Journal Classic Cars

More than a decade ago, I went to an archery range with my buddy Jacob so he could shoot targets with his compound bow. When he started talking about all the upgrades he could make to it, I had an epiphany: any interest or hobby can be as expensive as you want it to be. For example, many people are fascinated by outer space. Some watch YouTube videos about it. Others buy fancy telescopes. One family commissioned the one-off Rolls-Royce Cullinan Cosmos.

Working with Rolls-Royce’s Private Office Dubai, the clients created a special Cullinan inspired by their love of the stars and solar system—a passion they share with their four-year-old son. The exterior is finished in Arabescato Pearl, a color which Rolls-Royce says recalls “the soft lustre of moonlight across a midnight sky.” Dual hand-painted Charles Blue pinstripes add subtle contrast while the illuminated Spirit of Ecstasy serves as a sort of North Star at night.

All Rolls-Royce interiors are quiet and serene, but the Cullinan Cosmos’s cabin was designed with the stillness of space in mind. The seats are covered in the soft colors of Charles Blue and Grace White leather, and accented with Grace White stitching and piping. The high-gloss Piano White trim does more than coordinate with the color scheme—it also resembles the finish applied to satellites. A custom-made Star Cluster design was painted by hand on the passenger side of the dashboard and embroidered onto the door panels and headrests.

Fittingly, the Cullinan Cosmos’s most impressive feature is up above. For several years, Rolls-Royce has been producing vehicles with its distinctive Starlight Headliner, which uses small embedded lights to mimic the nighttime sky. The Cullinan Cosmos takes that craftsmanship into the stratosphere because it’s the first one painted by hand.

One of the automaker’s in-house artisans spent over 160 hours and laid down 20-plus layers of acrylic paint with a variety of brushes to recreate the stars and cosmic mist of the Milky Way. Once the paint was dry and sealed, the perforations for the fiber-optic lighting were made—by hand, of course.

The price for this level of customization and artistry? Rolls-Royce hasn’t said, but we’re willing to guess that it’s out of this world.

Today’s AutoHunter Spotlight is a groundbreaking car: a 1973 Datsun 240Z offered by a private party in San Jose, California. This might sound like a weird way to start off an AutoHunter Spotlight, but for years I simply hated the Datsun 240Z. This had nothing to do with the way the car drove, the way the car looked, or anything else logical. I hated the 240Z because it represented the final nail in the coffin for both the British and small-bore Italian car markets.

Looking at it logically, if you were in the market for a sports car in 1970 and bought, say, an MGB, TR6, or Alfa GTV instead of the 240Z, you were quite honestly making a choice to pay more for a lesser car. Some people did this, but the 240Z was so far ahead of every single one of its competitors—including on the racetrack—making that choice was nothing short of crazy. That’s why I hated the 240Z: It made so many cars I loved not only seem arcane but also instantaneously irrelevant in the world of sports cars.

My feelings began to change in the late 1980s, when I got to drive my friend Kevin Jordan’s 240Z for the first time. At that point I grudgingly accepted that the 240Z was truly a revolutionary car for its era.

Fast-forward 20 years: while working for Classic Motorsports magazine, I had the opportunity to help manage the Classic Motorsports Mitty, where we were celebrating both Datsun and the BRE racing team. I spent the week with literally every living member of the BRE team from that era, including Pete Brock and John Morton. Listening to their stories of that time made me understand that the Datsun Z’s history was just as amazing—and in some ways more so—as that of all the cars I felt it had killed. Today I love the 240Z and not only think it is probably the best choice for a first-time classic sports car buyer, but also that every important sports car collection should include one.

The seller describes this 240Z as powered by a reportedly numbers-matching 2.4-liter inline-six mated to a four-speed manual transmission. The car is finished in its correct Lime Yellow (paint code 112) over an interior in the correct black vinyl pattern and material. It is being offered by the seller with an owner’s manual and a clear title.

The seller reports this 240Z underwent a frame-up restoration in 2007, and it shows. The paint and bodywork look excellent; the only flaw I saw was the lack of the 240Z emblem on the rear hatch of the car (something easily corrected, which I would personally see to). The car also features dual black side mirrors (technically not correct, but they look good) and era-correct dealer-offered rocker side stripes. This is a nice-looking example. Oh, and as an aside, Lime Yellow is my absolute favorite color for the 240Z.

The interior is just as nice. The dash, which is prone to crack, looks to be in excellent condition. The seats are also correct, with the right vinyl used and the 240Z seat vents in place. The only changes I could see were the aftermarket steering wheel (which I would replace with a stock wheel, as it looks cooler) and the addition of an Alpine stereo, which I would leave alone, as the stock Datsun radio is terrible.

Under the hood is a correct (and what the seller says is numbers-matching) Datsun L24 2.4-liter SOHC inline-six engine with two correct Hitachi carburetors. It is backed by the standard Datsun four-speed manual gearbox. Everything looks to be excellent and pretty much correct. According to the seller, this engine was rebuilt when the car was restored in 2007. I personally appreciate that while everything is super clean, details like the cam cover have not been polished to an incorrect mirror finish, something I see all the time.

The 240Z has bounced up and down in the market for the last 10 or so years, with some of the very best examples selling for more than $100,000. The market has settled down a bit in the last few years, so they are now more affordable. To me, that makes a 240Z as nice as this example something I would not hesitate to make some serious bids on, as I feel we have not seen the end of what this model will do in the classic car market.

The Datsun 240Z is a true iconic sports car of the 1970s, combining great performance and incredible reliability in a very fun-to-drive package, and examples this good are becoming harder and harder to find. If you are interested, though, I would either register on our site or log in if you are already registered, as the auction for this very nice 1973 Datsun 240Z ends Wednesday, September 24, 2025, at 12:00 p.m. (PDT). If you need any more inspiration to bid, read the copy on the vintage 240Z magazine ad above—it says it all.

Visit the AutoHunter listing for more information and a photo gallery

Do you know any cars that are often misnamed? The Continental Mark II is a common example, as many people seem to call it a Lincoln. However, our Pick of the Day appears to have arguably confounded a greater number of enthusiasts. This 1967 Imperial Crown four-door sedan is listed for sale on ClassicCars.com by a private seller in Toronto, Ontario, Canada.   

The Imperial name was first used by Chrysler in 1926, two years after Chrysler was introduced to the American market. Imperials were high-end Chryslers, but they were a difficult match for established high-end marques because they were powered by six-cylinder engines. A straight-eight was introduced in 1931, helping give the model gravitas within the segment. Fancier Imperials running with the big boys would eventually receive the Imperial Custom name, but through the Great Depression, Chrysler’s Imperial Custom models offered fewer and fewer variants.

After the redesigned 1949 models, Imperial started to receive special styling distinction that had been missing for years, finally leading up to the unique “Forward Look” Imperials for 1955. This was the year that Imperial was spun-off from Chrysler and was considered a separate make.

When Chrysler Corporation introduced unitized construction for 1960, Imperials continued to be built on the same platform as they had been since 1955. This would continue through 1966, upon which Chrysler Corporation brought Imperial to the “Unibody” C-body platform shared with all full-size Chrysler Corporation vehicles.

These were the most Chrysler-looking Imperials since the spin-off 12 years earlier, though let’s not discount them because they were still 100 percent Imperial. Imperial models were base (four-door sedan), Crown (four-door hardtop and two-door hardtop and convertible), and LeBaron (four-door hardtop). Lantern-like cornering/parking lights and full-width semi-hidden taillights were two styling features that set Imperial apart; more subtle distinctions included walnut-grained exterior door-handle inserts and a passenger assist handle built into the padding of the instrument panel. Powering all Imperials was a 440ci V8 rated at 350 horsepower, helping Imperial maintain its reputation as the most roadable of America’s luxury brands.

This Regal Blue metallic 1967 Imperial Crown four-door hardtop was the most popular Imperial model and body style at 9,415 built, exceeding the next-most popular offering by over 6,000 units. “Rust-free body and undercarriage. Odometer shows approximately 105,000 miles,” says the seller. “The interior is in very good condition, with only slight wear showing on the driver’s seat. The air conditioning compressor was fully rebuilt about 2 years ago.” The engine was rebuilt 3,000 miles ago and now features an electronic ignition module. The 727 TorqueFlite was also rebuilt approximately 4,000 miles ago.

Adds the seller, “This car has been driven recently … on trips up to 500 kilometers long (round trip: 1000 km) with confidence.” With five new tires, this car sounds ready for a road trip. For $13,950, where would you go? And would you correct the folks who call it a Chrysler?

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

This year marked the 20th annual National Acura Legend Meet. Since 2005, the event has served as a “family reunion” for like-minded Acura owners and enthusiasts, and the community bond remains stronger than ever. (Here’s a story about last year’s program.)

Burlington, with a population of about 44,000 people, is the largest city in Vermont—known for its outdoor recreation and panoramic scenery. It is located on the shores of Lake Champlain and, most importantly, it offers some excellent driving roads. Husband-and-wife team and area locals Ty and Ashley MacWalters rolled out the red carpet with an event schedule that was brimming with fun activities in early September.

Background on the Community

The Legend laid the foundation for Honda’s luxury division as its flagship model back in 1986 and remained in production until it was replaced by the 3.5 RL in 1996. Over its decade in production, more than 400,000 units were sold in the United States. This year’s NALM attracted about 25 of those that remain on the roads, and they drove from 18 different states to attend (including Leon, who made the long haul from California). One devout attendee, Al, flew from his home in Alberta to Ontario so he could rent a car in Montreal and drive across the border for the festivities. The dedication of these folks is unmatched!

Attractions

Event highlights this year included a visit to Vermont Sports Car, a facility that designs and manufacturers competition cars, as well as a number of other noteworthy destinations. The group toured the world headquarters for Ben & Jerry’s ice cream—complete with free samples at the conclusion. A group photo was captured at Stowe Mountain, a favorite destination for world-class snow skiing. Finally, on the last day, the group convened at Veteran’s Memorial Park for a public “cars and coffee” event, which drew participants from around the community.

The Big 6-0-0

One of the noteworthy pieces of the program, for me anyway, was achieving the long-awaited 600,000-mile mark on my 1994 Legend LS coupe. With careful planning, I was able to roll the milestone at a precise date, time, and place—quite a feat, especially considering my drive from Arizona to Vermont alone was about 2,700 miles one-way.

Award Recipients

The competition was fierce, but Best of Show for this year’s NALM went to the Altrui family from Branford, Connecticut, who brought out their stunning 1993 Legend L coupe in Milano Red with fewer than 30,000 original miles on the odometer.

Recognitions were given for cars with the best paint, best interior, best wheels, and more. There was a special mention for all first-time attendees to the event, for the women who attended, and for NALM’s youngest attendee, four-month-old Hudson, who came with his parents Richard and Danielle from North Carolina. Lastly, the group made sure to give its long-time member Alan from Florida a hard time because he celebrated his 70th birthday during the week.

The Legend Lives On

Even though Legend owners experience the same struggles as other classic-car-owner groups (scarcity of replacement parts among them), enthusiasts have proven that the passion for keeping their cars on the road is well worth the hurdles and challenges. The overarching sense of “family” among the NALM group is the reason they come together year after year.

Proposals will be accepted beginning later this fall for the 2026 NALM event location. More information will be posted on the Acura Legend forums at this link.

There once was a time when Californian enthusiasts had to endure not being able to order certain new vehicles due to emissions regulations. Today, this can hold true for 17 states, as certain Dodge Durango variants will not be available based on state regulations.

Seventeen states? That’s the number that are not allowed to sell the Durango R/T and Hellcat, according to Car and Driver.

Those states follow the CARB (California Air Resources Board) emissions standard, a piece of California regulation that appears to have proliferated to 16 other states, including Colorado, Connecticut, Delaware, Maine, Maryland, Massachusetts, Minnesota, Nevada, New Jersey, New York, Oregon, Pennsylvania, Rhode Island, Vermont, Virginia, and Washington.

Dodge certainly could have made the 6.4-liter 392 Hemi and 6.2-liter Hellcat compliant with CARB, but the cost to do so possibly would have been greater than the profit potential. As such, consumers in CARB states are left with the Durango GT if a V8 is desired, in this case a 5.7-liter Hemi with 360 horsepower—a nice step up from the 295-horse V6 from previous GTs.

“As we prepare to begin production of the Durango SRT Hellcat Jailbreak later in Q4 and open for orders of the Durango R/T 392 by the end of the year, we continue to work with CARB on opportunities to sell these two powertrains in all states alongside the 5.7-liter Durango GT,” says a Dodge spokesperson.

Right now on AutoHunter, you can find this restored 1949 Chevrolet 3100, which is powered by a rebuilt 235ci I6 mated to a four-speed manual transmission. Finished in green and black over a brown cloth and black vinyl interior, this “Advance-Design” Chevy pickup is now offered by the selling dealer in Kansas with a clear title.

As part of the restoration, the body was refinished in green; the fenders and running boards were refinished in black. Exterior features include a chrome grille and bumpers, bright trim, two-piece windshield, dual mirrors, varnished wood bed floor planks, wrapped tailgate chains, and a single exhaust outlet.

The 15-inch wheels stand out because they’re red, equipped with chrome Chevrolet hub caps, and surrounded by 215/75 Firestone whitewall radials.

Inside the cab, the bench seat is covered in brown cloth and black vinyl. Features include manual windows, seat belts, aftermarket turn signal assembly, and a floor-mounted manual shifter.

Instrumentation consists of an 80-mph speedometer and gauges for the fuel level, battery, temperature, and oil pressure. The odometer shows 655 miles, but this truck is mileage-exempt, according to its title.

A rebuilt 235ci inline-six engine and a four-speed manual gearbox help this truck haul and tow. The I6 is fitted with a single-barrel carburetor, 12-volt electrical system, and alternator. A 4.11:1 rear end applies the six’s output to the road; manual front disc and rear drum brakes help ensure this 3100 keeps on truckin’.

If you’re in the market for a classic American truck with some thoughtful upgrades, bid on this 1949 Chevrolet 3100 before the end of the auction on Tuesday, September 23, 2025, at 12:00 p.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

The 1950s were a magical time for the auto industry in the U.S. The Big Three in Detroit—especially Ford and General Motors—were working to build some of the best cars on the planet. If one single car best demonstrated this, it was the Cadillac Eldorado Brougham. My Pick of the Day on ClassicCars.com is one of these cars, a 1958 Cadillac Eldorado Brougham offered by a dealer in Glendale, California.

The Eldorado Brougham was the very definition of a “halo” car: one that demonstrated exactly how great a car GM could make when they set aside things like budgets. These cars were literally hand-built at Cadillac, and the cost reflected that. In 1957-58, when a new Rolls-Royce cost $10,000, the price for the Eldorado Brougham was $13,074. Although you could choose from a myriad of 28 paint colors and 45 different interiors, the car had no added options because it came fully loaded from the factory.

Standard features included power steering, power brakes, power windows, power locks, power front seat with “favorite position” seat memory, alloy wheels and, of course, air conditioning. Also standard was a control to open, close, and lock the trunk from the glove compartment. Special switches in the rear doors stopped the transmission from shifting into a driving gear while the rear doors were open. Every Eldorado Brougham was also delivered with a full vanity set, including four metal drink tumblers with a magnetic tray in the glovebox to hold them, a tissue holder, and a special cigarette case.

For the female driver or passenger, there was an Evans compact case that included a comb, mirror, cigarette case, lipstick, coin holder, and powder. In the rear, a special compartment contained a small leather notebook with Cross pencil, beveled mirror, and a perfume atomizer with an ounce of Arpège Extrait de Lanvin perfume.

These were simply the finest luxury cars in the world at that time.

With the price being so high, Cadillac did not sell many 1957-58 Eldorado Broughams. Total production in 1957 was 400 cars, with another 304 built in 1958, making them the one of the rarest production Cadillacs ever.

The seller states that this example is an older restoration done by White Post Restorations in Virginia that cost over $70,000. Work included converting the factory air suspension to a conventional system (a common practice when restoring these cars), a full repaint, replacing all chrome, and lots of other mechanical work, including going through the engine. The car has covered 44,000 miles from new and is finished in Copenhagen Blue with a black leather interior. Both the paint and interior look to be in excellent condition.

Under the hood is the same, featuring a tidy-looking engine compartment with no issues to be seen in the provided photos.

The underside of the car is also exceptionally clean, with no rust visible at all in any of the many provided photos in the listing.

These cars are extremely special and do not come up for sale more than a few times a year. They are eligible for concours events across the world and also are one of the nicest 1950s cars to drive, whether you’re on a long or short trip. There is just an elegance to the Eldorado Brougham that surpasses just about every other luxury car of the era.

If you are looking for the best of the best of the 1950s, this is your car. The asking price for this stunning Cadillac is $115,000, which is well in line for the current market for these rare and special vehicles. The chances of passing one on the road are all but non-existent; this car is guaranteed to draw a crowd wherever you go.

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

I’ve had a few cars over the years, from a 1992 Toyota Cressida (complete with a built-in car phone!) to a 2008 Ford Mustang Bullitt to my current 2023 Hyundai Sonata. But the car I had the longest was a pre-owned 1998 Acura Integra LS Sports Sedan, which my parents bought me for my birthday. Over the course of several years and roughly 80,000 miles, it took me to and from Texas State University, dates, movies, and friends’ houses. These are some of the things I learned from my time with it.

MY PARENTS TIMED IT RIGHT

My four-door Integra (series DB7) came from the the model’s third generation (1994-2001), which marked the introduction of a new design with softer lines and quad round headlights, as well as an updated interior and a new chassis. In 1998, Acura refreshed the Integra with revised bumpers, redesigned front and rear light clusters, interior upgrades, and new wheels for the LS and GS-R models. Not only do the the 1998-01 Integras look better than their predecessors, but they also were technically the last Integras in the U.S. market (the follow-up model was called the RSX) until the fifth-generation model returned for 2023.

FOLLOW THE NIKE PHILOSOPHY: JUST DO IT

I’ve been watching this great series of videos from a YouTube channel called Jason’s Supra, in which Jason installs a series of cosmetic and performance upgrades on his third-gen Integra. After watching him clean and restore his car’s headlights, I remembered just how much work I did on my sedan. I got it with nearly 117,000 miles on it including badly yellowed headlights, so I removed the front clip and put in a fresh set. To keep the oil in the B18B1 1.8-liter DOHC I4 where it belonged, I installed a new valve cover gasket; I also swapped in fresh spark plugs, wires, and tube seals while I was at it. Eventually, the oxygen sensors and the catalytic converter needed to be replaced, so I slid underneath the car and got those jobs done. The first and only time I’ve ever swapped in a new windshield washer fluid reservoir was on that Integra. Doing all that work myself saved me money (a great thing when you’re a broke college student) and, most importantly, gave me a greater sense of comfort and confidence under the hood—and body—of a car. Looking back on those days, I also realize that overthinking or preemptive stress didn’t prevent me from doing something new. I knew what needed to be done and I just did it.

THE COMFORT OF RITUAL

I spent many Sunday evenings making my Cayenne Red Pearl Integra look its best. When I first developed my routine, I decided it would be kind of old-school to have a beer while I did it, which led me to filling a large tumbler with ice, then jamming a long-neck bottle down into it. Then I’d spend the next hour or two washing, drying, and waxing the body; cleaning the glass; scrubbing the wheels and tires; and applying tire shine. I went to bed tired but proud of what I had accomplished.

THE DIFFERENCE BETWEEN COULD AND SHOULD

Years earlier, my brother got his hands on a set of blade-style three-spoke chrome wheels with low-profile tires. They were so ’90s and absolutely massive—probably 18 inches in diameter. For some reason (I blame the tastelessness of youth), I decided I would remove my Integra’s stock 14-inch wheels and bolt on these monstrosities. Now I look back on that short period of time and laugh (and shudder a little).

LIVE IN THE MOMENT

I was a junior in high school when the trailers for “The Fast and the Furious” hit the Internet. Just a few years later, I had my very own Asian import car. I didn’t have the money for a turbo kit or a manual swap for the four-speed auto, but I did have enough to add some aftermarket Acura Integra-branded seat belt pads and a pair of pedal covers with red lighting to the Graphite Moquette cloth interior. If I were to get another third-gen Integra, I wouldn’t make those mods, but I also don’t beat myself up over making them back then. Underbody and in-cabin lighting was a big thing in those days, especially on Japanese cars. It was nice to live in those times in my own little, inexpensive way.

Before Electrify Expo Phoenix 2025 opened to the public, Collector Car Network Media attended Ford’s nearby cars and coffee event. As a Ford F-150 Lightning powered the outdoor speakers and the breakfast station, we chatted with EV Product Communications Manager Sam Schembari, who told us how the automaker would educate potential electric vehicle buyers at the event.

We also learned that customer feedback about the Mustang Mach-E led to an important cold-weather feature in the updated 2025 model. Of course, we asked Schembari if he drives an EV. The answer is yes – a Mustang Mach-E Rally. In fact, it’s one of two Mustangs in his garage. Any guesses for what the other one is? Let us know what you think it is in the comments below.

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It wasn’t that long ago when Ford Motor Company created its Ford Performance division (which was recently renamed Ford Racing). Ready Set Ford is the company’s first new global marketing campaign in more than 15 years. But it’s been nearly 70 years since Ford moved into its new headquarters, aka the “Glass House.” Later this year, Ford will host the grand opening of the new Ford World Headquarters at the Henry Ford II World Center product development campus in Dearborn, Michigan.

Measuring 2.1 million square-feet over four floors, Ford World Headquarters is more than double the size of its predecessor and offers room for up to 4,000 employees—twice as much as the Glass House (we have a feeling Billy Joel wasn’t allowed to visit it in 1980 for cosmetic reasons). An additional 14,000 employees will have a short, 15-minute walk away from the new facility. Those changes, plus a mix of studios, garages, fabrication shops, and individual and group workspaces, are designed to foster greater cross-department collaboration and speed up the pace of innovation and problem-solving.

In a press release, Ford said, “This is part of a larger investment in our people and our facilities across the globe. We are committed to providing employees with world-class workspaces, modern technology, and the best tools to do their life’s best work—from our global offices to our manufacturing floors. Our dealers around the world are likewise investing in their stores and service centers to elevate the customer experience.”

What will become of the Glass House? Once everyone vacates the building, it will be demolished over the course of 18 months. After that, it’s not exactly clear; Ford said, “We are working with the City of Dearborn on a plan for how the site can best serve our employees and neighbors, and we will have more to share about those plans later.”

Ford will open the doors to its new global global HQ to employees and public tours in November. It has yet to complete the landscaping and a final section of the building, but those will be done and the next chapter in Ford’s history will officially begin in 2027.