cars definitely used this model to showcase the height of the automaker’s capabilities. It was the model BMW went all out to build, looking to produce the best European luxury car in the world. The legendary automotive journalist David E. David when writing his first review of the BMW 733i: “Damn, what a car … this is Bimmer Infinity.” I agree with him wholeheartedly.
This all-original, low-mile 1979 BMW 733i is being offered for $19,411. I have to say it is one of the finest examples I have seen in years and represents what I would call a good buy, especially for BMW Infinity.
The coolest cars have hidden headlights. That was my credo when I was a kid, so when Mrs. Vinokur stopped by in her Country Squire to pick up her kids, she would turn on the headlights for my benefit so I could see the doors flip up to expose a pair of duals. I was on cloud nine.
Though a feature not as common as on coupes and sedans, there were other family haulers that had this feature in the 1960-70s—here’s a list.
American Motors Seriously, AMC never offered any cars (wagons or otherwise) that featured concealed headlamps? Let’s have a moment of silence and shed a tear, then let’s be thankful for the AMX/III.
Buick Another company that never built a wagon with hidden headlights, though it came close with the Skyhawk later in the 1980s—some body styles and/or trim levels offered concealed headlights, but it was never applied to the wagon.
Cadillac The Standard of the World never officially offered a station wagon, so not much to say here.
1968 Chevrolet Caprice wagon
Chevrolet There were only two instances of Chevrolet wagons having hidden headlights, and they were available as an option on the 1968 Caprice Estate Wagon and its successor, the 1969 Kingswood Estate.
Brochure showing the concealed headlights option for 1969 Kingswood Estate wagon.
Chrysler Though several models used concealed headlights starting in 1968 with the 300, no wagons ever had their halogens hidden.
DeSoto DeSoto was an early adopter with its “Airfoil” lights for 1942 (never to offer them again), though a station wagon was not in the company’s portfolio at the time.
1972 Dodge Monaco1976 Dodge Royal Monaco Brougham
Dodge The first full-size Dodge to feature hidden headlights was the 1972 Monaco and, yes, it was available as a wagon. This continued into 1973, and then the restyled (and renamed) Royal Monaco showed up for 1975. The treatment was given to the regular Monaco for 1976, then reverted to the Royal Monaco for 1977 because—guess what?—Dodge pulled a fast one and renamed the mid-size Coronet “Monaco.” Confused? Maybe we’ll write another story to sort that one out!
1968 Ford Country Squire1976 Ford Country Squire
Ford Ford first introduced hidden headlights on the 1967 Thunderbird, but the feature didn’t appear on wagons until the 1968 Country Squire. Ford continued this through 1970, then returned for 1975 with the LTD Country Squire, which was produced in this form through 1978.
1970 Torino Squire
But we cannot forget the Torino. The 1970 Torino Squire came with concealed headlights standard, and it was available as an option for the Torino wagon (though not available on the Fairlane 500 and 1970½ Falcon wagons). For 1971, the hidden lids were now optional for both the Squire and the Torino 500 wagon.
1970 Mercury Marquis Colony Park and Marquis Wagon
Mercury Hidden headlights for the brand started with the 1967 Cougar but, when it came to wagons, the feature wasn’t introduced until the 1969 Marquis Colony Park wagon. For 1970, it was joined by a regular Marquis wagon. While the Country Squire ditched hidden headlights for 1971, both Marquis wagons continued to utilize hidden headlights. It would remain this way through 1978.
1970 Mercury Montego MX Villager
The first and only Montego wagon to feature a full-width grille shrouding headlights was the 1970 Montego MX Villager.
Oldsmobile The company from Lansing never offered a wagon with hidden headlights, but wouldn’t a Toronado wagon be neat?
1972 Plymouth Sport Suburban
Plymouth The 1970 Sport Fury was the first Plymouth to feature concealed headlights, as did its wagon companion, which was called the Sport Suburban (seen in the lead image of this article). This continued through 1972.
Imagine this 1967 Grande Parisienne front end….…on this 1967 Grande Parisienne Safari!
Pontiac If you thought Pontiac never offered a wagon with hidden headlights, you’d be partially correct—you’d have to wait for the middle of the 1968 model year when Pontiac introduced hidden headlights for the Bonneville. Was there a surplus of Grand Prix grilles and Pontiac felt introducing the feature for the Bonneville would help? [Shruggy] Since there was a Bonneville wagon, it certainly was within the realm of possibilities to have a 1968 Pontiac wagon with hidden headlights.
1968 Pontiac Grande Parisienne Safari
However, a year earlier, Canadians were able to buy a Grande Parisienne Safari with the front clip from the Grand Prix. This was repeated again for 1968.
Normally, we bring you reviews of new cars that manufacturers send us to drive for a week. This is also a new vehicle review, but it’s a little different. Four of my Collector Car Network colleagues and I recently traveled to South Florida for the Barrett-Jackson 2025 Palm Beach Auction, which meant we needed a rental car that could carry all of us and our luggage and camera gear. We ended up driving away from the Alamo lot in a Black 2025 Chevrolet Tahoe LT with a Jet Black leather interior. Since we all spent several days and nights in it traveling to the South Florida Fairgrounds, our hotel, and various dinner spots, I thought I would incorporate everyone’s perspective into this review.
Chevrolet rolled out the fifth-generation Tahoe as a 2021 model, which incorporated some major updates, such as a futuristic exterior design, an all-new chassis with an independent rear suspension, an optional Duramax 3.0-liter turbodiesel inline-six, and the upscale High Country trim level. Consider the 2025 model a mid-cycle refresh. Exterior tweaks include new front and rear lighting, a redesigned front fascia, two additional paint colors, and available 24-inch wheels.
Inside, Chevrolet lowered the instrument panel, redesigned the steering wheel, and dropped the outgoing model’s push-button transmission shifter in favor of a column-mounted stalk. All trim levels come standard with an 11-inch driver information display and a 17.7-inch infotainment screen.
According to Chevy, “The multilink independent rear suspension design introduced on the current Tahoe and Suburban has been updated to provide more refined ride-and-handling dynamics. Additional steering calibration improvements offer a confident drive experience across conditions.”
The more refined 3.0-liter Duramax turbodiesel I6 received new pistons, a retuned turbo compressor, and higher-flow fuel injectors, as well as cooling improvements. Thanks to the new hardware, output is up to 305 horsepower and 495 lb-ft of torque, which is channeled through a 10-speed automatic.
Our rental LT had the base EcoTec3 5.3-liter V8, which generates 355 horsepower at 5,600 rpm and 383 lb-ft of torque at 4,100 rpm, paired with a 10-speed automatic. Every time the Tahoe started up, its nasty snarl made me glad that V8s are still alive in this age of hybrids and EVs. From my shotgun seat, the Tahoe certainly seemed to have enough grunt to get me and the rest of the Palm Beach crew up to speed quickly enough. There was also plenty of space behind me, so I never had to move my seat up to give the person behind me enough legroom. When we had to load all of our backpacks, suitcases, and equipment into the rear, it was a different story: The space behind the third row wasn’t quite enough, so we had to lower part of it and use the cubic feet it freed up to fit the rest of our stuff.
I served as the navigator for most of our five days and nights in Palm Beach, which was much easier to do with the wireless Apple CarPlay. The massive center screen made it almost impossible to miss the next turn in the navigation system’s directions. The touchscreen also allowed me to set the temperature for my climate zone, but if I didn’t feel like tapping my way to comfort, I could use the dial on the center stack. Touch controls are modern and slick, but there’s a reason why dials, switches, and buttons have been around so long: they work.
So what did my colleagues think of the revamped Tahoe? I’ll let them tell you.
The engine has a satisfying growl—especially at cold-start or under throttle. It sounds powerful but not too loud.The throttle responds quickly for a full-size SUV. Power delivery is smooth and confident, with strong acceleration that doesn’t feel strained.Despite its size, the Tahoe doesn’t drive like a boat. Steering is responsive, and body roll is well controlled.
The second row feels like first class: Generous legroom and headroom, reclining seats, and individual climate controls make it a very comfortable place to ride.Taller passengers will find the second row roomy and supportive, with great visibility and plenty of space to relax.Even with the third row up, the Tahoe has impressive cargo space—plenty of room for gear, suitcases, or work equipment.
Jordan Muscarella, Business Manager
The middle and third-row seating was extremely comfortable, with great airflow from the rear vents and plenty of legroom. Being able to recline the middle row is great for adding a little more comfort on long drives. I also appreciate how easy it was to get in and out of the third row.
The car sounded great with plenty of power but still had a smooth and luxurious feel. Its the exact SUV I would want to be chauffeured in.
Jared Costello, Senior Business Analyst
I did not expect that kind of power from the back seat! One second I was just riding along, and the next—boom—the engine let out a deep groan and pushed me into the seats like the new TRON ride at Disney World. This thing moves. And it’s not just quick—it feels premium, too. From the back, it gave off this armored-luxury vibe, like I was some kind of executive being chauffeured in a bulletproof tank. There was tons of legroom back there, and the USB-C ports kept my devices charged before and after long workdays. It’s rare that the second row leaves such a strong impression, but this ride nailed it.
The real star of the show? The suspension. It was buttery smooth. Every pothole, crack, or bump just disappeared under us. It was so well dialed in that I couldn’t help but think, Man, I wish my Lexus rode like this.
Luke Lamendola, Social Media Content Creator
Right off the bat, I noticed how comfortable the third row is. I’m on the shorter side (about 5’6″), so legroom usually isn’t a huge issue for me, but even so, I didn’t feel cramped or stuck in a “kids only” section. The extra space made longer rides much more tolerable than I expected. I was also able to recline the seat slightly, which made a big difference in comfort. I wouldn’t want to spend hours back there every day, but for short trips and even decent-length drives, it’s genuinely comfortable.
The ride itself is smooth. Even from the rear, I could tell the suspension was soaking up bumps pretty well, and I didn’t feel tossed around like I usually do in the back of three-row vehicles. The cabin stays surprisingly quiet too, even at highway speeds.
I also got a short turn driving the Tahoe, and even though it was just for a few miles, I came away impressed. Despite its size, it doesn’t feel bulky or hard to handle. Acceleration felt strong. That big V8 just screams and it becomes addicting.
I can still remember the moment when I completely understood the allure of muscle cars. I was a sophomore in high school and my daily driver was a 1968 Porsche 912 Targa I had purchased from a neighbor for $2,000. I was a big European car fan and even had a job after school at an independent Porsche shop. I thought muscle cars were uncivilized and basically the kind of car bought by people who preferred torque over quality.
Then one day during lunch, my friend Frank from photography class drove us to lunch in his uncle’s 1970 SS 396 Chevelle. We got in the car, he started it and let it warm up a bit and then looked at me and told me to hang on. We burned rubber in first and second gear, and the incredible power and torque from that big-block Chevelle slammed me back in my seat. I had never been in a car that felt that powerful. Combined with the awesome sound of the cowl induction sucking in air to feed the four-barrel carb, this was a serious car. From that moment on I understood just how awesome muscle cars were.
The seller describes this SS Chevelle as being powered by a 396ci V8 backed by a three-speed Turbo Hydra-matic 400 automatic transmission. The car is painted in Light Blue Metallic paint over a black vinyl interior, and this true SS 396 is offered by the selling dealer with a clear title.
The word “true” used above is important to note, as there are a ton of “made-up” SS Chevelles out there on the market. According to the seller, this car is the real deal, and that statement is backed up by the second and third digits of the VIN (38), meaning this is indeed a real-deal SS 396.
The exterior of this Chevelle features paint that looks to be in excellent condition with a black side stripe. The car has its correct twin-domed hood, twin chrome side view mirrors and chrome bumpers, all of which look to be in excellent condition. The car is riding on staggered-width black U.S. Mags wheels – 18 inches front and 20 inches rears – clad in 225/45 front and 275/35 rear tires.
The interior of the car looks to be correct and appears to have typical modifications, such as a modern aftermarket stereo. The seats look to be in the correct vinyl, and the dash, carpets, headliner and door cards all look correct and in excellent condition. The only add-on, which I would call a period add-on, are the auxiliary gauges for water temp and oil pressure.
Under the hood is the magic Chevy 396 big-block with a four-barrel carb on a Edelbrock aluminum intake manifold. I like the very clean overall condition of the engine compartment. It looks like the brake booster is brand-new, and all hoses and such also look very new. This car also has a 12-bolt rear – and I actually like that it has an automatic, as it has plenty of torque to go fast. I also love the look of the shifter in this era of Chevy muscle cars.
To me, the SS 396 Chevelle is the premier GM muscle car, and one this nice I would happily park in my own garage. It looks good enough to show and would be a blast to drive. I am not a huge fan of the wheels, but I am sure they provide a lot of traction for the 396. I would ask the seller if the engine is numbers-matching to this car. If it isn’t, I wouldn’t make that a sticking point but just factor that into what my high bid would be.
With that being said, if you like this car half as much as I do, then you might want to get ready to bid soon, as the auction for this 1968 Chevy Chevelle SS 396 ends on Tuesday, May 6, 2025, at 11:30 a.m. (PDT).
What looks like a Chevelle, features Pontiac styling, was sold by Pontiac dealerships, but wasn’t a Pontiac? Our Pick of the Day, of course! And this hybrid of sorts could have only come from Canada, the land of Tim Hortons and Chiliwack! Currently listed for sale on ClassicCars.com, this 1968 Beaumont SD 396 hardtop can be bought from a dealership in Clarkston, Michigan.
The story has been told many times, but it bears repeating: Canada is its own country with its own autonomy, though it’s a member of the Commonwealth of Nations. While the 1960s were rocking and rolling in America, Canada was still a bit of a developing nation. The difference with total population and median income at the time was much larger than it is now, which was reflected by its automobile industry and the cars that were available.
Additionally, Canada had somewhat strict tariffs to protect its automobile industry. Several American manufacturers had assembly plants in the Great White North, so they were able to bypass any tariffs. But the market was limited due to the country’s population size, and since the population’s buying power skewed towards the cheaper side of the market, manufacturers combined brands into single dealerships. Hence, Pontiacs could often be found sold alongside Buicks and GMCs. To give Pontiac more appeal to the Canadian population, Canadian Pontiacs were based on Chevrolets for entry-level appeal and economies of scale.
This would become even more apparent with the introduction of the Chevy II in 1962, which was called the Acadian—not a model, but its own brand that looked like a Chevy II but featured Pontiac design elements like the split grille. The top trim level was called “Beaumont.” When the Chevelle was introduced for 1964, Canada called its version the “Acadian Beaumont.” The top trim level was called “Sport Deluxe,” which was akin to the Malibu Super Sport.
Beaumont was spun off from Acadian for 1966, itself becoming its own marque. Midyear 1967, the Sport Deluxe package required the 396, thereby becoming analogous to the Chevelle SS 396. So, when the A-body was redesigned for 1968, the performance Beaumont became the Sport Deluxe 396 (aka “SD 396”). Standard was a 325-horsepower Econo-Jet 396 V8, with a 350-horse version available (the 375-horse L78 396 was never available on Canadian-built cars). Again, hallmarks from Pontiac styling were used, like the split grille (with a Canadian variation of the Pontiac arrowhead), while the dashboard would have been more familiar to Pontiac folks in the U.S.
Thanks to the Auto Pact that was instituted in 1970, the raison d’être for the Beaumont no longer existed, so 1969 was the final year for the Beaumont and the SD 396 package. A history like that makes this 1968 Beaumont SD 396 hardtop quite a novelty—even in Canada. Painted in Tripoli Turquoise, this SD 396 features the standard 396 backed by the optional TH400 automatic. Other features include Parchment vinyl interior with optional front bucket seats and console, white racing stripes, 3.31 gears, plus updates like an HEI distributor, headers, Vintage Air, updated stereo, and more. Staggered-width Ridler wheels complete the picture.
Vintage Vehicle Services (which has invoices of Canadian-sold GM vehicles going back 80 years) has determined that 702 Beaumont SD 396 hardtops were built in 1968. In some ways, the Beaumont was ahead of its time because a decade later, it would not be unusual to find Chevy engines in Pontiacs stateside, but remember: Don’t call this $65,900 car a Pontiac if you wish to reside in the good graces of Canadians—we really need it at this moment!
You read that correctly: two gentlemen opened their wallets to help others. Hendrick Motorsports owner and Hendrick Automotive Group chairman Rick Hendrick bid $325,000 on the 500-horsepower high-performance Mustang with Brembo brakes and unique chassis tuning. Arizona businessman and car collector Ron Pratte got in on the action by donating another $100,000 to the total, 100 percent of which will help the Tunnel to Towers Foundation in its mission to “honor the sacrifice of firefighter Stephen Siller who laid down his life to save others on September 11, 2001.”
Fittingly, members of the FDNY (New York City Fire Department) were present when the Dark Horse crossed the auction block, then posed for photos with T2T CEO and chairman Frank Siller and Barrett-Jackson CEO and chairman Craig Jackson (as well as actor and comedian Adam Ferrara).
The Tunnel to Towers Foundation also participates in or hosts several international and national events, such as New York City Marathon, to raise funds that support members of the military and first responders. In addition, the 501(c)(3) non-profit organization runs several programs that provide housing for the families of those who paid the ultimate price while protecting others and serving our country. Those include the Fallen First Responder Home Program, which “aims to pay off the mortgages of fallen law enforcement officers and firefighters who lose their lives in the line of duty, or to 9/11 related illness, and leave behind young children,” and the Gold Star Family Home Program, through which the foundation “will provide a mortgage-free home to surviving spouses with young children.”
To learn more about the Tunnel to Towers Foundation, check out its website here. To see more cool cars Barrett-Jackson has auctioned off for charity in the past, click this link.
