Featured on AutoHunter is this 1946 Ford Deluxe Coupe, which underwent a four-year frame-off restoration. It’s powered by a Chevrolet 350ci V8 crate engine paired with a four-speed automatic overdrive transmission. Finished in red over two-tone red and white vinyl interior, this modified classic Blue Oval comes from the selling dealer with a clear title.
As part of the restoration process, the body was repainted red. Exterior features include a deleted front bumper, chrome three-bar grille, custom hood pinstriping, dual spotlights and side mirrors, two-piece windshield, chrome rear bumper, and dual chrome outlets for the Flowmaster exhaust system.
Like the body, the 15-inch steel wheels are red; they come equipped with Ford-branded hub caps and wide-whitewall tires.
The split front bench and rear bench seats are covered in red and white vinyl, and complemented by matching door panels. Interior features include tinted power windows, front lap belts, tilt steering column, Alpine AM/FM/CD stereo, Vintage Air HVAC system, and Betty Boop floor mats.
Instrumentation consists of VDO gauges that include a 120-mph speedometer, 7,000-rpm tachometer, and readouts for the voltage, oil pressure, temperature, and fuel level. The digital odometer shows 7,733 miles, but the title for this vehicle indicates it’s mileage-exempt.
Instead of a Ford engine, this coupe now has a Chevrolet 350ci small-block V8 crate engine that’s been upgraded with Edelbrock valve covers and grooved air cleaner cover. The engine sends its power through a four-speed automatic transmission.
Additional upgrades are underneath, where you’ll find front disc brakes and a Ford Mustang II independent front suspension.
If you like the look of this 1946 Ford Deluxe Coupe and you appreciate the updates that have been made to it, bid on it now before time runs out. The auction ends on Tuesday, June 24, 2025, at 11:30 a.m. (PDT).
Popular and online culture has created the Greatest Of All Time (GOAT), a tag for the masses to hang onto something it may believe is superlative. Is it a coincidence that the GOAT muscle car is a vehicle that is nicknamed after the same animal? Our Pick of the Day, a 1966 Pontiac GTO restomod listed for sale on ClassicCars.com by Farland Classic Restoration in Englewood, Colorado, is the GOAT for several reasons.
Yes, it can be confusing how a Tiger can be a GOAT, so let’s look at this Poncho with an objective lens: The 1966 Pontiac GTO was advertised as the GeeTO Tiger, using a theme applied earlier in the decade to Pontiac. Cats may have been a familiar theme with the public at the time, as Esso fuel’s “Put a Tiger in Your Tank” campaign was initiated in 1959, and then there was the movie and accompanying soundtrack to “What’s New Pussycat,” a paean to evolving 1960s sensibilities.
The evolution of animals came later. When was the GTO first referred to as the Goat? I have no idea, and never have I seen a reference to its inception. But everyone knows the Goat as the GOAT, as it was the impetus for a different kind of car—a performance model that brought performance to the street after many pedestrian models built with performance engines that were not so friendly on the street. And, for 1966, the Goat was the GOAT because no muscle car ever sold as many in the era: an astounding 96,946.
To be sure, 1966 was somewhat early in the world of muscle cars (especially after 1970 has been waxed poetic for so many years), so how does the Goat become the GOAT? Allow us to count the ways.
Styling: Arguably, Pontiac’s peak was 1965-66. Many of the unique tricks used by designers at the time, such as vertical headlights and elegant proportions with Coke-bottle styling, were present on the GTO. In addition, some things that distinguished the GTO from lesser Tempest/LeMans models included neat, louvered taillights, Grand Prix-inspired parking lights in the grille, and a hood scoop that could be made functional.
Power: Pontiac’s 389 had already earned a good reputation, but the addition of Tri-Power carburetion gave the engine competitive verve out of the box. The 389 also established a size standard required to compete in the increasingly competitive market of performance cars. Yes, General Motors had a rule limiting engine size for mid-size cars, but the GTO made do nicely despite the handicap.
Interior: The GTO’s interior featured styling as good as the exterior. Four round pods housing different instrumentation readings (when ordered—remember, gauge packages generally were not standard) were easy to read compared to the generic sweeping needle used on many cars. And then there was the early adoption of the Hurst shifter, so compliments were much more common than complaints.
Engineering: Pontiac marginally improved its engines every year, and sometimes even more often, as evidenced by the Ram Air engine introduced in the middle of the model year. Sometimes known by its engine code, this “XS” GTO featured an upgraded camshaft and springs, Tri-Power carburetion, fuel and fuel line fittings, and ram air tub. A four-speed manual was required, as was 4.33 gears. Sure, GM seemed to allow competitors (read: Hemi) to take advantage of its self-imposed corporate handicap, but Pontiac competed admirably considering.
This 1966 Pontiac GTO restomod built and listed by Farland Classic Restoration has been given a treatment beyond what was done in 1966. “We built this remarkable GTO with a long-time customer of ours … [who] bought this car around five years ago from Arizona,” says the seller. “Originally, he just brought it in for a paint job … [but then] we started working hand in hand to create his ideal GTO.” A lot of extensive body work and subtle custom tweaks were made that you may not be able to see from pictures but, in person, they will reveal themselves. Power for the gold-flake red Goat comes from a 400 bored to 468ci, with power harnessed by a five-speed manual.
“The owner will never tell you how much money went into this amazing car. Neither will we,” adds the seller. “We can tell you that the asking price for this beauty is a small fraction of the total cost to completely restore and modernize this fabulous GTO.” Is this the GOAT Goat? Please tell us once you spend your $169,000.
The AutoHunter Spotlighton this 1957 Chevrolet Bel Air two-door hardtop is a little different from those that have preceded it. After seeing the seller’s handle, I looked up his location and, sure enough, I went to high school with him. He was an upperclassman with an old car, a 1958 Chevrolet Biscayne with a hot 283. Then he bought a 1968 Camaro that, one day, he thought may be a Z/28 until I looked it up and discovered (a learning moment) that all Z/28s had four-speeds, which this didn’t have. Thanks to parking lot high jinks at Brandywine High School, the Camaro was bruised beyond drivability. Desperate for a car, our hero sucked it up and bought a Ford, a 1966-ish Falcon in primer gray (natch). What a downgrade for a Chevy guy! But he worked hard on it and discovered the charms of the Ford small-block, developing a relationship that continued for decades . . . until now, as the seller has come full-circle with this 1957 Chevrolet Bel Air. It is powered by a Vortec 5.7-liter V8 crate motor paired with a 4L80E four-speed automatic, both of which have fewer than 1,000 miles on them since the restoration was completed four years ago. Other features include a Holley Sniper 2 fuel injection system, tubular front suspension, four-wheel power disc brakes, a Vintage Air air conditioning system, and more. Painted in cream with a red and black vinyl and cloth interior, this classic Tri-Five comes from the seller with receipts and a clear title.
The smooth, four-year-old cream paint covers what is believed to be original body panels. Other exterior features include dual chrome side mirrors, anodized gold trim, bumperettes, special Bel Air side trim, rocket-inspired hood ornaments, and more. A set of Chevy Rally-inspired wheels (17-inch front, 18-inch rear) are wrapped in 235/45 Nexen N3000 (front) and 275/45 Michelin Pilot Sport (rear) tires.
The cabin has red vinyl upholstery with black cloth inserts. Interior features include aluminum dashboard trim, power steering, a Vintage Air air conditioning system, and a retro-style radio with Bluetooth.
Instrumentation includes a 120-mph speedometer and gauges for the coolant temperature and fuel level. Additional auxiliary gauges mounted under the dashboard show the coolant temperature and oil pressure. The odometer (currently inoperable) shows 72,500 miles, though the title reads mileage-exempt.
The Vortec 5.7-liter V8 crate engine reportedly puts out 700 horsepower, with a Holley Sniper 2 EFI system and an aluminum radiator assisting. It is hooked up to a 4L80E four-speed automatic sourced from a Camaro. Of course, breathing comes from a dual exhaust system.
The undercarriage is equipped with a Quick Performance Ford nine-inch rear with a 31-spline Yukon Grizzly Locker featuring 3.89:1 gears. Power disc brakes at all four corners are assisted by a Wilwood master cylinder. Other updates include a Classic Performance Products tubular front suspension, Viking adjustable coilovers up front, and new rear leaf springs with polyurethane bushings.
So there you have it—a 1957 Chevrolet Bel Air two-door hardtop owned by one of the motorheads from my high school. Many of them dropped out, but this one persevered and gained knowledge with his experience because, as Mr. Gaskell said in Driver’s Ed, experience is the best teacher. So keep tabs on your time because if you place the highest bid, this car will be yours once 11:15 a.m. (PDT) passes on Monday, June 23, 2025.
This is not my first timetesting the 8-Series in Grand Coupe form. Last year I tested the Alpina B8 version (one of the best cars I have ever driven), but it was my first time behind the wheel of the full rock-and-roll version, the 2025 BMW M8 Competition.
I picked up the car at the JFK airport in New York after returning from my trip to Italy for Ville d’ Este. I live in the Hartford, Connecticut, area, but flew out of JFK because there was a direct flight to Milan available. I knew about the drive back and had arranged the car pickup before leaving for Italy the week before.
It did not occur to me that I would be driving back home from JFK in Monday NYC rush-hour traffic. After realizing this, I put the car in Comfort Mode for the endless stop-and-go traffic indicated by the onboard navigation system, which made the tediously slow drive tolerable enough.
Once I got over the Tappan Zee Bridge, I switched the car to Sport Mode and quickly made tracks back to Connecticut. Now I could see what the car was capable of. If you think of the M8 Competition as a four-door supercar, then you get the picture. The car accelerates at a stupid fast rate—and not just from 0-60 either, but from 60 up to the triple digits. This car just pulls like few other gas-powered cars.
The car’s cabin is also a very nice place to spend time. Despite having “Competition” at the end of its model name, this amazing BMW still has every option that makes the 8-Series a luxury sports sedan. The interior materials—from the open-pored wood trim to the leather-covered seats, dash and even the door pockets—express a look and feel of absolute luxury.
In addition, I was happily surprised to find that the 2025 8-Series have yet to change over to the single big screen featured on every other model. I am not a fan of the single screen and prefer a traditional instrument binnacle in front of the driver, with auxiliary controls on the center screen. The M8 also still has—wonder of wonders—buttons for climate control, something I really miss in other BMWs. If you think of the 2025 M8 Comp as a throwback to the last series of BMW cars but with none of the shortcomings of an older model, you would be correct. It is, in essence, the best of modern BMW cars in terms of its control layout.
The next day I took the M8 on some nearby twisty roads and, while it does not seem as aggressive as the old M5 Competition, the M8 Competition is actually both quicker and faster than the old M8. Handling-wise, the M8 is tiny bit less nimble than the old M5—but not by much. It also has what is possibly the best steering feel of any current BMW model. The M8 Competition easily delivers on BMW’s tagline promise of being the “Ultimate Driving Machine,” with the keyword being “ultimate.” The xDrive system lets the big car dig hard in corners and then propel you out of them like few other cars in its category. Did I mention the four-door supercar bit yet?
If you don’t believe the supercar reference, consider these stats: the 2025 M8 Competition is powered by a twin-turbocharged V8 with 617 horsepower and 553 lb-ft of torque and backed by an eight-speed automatic that delivers power to all four wheels. As an added bonus, you can also disable traction control and send power to only the rear wheels. According to Car and Driver test, this powertrain gives the M8 0-60 mph results of an unbelievable 2.5 seconds. Do believe it, though: I did a quick test with the car and, without trying too hard, saw a 2.7 0-60 run. This puts the M8 Competition firmly in league with cars such as the Turbo S and Bugatti Chiron—and it is capable of a 190-mph top speed with the M Driver’s Package.
After a few days with the M8 Competition, the press fleet people picked it up and I waved goodbye. Unlike the Alpina B8, I did not want to chase it down the road and get it back, but the M8 Competition is a different kind of 8-Series. Where the Alpina model is a true GT car, the M8 Competition is much more of a sports car, with a bit more precise steering, higher horsepower, and more aggressive suspension. I prefer the B8 as I am more of a GT car guy, but if you are sports car guy who loves track days, and uncompromising cornering ability and performance over more creature comforts and the ability to have a softer ride, then the 2025 BMW M8 Competition is the obvious choice in the category.
No, it is not inexpensive—with a base price of $138,800 and an as-tested price of $171,575—but it is a lot less than any supercar I can think of and had the ability to accommodate four adults, unlike a supercar. You can also lease one for $1,529 a month, which seems pretty reasonable to me. If you are interested in the M8 Competition, you can find more info on the link at the top or have fun building one online here.
Ever since the C8 Stingray debuted as a 2020 model, Chevrolet has been consistently raising the midengine Corvette‘s level of performance, often with strategies never used before on a factory model. In 2024, it introduced the E-Ray, the first Corvette with an electric front motor and all-wheel drive. Last year, Chevy announced the latest Corvette ZR1 would have a 5.5-liter DOHC V8 with twin turbos. There was talk that a range-topping model combining the ZR1’s engine and the E-Ray’s electric front-axle motor would wear the name “Zora” in tribute to Zora Arkus-Duntov, the man nicknamed the “Father of the Corvette.” Now, Chevy has revealed that model: the 2026 Corvette ZR1X (though a stretch, let’s pretend the X stands for “Xora”).
The ZR1X is available in two basic forms (coupe and convertible) and two chassis configurations: the standard setup with Michelin Pilot Sport 4 S tires, and a firmer version equipped with the ZTK Performance Package which adds higher spring rates and Michelin Pilot Cup 2 R rubber. A Carbon Aero package adds dive planes, underbody strakes, a Gurney flap over the front heat extractor, and a rear wing that, in unison, generate up to 1,200 pounds of downforce. It is available on the base ZR1X and standard on the ZR1X ZTK.
Both chassis receive the J59 braking package’s 16.5-inch carbon ceramic rotors (the largest discs in Corvette history) and Alcon 10-piston front/6-piston rear calipers as standard equipment—and the ability to pull 1.9G while decelerating from 180 to 120 mph.
The ICE half of the ZR1X—a hand-built LT7 twin-turbo 5.5-liter DOHC V8 that cranks out 1,064 horsepower and 828 lb-ft of torque—goes unchanged. In many ways, so does the E-Ray’s electric front-axle motor, which has the same dimensions and 1.9 kWh of battery capacity. But Chevrolet’s engineers strengthened its internals and managed to boost output to 186 horsepower (up by 26) and 145 lb-ft of torque (up by 20). The ZR1X can draw on that instant power all the up to 160 mph before the front axle disconnects. Combined, the gas and electric components give the ZR1X 1,250 horsepower and enable it to zoom to 60 mph in under two seconds and blast through the quarter mile in under nine seconds at over 150 mph, according to GM’s estimates.
Different modes adjust the ZR1X’s electric power to a variety of driving scenarios. Pushing the Charge+ button activates the Endurance mode, which Chevy says, “adjusts the battery’s energy storage strategy for extended lapping and consistent eAWD output for a full tank of fuel.” In the Qualifying setting, the system tailors the power delivery so the driver can clock the fastest lap time. Push-to-Pass makes the ZR1X’s maximum power available on demand.
Like all other 2026 Vettes, the ZR1X gets the new interior layout as well as the new PTM Pro feature. In the ZR1X, that comes loaded with Regen Brake Torque Vectoring for a mix of agility and energy recovery, Front Axle Pre-Control for maximum grip while exiting corners, and Launch Control for rapidly turning the ZR1X into a distant spec on the horizon.
As of right now, there is no official word on the 2026 Corvette ZR1X’s availability or pricing. Those will be revealed once the super-Vette is closer to production, but it’s safe to say its base price will be significantly higher than the ZR1’s $173,300 MSRP.
Summer officially starts late in the evening of Friday, June 20, 2025. If you haven’t already, you now have an excuse to grill, hit the pool, or finally get yourself a convertible such as our Pick of the Day, a 2004 Lexus SC 430 hardtop convertible posted on ClassicCars.com by a dealership in Chicago.
If you’re a diehard Lexus fan, your choice of which drop-top to pick can be easy because the automaker has only made three: LC 500, IS 250C/350C, and SC 430. Your circumstances and preferences will dictate which one is right for you. Do you prefer the look and solidity of a power-folding hardtop? Scratch the expensive LC convertible off your list. What about the IS? It has the retractable hardtop and is affordable, but a V8 would be cool. That means this two-owner, 42,883-mile 2004 SC 430 is your best way to go open-air cruising.
In a way, wherever you decide to go in this White Gold Crystal SC, you’ll be in the south of France. Why? Because the hotels, villas, and chateaus of the Côte d’Azur were the visual inspiration for the SC 430’s designers. And you and your favorite shotgun passenger will get there in the comfort of power-adjustable Ecru leather front seats surrounded by a generous amount of luxuries: Bird’s-Eye Maple wood trim, power everything, power tilt and telescoping steering column, cruise control, built-in DVD navigation, and nine-speaker, 240-watt Mark Levinson audio system with an in-dash six-disc CD changer. The aluminum alloy hardtop will keep out the elements and unwanted sounds in a way a fabric top can’t. When the weather is nice, lowering the top to let in the sunshine will only take 25 seconds.
Want to get to your summer getaway sooner rather than later? Thanks to its 300-horsepower, 325-lb-ft 4.3-liter V8 and five-speed automatic, the SC 430 can speed up to 60 mph in 5.9 seconds. If you keep your right foot down, you can cover a quarter mile in 14.4 seconds. After that, it’s just a matter of how fast you want to go (of course, until you reach the limited top speed of 156 mph). But if you want to take your time enjoying the SC’s interior and ride quality, your company, and the sights along the way to your destination, that’s alright. Driving a convertible in the summertime should be pleasant and relaxed—you can stress about getting to the office or an appointment by a certain time in any other car.
If this two-owner, low-mileage 2004 Lexus SC 430 is the right convertible for kicking off the start of summer, you can make it yours for $30,595.
There is something special about classic Aston Martins. They transcend the usual classics, even those from Ferrari, Maserati, and Porsche. Part of that appeal comes from the history of the manufacturer, which has had significant racing success. Another part is the craftsmanship, with Astons being some of the most well-built cars of their respective eras. Finally, Astons have been featured in a lot of films and TV shows, from 007 movies to “The Persuaders” – and they continue to be. Today’s AutoHunter Spotlight is a car whose basic shape you will recognize from three James Bond films, including the most recent one, “No Time To Die”: a 1977 Aston Martin V8 coupe.
The Aston V8 coupe is directly linked to the last car designed in the David Brown era of Aston Martin. It is basically a revision of the DBS, the car that came after the DB6. Over the years, it was modified and improved.
The 1977 Aston Martin V8 coupe featured here is powered by a 5.3-liter V8 mated to a three-speed TorqueFlite automatic transmission. Finished in burgundy over a tan leather interior, this British classic is now offered by the seller with an original owner’s manual, service records, and a clear title.
The burgundy paint is said to be in good condition although the seller notes a minuscule paint chip on the driver-side front fender and a side mirror that is misaligned. The body features a factory hood scoop and the iconic Aston fender vents.
The interior is finished in its correct tan leather upholstery and looks to be stock with correct gauges, a center console-mounted automatic shifter, power windows, and air conditioning. The only flaw noted is a slight tear in the driver seat, which I am guessing can be repaired by a good upholstery shop.
Under the hood is the Tadek Marek-designed four-cam 5.3-liter V8, which is fed by four two-barrel Weber carbs. The seller states that it has 380 horsepower, but my books on this car state that horsepower for the 1977 model is actually 330, as the ’77 cars came with what Aston called “stage one tuning.” The engine compartment looks tidy overall and has no glaring issues.
These Aston V8 coupes are the end of the classic Aston Martin era. I have owned a pair of these cars and I loved every minute I spent behind the wheel of them. I also loved taking one last look back at the car after I parked it in the garage – which is something I did every time I parked.
One thing I would do is get this car inspected by someone who knows these kinds of Aston Martins. They are pretty simple cars to deal with, but parts are expensive and service costs can add up. Overall, this looks like a great driver-level classic Aston Martin that – at the right price – will give its new owner years of enjoyment.
If you want to be that new owner, I suggest you act fast because the auction for this 1977 Aston Martin V8 coupe ends Wednesday, June 18 at 11:30 a.m (PDT).
Here we have several cars listed for sale on AutoHunter or ClassicCars.com. They all share a connection, but we recommend you put your thinking cap on before you tell us what they have in common.
Post your answer in the Comments section below. To impress us even more, tell us the year, make, and model of each vehicle. The winner will receive online glory so he or she can flex with flair!
Even though Jay Leno owns a massive collection of vehicles, he can’t own—or house—every car out there. Luckily, he doesn’t have to because he has industry contacts and friends who are more than willing to bring their cars into his garage and show them off for all of us to see. One of his pals, David Lee, is a renowned Ferrari collector who recently dropped by with his 2025 Daytona SP3.
The second car in Ferrari’s Icona series of vehicles, which reinterpret icons from the brand’s past for the modern age, the Daytona SP3 honors Ferrari’s 330 P3/4, 330 P4, and 412 P race cars that took the top three spots at the 1967 24 Hours of Daytona. The influence of those champions is easy to spot in the SP3’s curvy front fenders, cockpit-like passenger compartment, and muscular haunches.
Under the engine cover, Ferrari opted for the 812 Competizione’s naturally aspirated 6.5-liter V12 instead of a turbo V6 or hybrid setup. With ratings of 828 horsepower and 514 lb-ft of torque, the “F140HC is the most powerful internal combustion engine ever built by Ferrari,” according to the automaker. A seven-speed dual-clutch automatic transfers the big V12’s output to the rear wheels. Flat out, the SP3 can race to 100 km/h (62 mph) in 2.85 seconds and reach a top speed in excess of 211 mph.
Lee has several Prancing Horses in red and yellow, but Ferrari offered him (and about 29 other SP3 buyers) the choice of configuring his build with exposed carbon fiber; Lee accepted, then chose to have it tinted a dark shade of green—the relish to all his other ketchup- and mustard-colored cars. There’s a little mustard inside the SP3, where Lee had Ferrari’s Tailor Made service cover the fixed seats in deep yellow upholstery.
Despite the SP3’s inspiration, Lee and Leno view it as two different cars. Leno enjoys the SP3’s brutality and the fact that its rear-wheel-drive, likening it to the legendary F40; Lee sees it as more of an evolution of the Enzo. Watch the video below to decide which Ferrari of yesteryear it brings to mind., but be sure to listen too because the SP3 lets out of an unforgettable wail. As Leno says, there’s “a nice set of lungs on this thing.”
Have you ever bought back one of your previous vehicles? I’m guilty of getting a little bit too sentimentally attached to my cars. Against my better judgment, I even bought back my ragged 1986 Chevrolet Celebrity about six years after I’d previously sold it. It was a short-lived ownership experience the second time around, but if I’d had the time and space, I probably would have kept it. Here’s a car that came back to a prior owner:
“My dad was in the car repair business and bought this car for me when I was 14,” the listing begins. “We spent two years restoring it and we put it on the road in 1984 when I was 16. It was my first car.”
The story goes on to say that the car left the family in 1987 when the seller joined the military. And miraculously, the same friend who bought the car that year still owned it 27 years later in 2014 – and was willing to sell it back. So, like a boomerang, it returned to its prior owner. And now 11 more years later, it’s time to pass the reins once more. Still following? Bottom line – this family-loved Chevy is ready to move on to a loving home.
While badged and dressed as a Bel Air, the car is in reality a 210, which means it’s a mid-range trim level for the year (a “150” would have ranked below the 210 in the hierarchy). The two-tone black and white paint scheme is attractive and clean. The seller says, “The frame and sheetmetal are clean and solid, and she looks great!”
The interior was overhauled in 2018 and is outfitted in the same neutral color scheme, and updates include new all-new wiring, bucket seats, a center console, Dakota Digital gauges, a tilt steering wheel, and a Bluetooth-enabled retro-look audio system. The listing says that the engine is a 283ci V8 that dates back to about 1964 and was rebuilt in 2015. A Muncie four-speed manual transmission sends power to the rear wheels.
If history holds true, the seller might end up wanting to buy this car back a third time in a decade or two. So, who’s willing to look after it in the meantime? I know I’d volunteer!
