Journal Classic Cars

When the world seemed stable and the September 1983 issue of Life magazine could be found in all corners of the U.S., the cover highlighted a story on the “the 10 Best  & 10 Worst American Cars Ever!” Looking at the automotive articles within, I imagine the mix of Best and Worst would be quite different today. Some may think our Pick of the Day may qualify for the latter, though there is something to be said for being so bizarre that it’s fantastic. This 1961 Dodge Dart Pioneer two-door sedan is listed for sale on ClassicCars.com by a dealership in Elkhorn, Nebraska.

Chrysler Corporation’s “Forward Look” was fine in 1955. The redesigned Forward Look for 1957 was absolutely fantastic. And then quality control became a casualty, with rattles, premature rust, and water leaks being issues that were non-negotiable to consumers. A recession the following year did not help things at all — especially for the corporation’s medium-priced cars—and then General Motors debuted its Forward Look-inspired 1959 offerings to make folks forget about Mopar.

Luck was on Chrysler Corporation’s side, however, as the manufacturer was lucky to have already committed to a new construction technique that was set to debut for 1960 and could regain the public’s trust. The answer was unibody construction, a lesser variation of monocoque construction, but this method (applied to the whole corporation save Imperial) helped address quality issues and bring peace of mind to those concerned. That being said, the 1960s were not embraced as well as the corporation had hoped.

This also was a moment of upheaval at the Chrysler Corporation. First, there was an insider-trading scandal involving several senior executives who sold shares before announcing earnings in 1960. And then there was Virgil Exner’s heart attack in 1956. Though under 50 years old at the time, the styling chief took a leave of absence, which compromised his ability to oversee the 1961 program. Additionally, Exner was caught up in his own bubble and therefore missed some indicators of the direction of the industry. Unstable corporate leadership combined with the corporation’s darling being out of the picture (if not out to lunch) was a concoction primed for disaster.

Starting in 1960, Dodge began producing two series of cars, and this continued for 1961: the longer-wheelbase Polara, and the junior version called the Dart. The Dart was available in three trim levels (in ascending order): Seneca, Pioneer, and Phoenix. The Dart Pioneer “compares in cost with middle-of-the-line low price cars,” which means akin to a Chevrolet Bel Air (say, isn’t that Plymouth’s domain?). “It shares with all 1961 Dodge cars an advanced Torsion-Aire suspension system, a method of ride control that is called by knowledgeable car men, ‘the best in the business.’” Available Pioneer body styles included a two- and four-door sedan, and a four-door station wagon with room for six or nine passengers. An unusual running change was the addition of an accessory taillight, as the original slim ones were not quite luminescent enough to approaching vehicles.

So, was the 1961 Dodge a disaster? You tell us, but the kitsch factor is strong for this 1961 Dodge Dart Pioneer two-door sedan, so the paradigm has shifted to the opposite pole. Upon inspection, you can see several things going on in terms of styling and design, many of which haven’t aged gracefully, but oh well, right? Seen as a whole, this Dodge projected a futuristic vision that seemed to be obsolete by industry standards when it finally hit the streets. That’s part of the charm! “From the space age styled dash, steering wheel and shifter to the rocket inspired go to the moon quarter panels!” says the seller. It is powered by a 318 Poly V8 and backed by TorqueFlite automatic, which means it has the push-button transmission. “Options and mentionables include torsion bar front suspension, power steering, AM radio, heater, dash-mounted rear-view mirror, and dual fender-mounted mirrors,” adds the seller. The tires, body-color wheels, hub caps, air shocks, and dual exhausts are all new.

If this was a Chevy, it would have that “Batwing” roofline, which hasn’t aged well either, even though front and rear styling were among GM’s best for the decade. Instead, you can have a Mopar full of character, a car that was once disposable but can now be celebrated for capturing an odd zeitgeist in Detroit. For $26,500 (OBO), you can feel fortunate that this is one of the few that wasn’t junked.

Click here to view this Pick of the Day on ClassicCars.com

There are big changes happening at the sharp end of the collector car hobby. Collector cars that for decades were considered to be correction-proof, blue chip buys have been seeing a decline and an overall lack of interest in the past year, especially with younger buyers.

If you had asked me five years ago what cars in the hobby were the best ones to purchase (with the idea being that what you bought would likely be a very safe bet), I would have listed cars such as the Ferrari 250 GTO, Aston Martin DB5, most classic Bugattis, and the Mercedes-Benz 300 SL — of all the cars on that list, only the 300 SL has proven to be a truly solid investment over the past five years. As of 18 months ago, most people would place the value of the Ferrari 250 GTO at somewhere around $50 million, but now it looks like those days may now be over. No, I am not saying that the purchase of the white 250 GTO (which sold at auction this past January for $38.5 million after actively being offered for years on the private market for $50 million without any takers) makes a market, but at this moment there are several more 250 GTOs for sale. This in itself speaks volumes as, five years ago, word-of-mouth was the way to find one for sale, yet now you have several to choose from on the open market.

Today’s younger buyers are, for the most part, looking to buy the cars that they grew up with — not only cars that they wanted but ones that they also can actually drive instead of trailering them to the next show. This has made modern limited-production supercars the hottest part of the hobby, and prices for the best models are increasing in value quickly. Among these cars, which one is the heir apparent for the Ferrari 250 GTO? I think the answer to that question is simple: McLaren F1.

If you have read this far, you do not need a history lesson on what just may be the ultimate supercar. The McLaren F1 was a cost-is-no-object effort to build the best sports car the world had ever seen. Gordon Murray and his team were so successful in their project plan that the F1 remains the measuring stick for excellence.

The elements that make a car so desirable were there from the beginning: a total production of 106 cars, 64 being road cars; a competition history that includes wins at both Le Mans and Sebring — with a car that was never conceived to be a race car. The F1’s story is so bonkers crazy that it is hard to believe, but its narrative is true. Not only has this made the F1 a very expensive car to buy, but it also has become one with a process that requires potential collectors to wait until the rumor of one for sale hitting their ears, then requiring many meetings with the current owner and exchanging hands for tens of millions of dollars. This is exactly the way 250 GTOs were sold for decades, and the F1 is the car that is replacing it. Yes, Ferrari only built 36 GTOs, but it is more difficult to buy a F1 today than probably any other collector car in the world since demand much outstrips supply.

Beneath the F1 are a slew of other iconic supercars, mostly from Maranello. These include the F40, F50, Enzo, and La Ferrari among them. They are easier to buy than a F1, as you are likely to find many of these at a high-end dealer or a collector car auction near you. My advice: if one of these is your dream car and you are in the position to afford one, you might as well do it soon as prices don’t seem to be decreasing, with many having almost doubled in price over the past 60 days.

On the other side of the coin, if you also love historic 1950-60s sports cars (especially Ferraris), this is the time to pay close attention to the market, as I have already seen some bargains and fully anticipate seeing more soon.

Like all things in the world, the popularity of certain collector cars changes over time. For 2026, we are in the throes of a modern supercar explosion like we have not seen before. How long it will last is anyone’s guess, but right now it is here and is something to be reckoned with. I honestly think that, within the next year or so, we will see prices of the McLaren F1 eclipse that of the 250 GTO. While I cannot day we will again witness a time when a GTO sells for $70 million, we someday may see an F1 achieve that price.

Started in 1967, the SEMA (Specialty Equipment Market Association) Show is the automotive aftermarket industry’s biggest event. SEMA’s Battle of the Builders competition is where some of the best creations at the show go head to head for bragging rights, so today we’re checking out one of the first scratch-built aftermarket Chevrolet K10s in the country, which wears custom red, white, and blue stripes inspired by Chevrolet’s 1976 Spirit of ’76 bicentennial look.

It was built by Rockford Smith of Rockford Custom Paint and Body in Athens, Georgia, and consists of a spot-welded frame, hand-fit AMD (Auto Metal Direct) body panels with tight gaps, a modified cargo box that gives this truck short-bed proportions, a BDS 4-inch lift, and Detroit Steel wheels. The fully tailored cabin features Dakota Digital gauges, Cato’s Custom Upholstery, and a Vintage Air HVAC system. Under the hood is a built LS 6.0-liter V8 equipped with FiTech parts and a mean-sounding Black Widow exhaust. Builds like this prove that you don’t need a rusty donor vehicle if you’re handy and talented.

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“Is that who I think it is?” I had seen the same white R129 Mercedes-Benz SL with chrome wheels a few days before when one of my coworkers was leaving the office in it. Could this be his car at the 2026 Concours in the Hills (read about the event here) or did somebody else in metro Phoenix have the exact same SL? I walked deeper into Fountain Park toward the massive tree that towered over the car to find out.

I had another reason to get close to the ingot-like roadster. I’ve always found the R129 generation of the SL attractive, but I’ve never gotten close to one. On the rare occasion I do see one out and about, I have to admire its crisp lines from afar. Introduced at the 1989 Geneva Motor Show as the successor to the long-running R107 SL, the R129 combined a sharp, angular exterior with updated luxury features and modern safety technology, such as a roll bar that automatically popped up in the case of a rollover. Over the course of its nearly decade-and-a-half lifespan, the SL was available with six-, eight-, and even 12-cylinder engines. There are three main phases — with their associated design, feature, and powertrain updates — in the R129’s timeline: 1990-1995 (the model letters and numbers swapped spots in June 1993), 1996-1998, and 1999-2002. Over the years, the R129 looked progressively more chiseled and leaner and sleeker, but I prefer the softer, more relaxed first-series models (especially with two-tone paint jobs) because they remind me of the cars successful LA attorneys or hit record producers in the ’90s would drive (and I mean that in the best way possible).

As I walked closer to the white SL at the concours, I got the answer to my question. Sitting next to it was Jared Houston, a videographer for Barrett-Jackson who works just down the hall from me. The R129 had been on his radar ever since he was a kid back in the 1990s, but several other cars preceded the purchase of his 1992 500SL, which is equipped with an M119 5.0-liter, 32-valve, DOHC V8 and a four-speed automatic. Jared told me he has eclectic tastes, which led him to buying everything from a Chevrolet C10 and a Lotus Elise to a Mazda Miata and a camo-wrapped Fiat 500 Abarth in the past. He found his SL in the nearby city of Gilbert at a price he couldn’t pass up. With 88,000 miles on the odometer, it’s not a mothballed time capsule of a car, but the condition of its monotone paint, blue leather interior, and shiny 16-inch wheels made the first 8 in that number seem more like a 4.

According to Jared, the previous owner handed over a lot of paperwork, documentation, and spare parts, including the original headlight wipers, which Jared reinstalled just in time for the Concours. He also made sure to add a set of lowering springs as well as an aftermarket head unit and a subwoofer, both of which he’ll use to bump a ’90s music playlist as he cruises in comfort. Jared even had a set of forged, staggered-width AMG monoblock-style wheels made for his SL, but a little more fine tuning is needed to get them to fit just right. It’s a good thing Jared’s SL also came with a body-color hardtop because the hydraulics for the power soft top went out. Fortunately, he can still lower and raise the roof (speaking of the 1990s!) manually.

Like me, Jared is a little nostalgic for the 1990s. When he’s out on the road in his SL, he enjoys passing people in other vehicles from the era, such as an Isuzu Trooper or a Lincoln Mark VIII. However, Jared’s SL firmly connects him to the present, too. Yes, it’s a car he describes as “beautiful” and “classic yet modern,” but to Jared, it’s also an expression of the ebb and flow of life. Most importantly, following Jared’s involuntary hiatus from cars, the SL is a necessary part of his journey as both an enthusiast and a person.

Can you use a 1987 Ferrari Testarossa as a daily driver? Sure you can, but it’s easier if you know how to work on it yourself. As Jay Leno recently learned in the video below, Victoria Bruno is up to the rewarding challenge.

Bruno is a graduate of McPherson College in Kansas, which offers four-year degrees in automotive restoration. There, she learned all about bodywork, engines, interior and trim, and more. Clearly, her education paid off because she used it to get a job as a Ferrari mechanic that specializes in the marque’s older, more technical models.

Bruno’s combination of training and experience prepared her to take on her first project car: a 1987 Ferrari Testarossa that had been sitting for several years after accruing only 12,000 miles.

Despite its dormancy, the Testarossa aged well. The black paint is mostly original and the matching black full-leather interior (including the headliner!) appears to be in fantastic shape.

The mechanically fuel-injected 4.9-liter flat-12 may be intimidating to many people, but Bruno saw it as just a set of nuts and bolts that could be fixed. Given her acquisition’s on-road hiatus, Bruno performed a major engine-out service, replacing things such as the cam seals, belts, and hoses. She even overhauled the brakes behind those cool center-lock wheels, plus she had the alternator rebuilt.

There are still more things that Bruno needs to do to refresh her Testarossa, but she enjoys the fact that it’s a work in progress. She plans on driving it until the odometer hits 112,000 miles, so she’ll have plenty more opportunities to work on it. When those opportunities arise, we’re confident that Bruno will be ready to get her hands dirty and start turning wrenches.

Of all the American collector cars, one of the most stunning is the C2 Corvette. Our AutoHunter Spotlight is one of these cars: a restored 1964 Chevrolet Corvette L75 Convertible. It is powered by a rebuilt, numbers-matching 300-horsepower 327ci V8 mated to an upgraded, rebuilt close-ratio four-speed transmission. Finished in Riverside Red with a new white convertible top over a black vinyl interior, this C2 is offered by the selling dealer with service records and clear title. 

The C2 Corvette was actually a combination of two different projects at GM: the Bill Mitchell-led Stingray race car and the Zora Duntov CERV 1 concept. To put it simply, the chassis came from Duntov and the styling from Mitchell. The combination of these two projects gave us what many people consider to be the greatest generation in the history of the Corvette.

The exterior of this Corvette looks to be in fine condition, with the Riverside Red paint looking excellent. In addition, the car has a factory-correct convertible top, the chrome has been replated, and the car rides on 15-inch turbine-style knock-off wheels clad with 215/75 whitewall radial tires.

The interior of this car looks as nice as the exterior. the black vinyl upholstery is both completely correct and in excellent condition. The car features power steering, a beautiful factory-style three-spoke wood steering wheel, and an aftermarket retro-look AM/FM cassette stereo. Like all C2 Corvettes, this car features full instrumentation including a 160-mph speedometer, 7,000-rpm tachometer, and auxiliary gauges for oil pressure, temperature, battery, and fuel level. All gauges have been restored.

Lift the hood and you find the numbers-matching L75 327ci V8 with 300 horsepower. It is backed by a four-speed close-ratio manual gearbox. Both the engine and gearbox have been rebuilt, and this Corvette has recently undergone a comprehensive service.

The condition of the underside of this Corvette is as good the rest of the car. It features a heavy-duty independent rear end with a Positraction differential set up with 3.55 gears. The car (like all 1964 Corvettes) has four-wheel drum brakes and a dual exhaust system.

I was wondering what it would cost to restore a decent C2 Corvette so I called my friend Kevin Mackay of Corvette Repair Inc., one of the best Corvette restoration shops on the planet. He figures it would cost well more than $100,000 to restore a C2 of any kind. Think about that if you are on the fence about making a bid on this car. This is an opportunity to buy a nice C2 Corvette convertible for less than the cost of the restoration. The fact that this is a numbers-matching example that was restored to the exact specifications from when it was built makes this car look like one to own. If you are interested though you should bid soon as the auction for this 1964 Chevrolet Corvette L79 convertible ends on Tuesday, February 24, 2026, at 11:30 a.m. (MST).

Visit the AutoHunter listing for more information and a photo gallery

In the animal kingdom, there is a concept called “mimicry.” This is where a species may mimic a harmful predator with markings or what-not to stem any aggressive attacks. In the automotive world, we also have a similar concept where a vehicle does a fine job of running with more prestigious vehicles. Our Pick of the Day, a 1965 Pontiac Bonneville convertible, arguably fits the bill better than any other. It is listed for sale on ClassicCars.com by a private seller in Sandusky, Ohio.

In 1965, Ford introduced a premium sub-model in the Galaxie 500 series and called it LTD. Chevrolet followed suit near the beginning of the 1965 calendar year and called the specially trimmed four-door Impala the Caprice Custom Sedan. Both pretended to be more premium thanks to fancy interiors and tasteful exterior trim. For 1966, Plymouth responded with the VIP and AMC released the Ambassador DPL.

All of the above cars were designed as luxurious vehicles within brands that were decidedly not luxury-oriented — no one would shop for a Caprice and a Cadillac. The Pontiac Bonneville, on the other hand, was more of a masquerade, a Pontiac that thought it was a Buick. Though originally a 1957 special-edition convertible full of power features plus fuel injection, the Bonneville settled at the top of Pontiac’s lineup as a mainstream model starting in 1959. A longer wheelbase than the Catalina was one of its hallmarks, as was its extended trunk.

A funny thing started to happen at the time: the Wide-Track Bonneville became a car with cachet, a model that could confidently move with more prestigious machinery. Though the Bonneville was priced more like a Buick Wildcat, the class it exuded was closer to that of the Electra, which was much more expensive. That combination of sporty and classy was something that no other brand could match — Dodge’s Custom 880 didn’t fake a Chrysler, and the Mercury Park Lane simply didn’t have what it took to fake a Lincoln despite being “In the Lincoln Continental tradition.”

Full-size Pontiacs were completely redesigned for 1965, exploiting the “Coke Bottle” styling that had been introduced several years earlier. For 1965, the Bonneville looked lithe with exaggerated rear proportions thanks to that extended trunk lid and huge rear fenders. Plus, Pontiac was the hot manufacturer in the industry, having kicked Plymouth out of the traditional #3 spot several years earlier with strong styling, a sporty personality, performance engines galore and, eventually, the stylish Grand Prix and mid-size GTO.

Power plants were similar to what they were before, but the 421 gained horsepower in all three variants. The 421 four-barrel went up 18 horsepower to 338, while the 421 Tri-Power gained only six horses for 356. The top 421 HO with Tri-Power gained six horses for 376. The latter was the same engine that, in Bobcat form, was the ringer for powering the GTO in the famous Car and Driver “GTO vs. GTO” story the year before.

The 1965 Pontiac Bonneville is not the most desirable collectible for that year, but it’s not for lack of trying. It has all the elements to make a strong collectible, but the collectible market has never been accused of being logical. This Montero Red convertible is an awe-inspiring combination of all of Pontiac’s strengths of the 1960s, starting with the 421 HO (though this is a documented 421 four-barrel car), buckets and console, TH400 automatic, air conditioning, power steering and brakes, remote trunk release, Safe-T-Track, AM/FM stereo, and 8-lug wheels. “The original top … works well. Interior is in great condition with new carpet installed about 10 years ago,” says the seller. “Body is straight with no rust.”

There’s never been a rhyme or reason why some cars become more collectible than others — witness the Buick Riviera, which always has had among the strongest styling of the decade, according to critics, yet has languished compared to many other lesser cars. The Bonneville is similar, though its strength lies in being able to mimic more expensive and prestigious machinery. For $57,500, this is one masquerade that will fake the Buick thing like a charm.

Click here to view this Pick of the Day on ClassicCars.com

The Concours in the Hills, held in Fountain Hills, Arizona, has become a keystone event in Arizona car culture. Aside from bringing out some of the most elite supercars and classics in the region, it promotes charitable causes: Registration proceeds support the Phoenix Children’s Center for Cancer and Blood Disorders as well as the Cardiothoracic Surgery Fund. Here is a link to a story about last year’s event.

Peter Volny, who launched the Concours in 2014, shared some statistics about the history and reach of the event: To date, it has raised $450,000 for Phoenix Children’s, and this year it brought out about 1,000 vehicles. Following a performance of “The Star-Spangled Banner,” Peter announced that those vehicles had a combined estimated value of about half a billion dollars ($500 million). That claim is probably something that relatively few car shows around the nation can make.

Five warbird planes did a flyover to kick things off at 10 a.m. — just one example of how the Concours consistently goes above and beyond to make the experience unique for everyone who attends. Best of all, spectator registration was free. To give a quick glimpse of the variety of vehicles on display, we’ll showcase one vehicle from each decade from the 1940s through the 2010s.

1940 Ford DeLuxe Convertible

Model-year 1940 Fords were known for their streamlined styling: the Art Deco, prewar look had a Lincoln-inspired, horizontal-bar grille. The DeLuxe was one of the first Ford models to adopt sealed-beam headlights that were faired into the fenders. Power came from a 221ci, 85-horsepower, flathead V8.

1957 Chevrolet Bel Air Convertible

Any “Tri-Five” Chevy is a popular feature on The ClassicCars.com Journal, so we knew you’d appreciate this 1957 Bel Air convertible in eye-catching red. The Bel Air was, of course, renowned for its extensive chrome, its bold tail fins, and the introduction of a powerful (for its time) fuel-injected 283ci V8 engine.

1963 Volkswagen Beetle

The beloved “Herbie” Disney movie franchise, dating back to 1968 with “The Love Bug,” was all about an underdog racing car — a vehicle that since become a pop-culture icon. The German compact had a rear-mounted, air-cooled flat-four and remained in production for over 60 years.

1979 Honda Civic

The first-generation Civic, produced from 1973 through 1979, was known for its incredible fuel efficiency and simple design. You may have seen Andy Reid’s recent story on a car like this. The innovation behind the engineering had to do with what Honda called CVCC (Compound Vortex Controlled Combustion), which allowed it to meet emissions standards without a catalytic converter.

1989 Mercedes-Benz 560SL

The final and most refined iteration of Mercedes-Benz’s classic R107 roadster had a 5.6-liter V8. It was known as a luxurious grand-tourer for its time, often accompanied by a removable hardtop in addition to its retractable soft top. The owner of the car was not available to comment on the plush teddy bear that appeared to be out for a parade ride.

1995 Nissan 300ZX Twin Turbo

The Z32 was a legendary, wedge-shaped 1990s sports car. Its twin-turbocharged V6 (dubbed the VG30DETT) was capable of 300 horsepower and 283 lb-ft of torque. The Z could be uniquely optioned for its time, featuring removable T-tops, Bose audio, and a HICAS rear-wheel-steering system. This Cobalt Green Pearl 300ZX was originally delivered to Universal City Nissan in Los Angeles and stickered at over $43,000, including its optional leather upholstery.

2000 BMW Z8

BMW’s aluminum-bodied luxury roadster was produced from 2000 through 2003. Only about 5,700 units were built, and about half of them came to the United States. It had the same S62 4.9-liter V8 that powered the M5 sedan of the era. If this car looks familiar, it’s probably because you saw it in the 1999 James Bond movie “The World Is Not Enough.”

2012 McLaren MP4-12C

The MP4-12C boasted a number of important innovations for its time, including a carbon-fiber mono-cell chassis with dihedral doors, as well as hydraulic “ProActive” chassis control. It was powered by a mid-mounted, 3.8-liter twin-turbocharged V8 that was capable of propelling the car to 60 miles per hour in only about three seconds.

We look forward to seeing how the Concours continues to grow and evolve — it’s a definite feast for the senses that gets better every year. Thanks for coming along for the ride.

The 2026 Winter Olympics (officially known as XXV Winter Olympic Games) is commonly known as Milano Cortina 2026. Both Milan and Cortina d’Ampezzo made a joint bid for the event, with the former hosting skating events while Cortina hosts the rest. While I’m no dummy when it comes to geography, I had no idea that Cortina was a location on the map. Of course, Ford had a clue and gave us a car in response.

Cortina d’Ampezzo is located in the Dolomitic Alps in the region (aka “province”) that borders Austria. Though far removed from the Alpine goodness of Cortina, Venice would be the most familiar city in the region to most. In 1956, it was the site of the Winter Olympics, inspiring Ford UK to name its new family car that was introduced in September 1962. The Cortina also was marketed as Ford’s captive import in the U.S. and was quite popular in Canada.

The most collectible version was something that was familiar to American road-race fans: the Cortina Lotus two-door, which featured the Cortina’s Kent OHV four-cylinder re-engineered by Lotus into a 1,558cc twin-cam stormer. All were white with green rear and longitudinal paint.

Four years and a month after the Cortina’s original introduction, Ford restyled it to create the Cortina Mark II. Following the design trends of the time (and sharing a slight resemblance to its cross-Atlantic Falcon cousin), the Mark II looked heavier but was actually 0.25 inches shorter. In 1967, the first model year for the Cortina Mark II, it became Britain’s biggest seller. The Cortina 1600E Mark II, also produced as a four-door, was the heir apparent to the Cortina Lotus, though it was more of a “luxury-performance” car and lacked the rallying panache of the Mark I.

American sales never exceeded 22,983 (1968), with importation ending in 1970 after 14-odd months of the Cortina sharing showrooms with the Ford Maverick.

Ford produced three more generations of Cortinas through 1982, when it was replaced by the Sierra. The sportiest version of that car was marketed in the U.S. as the Merkur XR4Ti, but that’s another tale for another Olympics.

Right now on AutoHunter, you can find this 2002 Chevrolet Camaro SS Coupe, which is powered by an LS1 5.7-liter V8 paired with a 4L60-E four-speed automatic. Highlights include T-tops, LS6 intake manifold, and an SLP cat-back exhaust. Finished in Bright Rally Red over a Neutral leather interior, this fourth-generation Camaro is now offered by the selling dealer in St. Louis with a clean AutoCheck report and a clear title.

The Bright Rally Red exterior features smoked fog light and turn signal lenses, black headlight housings, a hood scoop with functional forced-air induction, power mirrors with body-color caps, removable tinted glass T-tops, rear spoiler, and an SLP cat-back exhaust system with dual outlets.

This Camaro SS hunts Mustangs on a set of 17-inch chrome 10-spoke wheels and 275/40 Kumho Ecsta tires.

Inside, there’s 2+2 seating for four on the Neutral leather bucket front seats and pair of rear seats. Comfort and convenience features include power windows and locks, six-way power driver’s seat, cruise control, tilt steering column, steering wheel-mounted audio controls, Bluetooth-compatible Pioneer AM/FM/CD head unit, air conditioning, and center console with cup holders for the first- and second-row passengers.

Instrumentation consists of a 155-mph speedometer, 7,000-rpm tachometer, and gauges for the temperature, oil pressure, voltage, and fuel level. The digital odometer shows 60,133 miles; the AutoCheck report’s latest mileage figure of 43,880 miles was recorded in October 2016.

The air channeled through the hood scoop feeds an LS1 5.7-liter V8, which was factory-rated to produce 325 horsepower and 350 lb-ft of torque. This car’s engine comes equipped with an LS6 intake manifold and a revised camshaft profile. In addition, the EGR system was deleted. A 4L60-E four-speed automatic sends the LS1’s grunt to the Zexel Torsen limited-slip rear differential. A High Performance Ride and Handling Suspension, power disc brakes with ABS, and traction control are in place to keep this Camaro out of ditches and on the road for another 24 years.

Where will this 2002 Chevrolet Camaro SS Coupe be in the year 2050? If you want it to be in your garage then, bid on it before the auction ends on Friday, February 20, 2026, at 11:30 a.m. (MST).

Visit the AutoHunter listing for more information and a photo gallery