The last time Toyota had a convertible in its lineup was over 15 years ago in 2008. That car, the Solara, lived for two generations and had essentially replaced the Camry coupe. Ultimately, its demise was due to sales numbers (or the lack thereof). Toyota was known for having a few memorable convertibles prior to the Solara, though. One of them was jointly manufactured via an arrangement with American Sunroof Company (ASC) right here in the United States. And today, we get to look at one of those cars.
“Looking for that Sunday drive-around convertible?” the listing begins. “Look no further. This 1985 Toyota Celica GT-S will do the trick.”
The third-generation Celica compact sports car came out in 1981 and was available in liftback and notchback coupe body styles. For the 1984 model year, American Sunroof Company (ASC) customized 200 GT-S Celicas by making them into convertibles. In 1985, another 4,248 units were produced. One of the things that made this a unique car was that it was the last of the rear-wheel drive Celicas. For model year 1986, the car transitioned to a completely new platform that was available only in all-wheel drive or front-wheel drive.
Speaking of powertrains, momentum comes from a 2.4-liter “22RE” motor paired with a five-speed manual transmission. “Car has been gone through and runs like a top,” the seller says. “It has a new roof, had a new muffler installed, really good tires, A/C works great. Car is ready to drive.” The odometer shows just 95,822 miles, which by Toyota standards, isn’t a very long distance to have traveled.
The seller’s listing talks about how reliable the 22RE motor was, and the statements are true. According to a history of this engine, it first went into production in 1981 and remained until 1995. Besides the Celica, this robust (yet also fuel-efficient) powerplant went into vehicles including the pickup and the 4Runner.
Today’s featured car looks to be largely original with exception of the BFGoodrich white-letter tires and a Sony AM/FM/CD head unit. My favorite exterior attributes are the aggressive color-keyed fender flares. Included in the listing is a photo of the VIN placard which shows a manufacture date of December 1984. This car will be turning 40 years old later this year!
The asking price is $14,900, which seems like a fair deal for a limited-production, low-mileage reminder of Toyota’s convertible days.
For the 1972 model year, the federal government of the United States of America mandated for all cars sold in the home market to lower the compression of engines to reduce NOx, a major contributor of smog and acid rain. Additionally, these revamped engines were to be capable of using low-lead or unleaded fuel. General Motors rushed and lowered compressions for all its 1971 engines, while others in Detroit and Kenosha waited until the 1972 mandate. Or did they?
The 455 HO was available in the 1971 Pontiac T-37, among the fastest of GM’s low-compression cars.
Preface Compared to the high-performance zenith of 1970, GM’s top engines took a hit for 1971. The LS6 454 was rated at 450 horsepower in 1970 but fell to 425 (325 net). Buick’s 455 Stage 1 went from an underrated 360 horsepower to 345 (275 net), while Oldsmobile’s W30 455 dropped from 370 horses to 350 (300 net). Pontiac was in a different situation because its top engine in 1970 was a 400 and not the 455 so, thanks to some clever engineering, the 1970 455/360 fell to 335 horses (310 net) but was actually a faster, more well-rounded engine.
This 1971 Mustang Mach I features a 429 Cobra Jet but, late in the model year, a new 351 Cobra Jet joined the engine roster.
Ford Motor Company The 429 Cobra Jet continued to be available for mid-size cars, but the big news was its availability for the Mustang and Cougar. However, the small-blocks was where Ford played with compression. The 1970 351-4V was rated at 300 horsepower with 11.0 to 1 compression but, for 1971, compression fell to 10.7 to 1 and horsepower fell by 15. That’s hardly a low-compression engine able to use regular fuel but, in May 1971. Ford introduced the 351 Cobra Jet. This 280-horse, 9.0 to 1 compression engine was an option on all Mustang models save the Boss 351, either with a four-speed manual or three-speed automatic. It also required the Competition Suspension to be ordered. “351-CJ offers excellent performance and handling characteristics on regular fuel,” announced Ford. “The 351-CJ is a mid-range, high-performance version of the 351-4V and is being offered to take advantage of growing interest of sports/performance enthusiasts in a lighter weight, lower displacement and better handling engines.” Ford claimed the 351 Cobra Jet covered 50 more feet in 10 seconds from a standing start than the regular 4V 351 – all on regular fuel.
The 351 Cobra Jet was able to impress despite its regular-fuel requirements thanks to open-chamber cylinder heads, high-lift cam, four-bolt main bearing caps, 4300D carb, special intake manifolds, and standard 3.50 rear. However, when the model year finished, only 145 Mustangs were built with the 351 Cobra Jet. Certainly, the late introduction was one problem, but the engine also cost $194 when the regular 4V cost $93. While that sounds like it was a loss for Ford, the 351 Cobra Jet officially replaced the 351-4V for 1972, with mild changes and 8.5 to 1 compression resulting in a 266 net horsepower (248 for mid-size cars). Production of this engine was also expanded to Mercurys, and it would continue to be offered through 1974.
The top engine for the base 1971 Challenger was the 383, while the Challenger R/T started with the 383.
Chrysler Corporation The Hemi (425 horsepower gross, 350 net) continued to be the one to beat in 1971, and the 440 four-barrel and six-barrel engines were its supporting cast, though the latter two featured slight cuts in compression (0.2) with a loss of five horses each – they now were rated at 370 (305 net) and 385 (330 net) horsepower. The 340 small-block featured a new Thermo-Quad but still carried a 275-horse (235 net) rating and high-compression. So, what about the 383, the engine made famous by the Plymouth Road Runner?
Likewise, the 383 was the top engine available for the Barracuda and Gran Coupe, but the ‘Cuda started with the 383.
Knowledgeable enthusiasts know the Road Runner started with a 335-horsepower 383 while non-performance models had a 383 offering 330 horsepower with a smaller camshaft, though both featured 9.5 to 1 compression (10.0 in 1968-69). For 1971, the 383 was reduced to one version and was rated at 300 horsepower (250 net). Glance at the compression ratio specs and you’ll note that the 383 four-barrel now featured 8.5 to 1 compression, meaning it could be operated on regular fuel one year before the mandate.
1971 Javelin AMX
American Motors Corporation The 401 was new at AMC for 1971, replacing the 390 that had been available since 1968. The new engine featured 330 horsepower and 10.2 to 1 compression. According to dealer literature, “All 1971 American Motor passenger-car engines, except for the new 401 V8, will have new lower compression ratios to permit efficient operation with the new “low-lead”, lower octane fuels.” The 360, offered in 1970 with 290 horsepower and 10.0 to 1 compression, now featured 285 horses with 8.5 to 1 compression.
Available for half the model year, the 1971 Hornet SC/360 was available with an optional 360 four-barrel capable of using regular fuel.
The 401 was new at AMC for 1971, replacing the 390 that had been available since 1968. The new engine featured 330 horsepower and 10.2 to 1 compression. According to dealer literature, “All 1971 American Motor passenger-car engines, except for the new 401 V8, will have new lower compression ratios to permit efficient operation with the new “low-lead”, lower octane fuels.” The 360, offered in 1970 with 290 horsepower and 10.0 to 1 compression, now featured 285 horses with 8.5 to 1 compression.
In the middle of the model year, AMC made a running change on the 401 and, with new heads, had 9.5 to 1 compression, but that wasn’t quite a regular-fuel engine. Of course, for 1972, the 401’s compression was 8.5 to 1.
For the 1972 model year, the federal government of the United States of America mandated for all cars sold in the home market to lower the compression of engines to reduce NOx, a major contributor of smog and acid rain. Additionally, these revamped engines were to be capable of using low-lead or unleaded fuel. General Motors rushed and lowered compressions for all its 1971 engines, while others in Detroit and Kenosha waited until the 1972 mandate. Or did they?
The 455 HO was available in the 1971 Pontiac T-37, among the fastest of GM’s low-compression cars.
Preface Compared to the high-performance zenith of 1970, GM’s top engines took a hit for 1971. The LS6 454 was rated at 450 horsepower in 1970 but fell to 425 (325 net). Buick’s 455 Stage 1 went from an underrated 360 horsepower to 345 (275 net), while Oldsmobile’s W30 455 dropped from 370 horses to 350 (300 net). Pontiac was in a different situation because its top engine in 1970 was a 400 and not the 455 so, thanks to some clever engineering, the 1970 455/360 fell to 335 horses (310 net) but was actually a faster, more well-rounded engine.
This 1971 Mustang Mach I features a 429 Cobra Jet but, late in the model year, a new 351 Cobra Jet joined the engine roster.
Ford Motor Company The 429 Cobra Jet continued to be available for mid-size cars, but the big news was its availability for the Mustang and Cougar. However, the small-blocks was where Ford played with compression. The 1970 351-4V was rated at 300 horsepower with 11.0 to 1 compression but, for 1971, compression fell to 10.7 to 1 and horsepower fell by 15. That’s hardly a low-compression engine able to use regular fuel but, in May 1971. Ford introduced the 351 Cobra Jet. This 280-horse, 9.0 to 1 compression engine was an option on all Mustang models save the Boss 351, either with a four-speed manual or three-speed automatic. It also required the Competition Suspension to be ordered. “351-CJ offers excellent performance and handling characteristics on regular fuel,” announced Ford. “The 351-CJ is a mid-range, high-performance version of the 351-4V and is being offered to take advantage of growing interest of sports/performance enthusiasts in a lighter weight, lower displacement and better handling engines.” Ford claimed the 351 Cobra Jet covered 50 more feet in 10 seconds from a standing start than the regular 4V 351 – all on regular fuel.
The 351 Cobra Jet was able to impress despite its regular-fuel requirements thanks to open-chamber cylinder heads, high-lift cam, four-bolt main bearing caps, 4300D carb, special intake manifolds, and standard 3.50 rear. However, when the model year finished, only 145 Mustangs were built with the 351 Cobra Jet. Certainly, the late introduction was one problem, but the engine also cost $194 when the regular 4V cost $93. While that sounds like it was a loss for Ford, the 351 Cobra Jet officially replaced the 351-4V for 1972, with mild changes and 8.5 to 1 compression resulting in a 266 net horsepower (248 for mid-size cars). Production of this engine was also expanded to Mercurys, and it would continue to be offered through 1974.
The top engine for the base 1971 Challenger was the 383, while the Challenger R/T started with the 383.
Chrysler Corporation The Hemi (425 horsepower gross, 350 net) continued to be the one to beat in 1971, and the 440 four-barrel and six-barrel engines were its supporting cast, though the latter two featured slight cuts in compression (0.2) with a loss of five horses each – they now were rated at 370 (305 net) and 385 (330 net) horsepower. The 340 small-block featured a new Thermo-Quad but still carried a 275-horse (235 net) rating and high-compression. So, what about the 383, the engine made famous by the Plymouth Road Runner?
Likewise, the 383 was the top engine available for the Barracuda and Gran Coupe, but the ‘Cuda started with the 383.
Knowledgeable enthusiasts know the Road Runner started with a 335-horsepower 383 while non-performance models had a 383 offering 330 horsepower with a smaller camshaft, though both featured 9.5 to 1 compression (10.0 in 1968-69). For 1971, the 383 was reduced to one version and was rated at 300 horsepower (250 net). Glance at the compression ratio specs and you’ll note that the 383 four-barrel now featured 8.5 to 1 compression, meaning it could be operated on regular fuel one year before the mandate.
1971 Javelin AMX
American Motors Corporation The 401 was new at AMC for 1971, replacing the 390 that had been available since 1968. The new engine featured 330 horsepower and 10.2 to 1 compression. According to dealer literature, “All 1971 American Motor passenger-car engines, except for the new 401 V8, will have new lower compression ratios to permit efficient operation with the new “low-lead”, lower octane fuels.” The 360, offered in 1970 with 290 horsepower and 10.0 to 1 compression, now featured 285 horses with 8.5 to 1 compression.
Available for half the model year, the 1971 Hornet SC/360 was available with an optional 360 four-barrel capable of using regular fuel.
The 401 was new at AMC for 1971, replacing the 390 that had been available since 1968. The new engine featured 330 horsepower and 10.2 to 1 compression. According to dealer literature, “All 1971 American Motor passenger-car engines, except for the new 401 V8, will have new lower compression ratios to permit efficient operation with the new “low-lead”, lower octane fuels.” The 360, offered in 1970 with 290 horsepower and 10.0 to 1 compression, now featured 285 horses with 8.5 to 1 compression.
In the middle of the model year, AMC made a running change on the 401 and, with new heads, had 9.5 to 1 compression, but that wasn’t quite a regular-fuel engine. Of course, for 1972, the 401’s compression was 8.5 to 1.
For the 1972 model year, the federal government of the United States of America mandated for all cars sold in the home market to lower the compression of engines to reduce NOx, a major contributor of smog and acid rain. Additionally, these revamped engines were to be capable of using low-lead or unleaded fuel. General Motors rushed and lowered compressions for all its 1971 engines, while others in Detroit and Kenosha waited until the 1972 mandate. Or did they?
The 455 HO was available in the 1971 Pontiac T-37, among the fastest of GM’s low-compression cars.
Preface Compared to the high-performance zenith of 1970, GM’s top engines took a hit for 1971. The LS6 454 was rated at 450 horsepower in 1970 but fell to 425 (325 net). Buick’s 455 Stage 1 went from an underrated 360 horsepower to 345 (275 net), while Oldsmobile’s W30 455 dropped from 370 horses to 350 (300 net). Pontiac was in a different situation because its top engine in 1970 was a 400 and not the 455 so, thanks to some clever engineering, the 1970 455/360 fell to 335 horses (310 net) but was actually a faster, more well-rounded engine.
This 1971 Mustang Mach I features a 429 Cobra Jet but, late in the model year, a new 351 Cobra Jet joined the engine roster.
Ford Motor Company The 429 Cobra Jet continued to be available for mid-size cars, but the big news was its availability for the Mustang and Cougar. However, the small-blocks was where Ford played with compression. The 1970 351-4V was rated at 300 horsepower with 11.0 to 1 compression but, for 1971, compression fell to 10.7 to 1 and horsepower fell by 15. That’s hardly a low-compression engine able to use regular fuel but, in May 1971. Ford introduced the 351 Cobra Jet. This 280-horse, 9.0 to 1 compression engine was an option on all Mustang models save the Boss 351, either with a four-speed manual or three-speed automatic. It also required the Competition Suspension to be ordered. “351-CJ offers excellent performance and handling characteristics on regular fuel,” announced Ford. “The 351-CJ is a mid-range, high-performance version of the 351-4V and is being offered to take advantage of growing interest of sports/performance enthusiasts in a lighter weight, lower displacement and better handling engines.” Ford claimed the 351 Cobra Jet covered 50 more feet in 10 seconds from a standing start than the regular 4V 351 – all on regular fuel.
The 351 Cobra Jet was able to impress despite its regular-fuel requirements thanks to open-chamber cylinder heads, high-lift cam, four-bolt main bearing caps, 4300D carb, special intake manifolds, and standard 3.50 rear. However, when the model year finished, only 145 Mustangs were built with the 351 Cobra Jet. Certainly, the late introduction was one problem, but the engine also cost $194 when the regular 4V cost $93. While that sounds like it was a loss for Ford, the 351 Cobra Jet officially replaced the 351-4V for 1972, with mild changes and 8.5 to 1 compression resulting in a 266 net horsepower (248 for mid-size cars). Production of this engine was also expanded to Mercurys, and it would continue to be offered through 1974.
The top engine for the base 1971 Challenger was the 383, while the Challenger R/T started with the 383.
Chrysler Corporation The Hemi (425 horsepower gross, 350 net) continued to be the one to beat in 1971, and the 440 four-barrel and six-barrel engines were its supporting cast, though the latter two featured slight cuts in compression (0.2) with a loss of five horses each – they now were rated at 370 (305 net) and 385 (330 net) horsepower. The 340 small-block featured a new Thermo-Quad but still carried a 275-horse (235 net) rating and high-compression. So, what about the 383, the engine made famous by the Plymouth Road Runner?
Likewise, the 383 was the top engine available for the Barracuda and Gran Coupe, but the ‘Cuda started with the 383.
Knowledgeable enthusiasts know the Road Runner started with a 335-horsepower 383 while non-performance models had a 383 offering 330 horsepower with a smaller camshaft, though both featured 9.5 to 1 compression (10.0 in 1968-69). For 1971, the 383 was reduced to one version and was rated at 300 horsepower (250 net). Glance at the compression ratio specs and you’ll note that the 383 four-barrel now featured 8.5 to 1 compression, meaning it could be operated on regular fuel one year before the mandate.
1971 Javelin AMX
American Motors Corporation The 401 was new at AMC for 1971, replacing the 390 that had been available since 1968. The new engine featured 330 horsepower and 10.2 to 1 compression. According to dealer literature, “All 1971 American Motor passenger-car engines, except for the new 401 V8, will have new lower compression ratios to permit efficient operation with the new “low-lead”, lower octane fuels.” The 360, offered in 1970 with 290 horsepower and 10.0 to 1 compression, now featured 285 horses with 8.5 to 1 compression.
Available for half the model year, the 1971 Hornet SC/360 was available with an optional 360 four-barrel capable of using regular fuel.
The 401 was new at AMC for 1971, replacing the 390 that had been available since 1968. The new engine featured 330 horsepower and 10.2 to 1 compression. According to dealer literature, “All 1971 American Motor passenger-car engines, except for the new 401 V8, will have new lower compression ratios to permit efficient operation with the new “low-lead”, lower octane fuels.” The 360, offered in 1970 with 290 horsepower and 10.0 to 1 compression, now featured 285 horses with 8.5 to 1 compression.
In the middle of the model year, AMC made a running change on the 401 and, with new heads, had 9.5 to 1 compression, but that wasn’t quite a regular-fuel engine. Of course, for 1972, the 401’s compression was 8.5 to 1.
The single classic car question I am probably asked more than any other is what is a good first classic car to buy. If the person is looking for an American car, my first answer is always a classic 1964 1/2 to 1970 Ford Mustang. The reasons for this are simple. To begin with, of all the classic American cars out there the one that is the best supported with parts, service, and knowledgeable technicians and restorers is the Mustang. The second reason is that a Mustang is a classic car that everyone understands, regardless of their age and interests. No one ever wonders why you buy a Mustang. They offer great styling, are both easy and fun to drive, and are possibly the simplest classic cars to maintain.
In addition, there is a Mustang for every taste and budget, from an inexpensive base model six-cylinder car to the top of the heap million dollar plus 1965 Shelby GT350R. No matter what your budget, there is a Mustang out there for you.
The Mustang featured in this AutoHunter Spotlight is on the entry level side, since it’s a 1965 coupe equipped with a 200ci inline-six. It is not the fastest Mustang out there, but it offers everything that make the Mustang the iconic car it is today.
The seller describes this as a restored 1965 Ford Mustang hardtop that is powered by a non-original 200cid I6 and backed by a three-speed manual transmission. Features include power steering, a Kenwood digital AM/FM/CD radio, new Omega Kustom Instruments gauges, and power front disc brakes. Finished in Wimbledon White over a blue vinyl interior, this Mustang comes from the selling dealer with a clear title.
I love that the car is equipped with power steering, as this makes it an easy driver. The disc brakes only make it that much better and safer on modern roads as well. I am also that weird person who truly likes the 3-speed manual gearbox this car is equipped with.
The exterior description by the seller is both complete and thorough. They state that during the restoration, the body was finished in the original color of Wimbledon White (code M). They add that features include chrome bumpers, rocker and wheel well trim, a fender-mounted antenna, and dual rearview mirrors. The selling dealer goes on to disclose that a body filler spot is present on the lower front part of the driver’s door and that there are some small marks present on the door. These car be seen in the photo gallery.
The interior is also well described. The seller states that it is furnished with blue vinyl (code 82) front bucket seats with a matching rear seat surrounded by blue vinyl door panels and blue trim. Features include manual windows, a center console with a storage compartment and cup holders, an aftermarket chrome tilt steering column, a floor-mounted manual transmission shifter, and a Kenwood AM/FM/CD stereo. In addition, a set of Omega Kustom Instruments gauges have been added which includes a 140-mph speedometer, an 8,000-rpm tachometer, and readouts for the fuel level, coolant temperature, oil pressure, and voltage that are located ahead of the driver. The digital odometer reads 1,465 miles, which represents the miles added since the completion of the restoration.
The car looks great under the hood and there are many pictures in the gallery of the listing.
Sure, a 1965 Mustang is not a speed demon, but the 200ci inline-six is a durable and usable engine, and what it lacks in power it makes up for in torque. It also sounds good and there are numerous mods you can do if you, for some reason, need more power. If it were me, I would leave it alone and just drive and enjoy this car.
These first series Mustangs with inline 6 engines make the perfect starting point for classic American car collecting and this car would be welcome in my garage anytime.
The auction for this 1965 Ford Mustang coupe ends Tuesday, March 26, 2024 at 11:15 a.m. (PDT)
The single classic car question I am probably asked more than any other is what is a good first classic car to buy. If the person is looking for an American car, my first answer is always a classic 1964 1/2 to 1970 Ford Mustang. The reasons for this are simple. To begin with, of all the classic American cars out there the one that is the best supported with parts, service, and knowledgeable technicians and restorers is the Mustang. The second reason is that a Mustang is a classic car that everyone understands, regardless of their age and interests. No one ever wonders why you buy a Mustang. They offer great styling, are both easy and fun to drive, and are possibly the simplest classic cars to maintain.
In addition, there is a Mustang for every taste and budget, from an inexpensive base model six-cylinder car to the top of the heap million dollar plus 1965 Shelby GT350R. No matter what your budget, there is a Mustang out there for you.
The Mustang featured in this AutoHunter Spotlight is on the entry level side, since it’s a 1965 coupe equipped with a 200ci inline-six. It is not the fastest Mustang out there, but it offers everything that make the Mustang the iconic car it is today.
The seller describes this as a restored 1965 Ford Mustang hardtop that is powered by a non-original 200cid I6 and backed by a three-speed manual transmission. Features include power steering, a Kenwood digital AM/FM/CD radio, new Omega Kustom Instruments gauges, and power front disc brakes. Finished in Wimbledon White over a blue vinyl interior, this Mustang comes from the selling dealer with a clear title.
I love that the car is equipped with power steering, as this makes it an easy driver. The disc brakes only make it that much better and safer on modern roads as well. I am also that weird person who truly likes the 3-speed manual gearbox this car is equipped with.
The exterior description by the seller is both complete and thorough. They state that during the restoration, the body was finished in the original color of Wimbledon White (code M). They add that features include chrome bumpers, rocker and wheel well trim, a fender-mounted antenna, and dual rearview mirrors. The selling dealer goes on to disclose that a body filler spot is present on the lower front part of the driver’s door and that there are some small marks present on the door. These car be seen in the photo gallery.
The interior is also well described. The seller states that it is furnished with blue vinyl (code 82) front bucket seats with a matching rear seat surrounded by blue vinyl door panels and blue trim. Features include manual windows, a center console with a storage compartment and cup holders, an aftermarket chrome tilt steering column, a floor-mounted manual transmission shifter, and a Kenwood AM/FM/CD stereo. In addition, a set of Omega Kustom Instruments gauges have been added which includes a 140-mph speedometer, an 8,000-rpm tachometer, and readouts for the fuel level, coolant temperature, oil pressure, and voltage that are located ahead of the driver. The digital odometer reads 1,465 miles, which represents the miles added since the completion of the restoration.
The car looks great under the hood and there are many pictures in the gallery of the listing.
Sure, a 1965 Mustang is not a speed demon, but the 200ci inline-six is a durable and usable engine, and what it lacks in power it makes up for in torque. It also sounds good and there are numerous mods you can do if you, for some reason, need more power. If it were me, I would leave it alone and just drive and enjoy this car.
These first series Mustangs with inline 6 engines make the perfect starting point for classic American car collecting and this car would be welcome in my garage anytime.
The auction for this 1965 Ford Mustang coupe ends Tuesday, March 26, 2024 at 11:15 a.m. (PDT)
The single classic car question I am probably asked more than any other is what is a good first classic car to buy. If the person is looking for an American car, my first answer is always a classic 1964 1/2 to 1970 Ford Mustang. The reasons for this are simple. To begin with, of all the classic American cars out there the one that is the best supported with parts, service, and knowledgeable technicians and restorers is the Mustang. The second reason is that a Mustang is a classic car that everyone understands, regardless of their age and interests. No one ever wonders why you buy a Mustang. They offer great styling, are both easy and fun to drive, and are possibly the simplest classic cars to maintain.
In addition, there is a Mustang for every taste and budget, from an inexpensive base model six-cylinder car to the top of the heap million dollar plus 1965 Shelby GT350R. No matter what your budget, there is a Mustang out there for you.
The Mustang featured in this AutoHunter Spotlight is on the entry level side, since it’s a 1965 coupe equipped with a 200ci inline-six. It is not the fastest Mustang out there, but it offers everything that make the Mustang the iconic car it is today.
The seller describes this as a restored 1965 Ford Mustang hardtop that is powered by a non-original 200cid I6 and backed by a three-speed manual transmission. Features include power steering, a Kenwood digital AM/FM/CD radio, new Omega Kustom Instruments gauges, and power front disc brakes. Finished in Wimbledon White over a blue vinyl interior, this Mustang comes from the selling dealer with a clear title.
I love that the car is equipped with power steering, as this makes it an easy driver. The disc brakes only make it that much better and safer on modern roads as well. I am also that weird person who truly likes the 3-speed manual gearbox this car is equipped with.
The exterior description by the seller is both complete and thorough. They state that during the restoration, the body was finished in the original color of Wimbledon White (code M). They add that features include chrome bumpers, rocker and wheel well trim, a fender-mounted antenna, and dual rearview mirrors. The selling dealer goes on to disclose that a body filler spot is present on the lower front part of the driver’s door and that there are some small marks present on the door. These car be seen in the photo gallery.
The interior is also well described. The seller states that it is furnished with blue vinyl (code 82) front bucket seats with a matching rear seat surrounded by blue vinyl door panels and blue trim. Features include manual windows, a center console with a storage compartment and cup holders, an aftermarket chrome tilt steering column, a floor-mounted manual transmission shifter, and a Kenwood AM/FM/CD stereo. In addition, a set of Omega Kustom Instruments gauges have been added which includes a 140-mph speedometer, an 8,000-rpm tachometer, and readouts for the fuel level, coolant temperature, oil pressure, and voltage that are located ahead of the driver. The digital odometer reads 1,465 miles, which represents the miles added since the completion of the restoration.
The car looks great under the hood and there are many pictures in the gallery of the listing.
Sure, a 1965 Mustang is not a speed demon, but the 200ci inline-six is a durable and usable engine, and what it lacks in power it makes up for in torque. It also sounds good and there are numerous mods you can do if you, for some reason, need more power. If it were me, I would leave it alone and just drive and enjoy this car.
These first series Mustangs with inline 6 engines make the perfect starting point for classic American car collecting and this car would be welcome in my garage anytime.
The auction for this 1965 Ford Mustang coupe ends Tuesday, March 26, 2024 at 11:15 a.m. (PDT)
Everyone wanted to be first by far with a postwar car, and Studebaker ended up being that brand. Every other manufacturer was anxious to unveil all-new vehicles, but a brand-new corporation was able to beat the others to the punch in 1947: Kaiser-Frazer Corporation was the upstart of the industry, and one of the company’s most majestic vehicles, a 1949 Kaiser Virginian, is our Pick of the Day. It’s listed for sale on ClassicCars.com by a dealership in Davenport, Iowa. (Click the link to view the listing)
Today he may be best known for founding a health care network, but industrialist Henry J. Kaiser teamed up with automotive executive Joseph W. Frazer to produce their automotive namesakes right after World War II. Howard “Dutch” Darrin styled the two brands, both four-door sedans featuring flush fenders and a 123.5-inch wheelbase. Initially, Kaisers were planned to be front-wheel-drive, but a number of complications made the company do an about-face and it ended up being a badge-engineered take of the more upmarket Frazer.
The Special was the only Kaiser available until the Custom debuted later in the model year. Every Kaiser (and Frazer) was powered by a 226cid L-head inline-six offering 100 horsepower, and all were hooked to a three-speed manual transmission. Customs were available with an optional intake and exhaust manifolds that upped horses by 12. Over 70,000 Kaisers were built in 1947, then another 92,000 for 1948. These were fine numbers for a new brand in a market full of car-hungry consumers, and Kaiser-Frazer’s balance sheet was strong as well. It wouldn’t last much longer.
For 1949, Kaisers (and Frazers) were given a nice restyle to keep them contemporary. However, competition from other Detroit manufacturers began to reveal the company’s weaknesses, which included an outclassed engine and the lack of an automatic transmission. Additionally, the issue of style came to the forefront when Oldsmobile, Buick, and Cadillac introduced proper two-door hardtop convertibles. Many manufacturers scrambled to create special-edition models to make up for the lack of a hardtop body style, but Kaiser had already been faking it with the Virginian. Though posing as a four-door hardtop, the Virginian was simply a nicely trimmed four-door sedan with a pair of thin chrome B-pillars with glass panes.
Characterized as a “the blueblood of all cars,” the Virginian combined the “sleek low lines of a convertible with the security of a steel roof, nylon-covered. And the custom-styled interior of a town car.” A harmonious blend of styling, color, and fabrics characterized the Virginian and set the tone for Kaisers to come, but the Virginian’s price was veering on Cadillac territory, a luxury brand powered by a modern OHV V8. This may explain why an estimated 946 Virginians were built between 1949-50.
This 1949 Kaiser Virginian has been garage-kept its whole existence and was in the hands of its previous owner for 60 years, having been restored in 1981. The engine has been rebuilt and, of course, it features a three-speed manual with optional overdrive. The interior features new upholstery. “Engine compartment is tidy,” says the seller.
This gray and blue hues look gorgeous, and the attempt to make a hardtop sedan is almost quaint yet comes off as quite striking. The Virginian is quite possibly a precursor to the Kaiser Dragon, another nicely trimmed model that would appear several years later, though the lack of V8 and hardtop style was the death knell for the company. However, for late 1940s high style, this $19,900 1949 Kaiser Virginian will crown you the Southern Belle of the road no matter your gender.
Everyone wanted to be first by far with a postwar car, and Studebaker ended up being that brand. Every other manufacturer was anxious to unveil all-new vehicles, but a brand-new corporation was able to beat the others to the punch in 1947: Kaiser-Frazer Corporation was the upstart of the industry, and one of the company’s most majestic vehicles, a 1949 Kaiser Virginian, is our Pick of the Day. It’s listed for sale on ClassicCars.com by a dealership in Davenport, Iowa. (Click the link to view the listing)
Today he may be best known for founding a health care network, but industrialist Henry J. Kaiser teamed up with automotive executive Joseph W. Frazer to produce their automotive namesakes right after World War II. Howard “Dutch” Darrin styled the two brands, both four-door sedans featuring flush fenders and a 123.5-inch wheelbase. Initially, Kaisers were planned to be front-wheel-drive, but a number of complications made the company do an about-face and it ended up being a badge-engineered take of the more upmarket Frazer.
The Special was the only Kaiser available until the Custom debuted later in the model year. Every Kaiser (and Frazer) was powered by a 226cid L-head inline-six offering 100 horsepower, and all were hooked to a three-speed manual transmission. Customs were available with an optional intake and exhaust manifolds that upped horses by 12. Over 70,000 Kaisers were built in 1947, then another 92,000 for 1948. These were fine numbers for a new brand in a market full of car-hungry consumers, and Kaiser-Frazer’s balance sheet was strong as well. It wouldn’t last much longer.
For 1949, Kaisers (and Frazers) were given a nice restyle to keep them contemporary. However, competition from other Detroit manufacturers began to reveal the company’s weaknesses, which included an outclassed engine and the lack of an automatic transmission. Additionally, the issue of style came to the forefront when Oldsmobile, Buick, and Cadillac introduced proper two-door hardtop convertibles. Many manufacturers scrambled to create special-edition models to make up for the lack of a hardtop body style, but Kaiser had already been faking it with the Virginian. Though posing as a four-door hardtop, the Virginian was simply a nicely trimmed four-door sedan with a pair of thin chrome B-pillars with glass panes.
Characterized as a “the blueblood of all cars,” the Virginian combined the “sleek low lines of a convertible with the security of a steel roof, nylon-covered. And the custom-styled interior of a town car.” A harmonious blend of styling, color, and fabrics characterized the Virginian and set the tone for Kaisers to come, but the Virginian’s price was veering on Cadillac territory, a luxury brand powered by a modern OHV V8. This may explain why an estimated 946 Virginians were built between 1949-50.
This 1949 Kaiser Virginian has been garage-kept its whole existence and was in the hands of its previous owner for 60 years, having been restored in 1981. The engine has been rebuilt and, of course, it features a three-speed manual with optional overdrive. The interior features new upholstery. “Engine compartment is tidy,” says the seller.
This gray and blue hues look gorgeous, and the attempt to make a hardtop sedan is almost quaint yet comes off as quite striking. The Virginian is quite possibly a precursor to the Kaiser Dragon, another nicely trimmed model that would appear several years later, though the lack of V8 and hardtop style was the death knell for the company. However, for late 1940s high style, this $19,900 1949 Kaiser Virginian will crown you the Southern Belle of the road no matter your gender.
This first-year Nomad leaves little to be desired for the restomod enthusiast. It was treated to a frame-off overhaul in Regal Turquoise and comes with all the creature comforts of the modern era like power windows, power disc brakes, power steering, air conditioning, and a Custom Autosound stereo system. It is being sold by a dealer in New Braunfels, Texas, and the auction will end on Tuesday.
Penned by General Motors designer Harley Earl, the original Nomad first came to life exactly 70 years ago in 1954 at General Motors’ “Motorama” show. Motorama has an interesting story all its own: The event first started in 1949 as a glorified auto show at the elite Waldorf Astoria hotel in New York City. In 1953, the annual show started to travel around the country, but it still started at the same hotel.
There were 1.9 million visitors who attended the event in 1954 – the year in which the Nomad debuted. One thing that made the Nomad concept car unique was that it used the front fascia of the Corvette. By the time the car went into production for the inaugural 1955 model year, it used the “A-body” platform which underpinned other GM cars of the time.
The restoration of today’s featured car appears to have left no stone unturned. Even the exterior lighting was upgraded to modern LED, and the 20-inch Ridler Style 607 wheels give a more aggressive stance to this souped-up station wagon. The car will come with a binder of photographs that chronicle the restoration process. Also provided is a four-minute walk-around video showing the exterior, interior, cargo area, engine bay, and a start-up.
While not having a sports car body design, this wagon definitely has the performance upgrades to make it a capable cruiser. Power comes from a 5.7-liter V8 that has received aluminum valve covers, an Edelbrock fuel-injection system, and much more. This wagon can haul, in more ways than one.
By the way, it took more than 100 trucks each year to transport Motorama shows to the various destinations between 1953 and the final event in 1961. That effort was perhaps one of the reasons why the event was phased out. In its place, the traditional single-city-based auto shows would serve to introduce the public to the latest in automotive design and engineering.
