Journal Classic Cars

The popularity of off-road vehicles has affected more than just Jeep Wrangler and Ford F-150 Raptor sales. It’s led to the SUV-ification of vehicles that previously never attempted to appear rugged or capable of driving over anything more challenging than a Starbucks. That explains the growth of Honda’s TrailSport lineup, the Land Rover Defender-esque lines of the current Hyundai Santa Fe, and the vehicle you see here. In November 2021, Mazda revealed the first-ever 2023 CX-50, a vehicle with the “capability to enable drivers to venture further into the outdoors and various terrains.”

You can see that focus when you compare the CX-50 to a CX-5. I had the chance to do that when I took home a Polymetal Gray Metallic 2025 CX-50 Hybrid Premium Plus (MSRP: $41,920) for a few nights and parked it next to my wife’s CX-5. Think of them as siblings in a sitcom: The curvier CX-5 lives in the big city and the CX-50 is out in the country and more comfortable getting dirty. With its punched-out fenders, square-ish wheel arches, black lower-body cladding, and more upright D-pillars, the CX-50 instantly appears brawnier and more adventure-ready. Mazda couples that styling with features designed to connect CX-50 drivers and passengers to the wilderness around them. In a press release for the 2023 model, Mazda said, “Blended seating materials and details inspired by technical, modern outdoor gear all help create a welcoming atmosphere fitting for both adventurists and those just starting their journey into an active lifestyle.

A new panoramic moonroof, a first for Mazda, helps the occupants feel more connected to nature.” Mazda even reinforced the B-pillars and door jambs in anticipation of people strapping cargo to the roof rails. Another clear sign of the CX-50’s positioning within the Mazda lineup? The Trail option in the Mazda Intelligent Drive Select system, aka Mi-Drive. Although the hybrid model will go further on a gallon of gas, it won’t get quite as far over challenging terrain as a gas CX-50. With 8.1 inches of ground clearance, an approach angle of 18 degrees, and a 23-degree departure angle, the hybrid is at a disadvantage compared to nearly every variant of the pure-ICE CX-50.

As the top-of-the-line hybrid trim level, Premium Plus builds on the Premium grade by adding a set of 19-inch black/polished wheels with 225/55 all-season tires, automatic power-folding mirrors, a head-up display, an auto-dimming rearview mirror, and ventilated front seats, among other features.

The second row has its own conveniences, such as HVAC vents and USB-C ports at the rear of the front center console, a fold-down center armrest with a pair of cup holders, and plenty of headroom. With the front seat adjusted to my 5’10” height, I found my knees scraping the back of it, but I think people my height could sit comfortably in both rows with only minor adjustments. Pulling on a pair of latches in the 29.2-cubic-foot rear cargo area lowered the rear seats, but to clear their headrests, lay them completely flat, and open up a total of 56.3 cubic feet of space, I needed to move the front seats forward slightly.

The CX-50’s blocky looks filtered into its driving experience. The hybrid’s 4,008-pound curb weight seemed more substantial on the road, especially given the powertrain’s modest output. The steering also felt heavy, as if Mazda engineers tried to make it more butch and SUV-like. Overall, the CX-50’s heft came across as artificial and exaggerated. Perhaps this new breed of Mazda will take some getting used to. However, when the road ahead started to curve and I threw the CX-50 into Power (aka sport) mode, it lightened up and allowed me to take it less seriously – in a good way.

The hybrid powertrain is new to the CX-50 for 2025, but it’s been around for a while. Instead of developing its own system, Mazda used the hardware from one of its Japanese rivals. The Toyota Hybrid System combines a naturally aspirated 2.5-liter four-cylinder engine with a nickel-metal hydride battery and three electric motors. On 87-octane fuel, that combination adds up to 219 horsepower and 163 lb-ft of torque. A continuously variable transmission and electric all-wheel drive deliver the CX-50’s gas-fueled and electrified output to the pavement or trail dirt. According to FuelEconomy.gov, the CX-50 Hybrid is capable of returning 39 mpg in the city, 37 on the highway, and 38 combined. An onboard gauge showed my CX-50 test vehicle averaged 43.6 mpg over 135.4 miles.

There’s a chance you’ve seen a Cadillac CT4-V Blackwing, the high-performance version of the automaker’s smallest sedan, up close. But have you ever seen a 2023 Cadillac CT4-V Blackwing Sebring IMSA Edition? Probably not. Cadillac only made 99 of them to honor the International Motor Sports Association course. Not only can you see one of them at the Barrett-Jackson 2025 Palm Beach Auction on April 24-26, but you can also make it yours by placing the winning bid.

When Cadillac introduced the CT4-V Blackwing (Blackwing identifying the automaker’s most potent models) for the 2022 model year, the brand made it clear that the sedan was developed on a track. The company stated that “the most powerful and fastest Cadillac ever in the subcompact class” had a “track-tailored chassis and suspension features” as well as a “track-tested” Brembo brake system.

The following year, Cadillac honored three IMSA (International Motor Sports Association) courses with its CT4-V Blackwing Track Editions: Watkins Glen, Sebring, and Road Atlanta, each model with a 99-unit production run. The basics were the same across the board. Every Track Edition was powered by a twin-turbo 3.6-liter V6 that pumped out 472 horsepower and 445 lb-ft of torque. A six-speed manual or 10-speed automatic sent the engine’s output to an electronic limited-slip rear differential. No matter which variation you chose, it came with IMSA logos on the front splitter and rear spoiler, a 3D-printed shifter medallion (for manual cars), serialization and builder’s plates, a decal of the specific track the car honored, and carbon fiber front seatbacks.

The biggest – and most notable – differences between the Track Editions were the exterior and brake caliper colors. For the Sebring model, Cadillac chose Maverick Noir Frost, a color “inspired by the Twelve Hours of Sebring endurance race, which ends in the dark of night,” and Tech Bronze calipers.

The CT4-V Blackwing Sebring IMSA Edition you see here hasn’t done much traveling on the street or the track. It only has 25 miles on it, which means that that special paint looks factory-fresh and the black leather interior with white accents and red piping appears to have never been occupied. Additional interior features include a digital gauge cluster, head-up display, performance data and video recorder, and 15-speaker AKG audio system.

I had the privilege of testing a six-speed 2022 CT4-V Blackwing for a week. What an impressive machine! The Magnetic Ride Control suspension was comfortable on suburban streets and composed on back roads. Compared to its ATS-V predecessor, the Blackwing had a more natural weight to its steering. The potent engine was so addictive that I found myself downshifting when I didn’t need to just so I could wind up the engine and dig into its power over and over.

You can enjoy that satisfying driving experience for years to come if you win this 1-of-99 2023 Cadillac CT4-V Blackwing Sebring IMSA Edition at the Barrett-Jackson 2025 Palm Beach Auction.

Register to bid at the Barrett-Jackson 2025 Palm Beach Auction by checking out these various options. To sell a vehicle, start the consignment process here.

It’s been a while since we’ve visited the Pavilions in Scottsdale, so we were curious what would show up. The weather was gorgeous—unseasonably warm, even for metro Phoenix—and the cars were trickling in for the afternoon, as later in the day the cruise tends to fill. My friend Carl, a Manitoban who spends a month as a snowbird every year, spotted a 1966 Oldsmobile Starfire pulling in. We walked up as the owner was parking and noticed it had a four-speed transmission.

Having been involved in the Olds world, I know 1966 was the final year for a four-speed in a full-size Oldsmobile, and I know any is quite rare. Production data for transmissions are somewhat wonky for these cars, but it’s possible (though undocumented) that 277 Starfires were built with a four-speed in 1966. That’s quite generous considering how rare they are today.

Among GM full-size four-speeds, Buick last offered it in 1965, Pontiac in 1968, and Chevrolet in 1969. I believe they all used the M20 wide-ratio transmission except Chevrolet, which offered M21 close-ratio and M22 “Rock Crusher” towards the end.

According to owner Jim Schultz, this Starfire was originally ordered by Dave Stewart at Neal Hurt Chevrolet-Cadillac-Oldsmobile in Prescott, Arizona. Dave had interesting views of automotive engineering at the time, so he spec’d out this Starfire without power steering or power brakes, in addition to the four-speed. Can you imagine driving a 375-horsepower full-size Olds with a four-speed and no power options? Yet that’s how it was ordered. “Stopping is challenging so your rocket launching has to be somewhat planned for stopping with manual drum brakes,” says Jim. The original color was Lucerne Mist metallic, which is slightly different than what you see here, a vintage Earl Scheib job that was on the car when Jim bought it in 1994.

Interestingly, there’s an even more unusual full-size 1966 Olds with a four-speed in the Valley: a white Delta 88 four-door that can often be found at local events.

Arizona has become an epicenter of classic-car activity in the southwest region as the Kyusha Club continues to build momentum with its regularly scheduled meetups. The club (which in reality is much more informal than sounds – there are no dues or board meetings) is geared toward 2005-and-older European and Japanese import vehicles.

Here are 10 vehicles that caught my eye during the March 2025 event, in order of oldest-to-newest model year.

1985 Toyota Celica GT-S

Part of the A60 generation of compact sports cars, the rear-wheel drive Celica’s boxy lines and retractable headlights made it unmistakably ’80s. It could be optioned as a notchback coupe or as a liftback (an American Sunroof Company/ASC convertible version came in limited numbers toward the end of the generation). Power came from a 2.4-liter inline-four (dubbed the 22R-E) that was rated at 116 horsepower and 140 lb-ft of torque.

1995 BMW 840Ci

The legendary E31 chassis of the 8-Series became widely known for its “personal luxury” merits – it was a car that cost about $68,000 in the mid-1990s and was hailed as a top-rank executive ride. It was powered by a 282-horsepower 4.0-liter V8 mated to a five-speed automatic transmission. As one would expect from a car of this caliber, it came loaded with creature comforts like leather, a Dolby audio system, a moonroof and automatic climate control.

1995 Mitsubishi 3000GT SL

The sporty 3000GT, known as the GTO in Japan, was a 2+2 that was touted for its blend of performance and comfort. It was powered by a 3.0-liter DOHC V6 rated at 222 horsepower and 205 lb-ft of torque. A more powerful version, the VR-4, was available with all-wheel drive, all-wheel steering and a twin-turbocharged engine. Today, the 3000GT is widely considered a future collectible.

1997 BMW 740iL

Another one of BMW’s “greats” from the 1990s was its flagship sedan, the 7-Series. The “L” in the car’s model name meant that it was configured as a long-wheelbase version (offering added cabin space for maximum touring comfort). Power came from a 282-horsepower 4.4-liter V8, and standard features included dual-zone climate control, memory seats and a six-disc CD changer. For the high-rollers with even more money to burn, the car could be ordered with an integrated cellular phone and thicker window glass.

1998 Mitsubishi Eclipse GSX Turbo

Mitsubishi was on a roll in the 1990s with its sports car lineup. The baby brother to the 3000GT mentioned above was the second-generation Eclipse. In particular, the GSX variant was a home run with young people who embraced the import tuner movement. It came with a “4G63” turbocharged 2.0-liter inline-four, all-wheel drive and five-speed manual transmission. Some versions of the Eclipse were badge-engineered under the names Plymouth Laser and Eagle Talon.

1999 Honda Civic Si

Widely loved as a compact economy car for commuters, the sixth-generation Civic was offered in a “sleeper” variant that packed a punch under its hood. The “Si” version came with a high-revving 1.6-liter DOHC VTEC inline-four and a number of other performance enhancements like larger anti-roll bars, stiffer springs and a front strut tower brace. For $17,860, it was a well-equipped and fun-to-drive car – and today, it’s increasingly tough to find an Si that hasn’t been modified.

2000 Mercedes-Benz C280

The “W202” chassis C-Class was a compact executive car that ran from 1994 through 2000. It was a gateway model to the brand, offering the exclusivity of a German luxury car with a price tag that didn’t break the budget. Power came from a 2.8-liter inline-six that was rated at 194 horsepower. I enjoyed the sleek black color of this example along with its iconic “Monoblock” five-spoke chrome wheels. The W202 was a strong performer at the DTM (Deutsche Tourenwagen Masters) sports car racing series in the 1990s.

2002 Lexus IS300 SportCross

The IS300 sport sedan is now considered a classic, and one of the versions of the IS that made it so popular was the station wagon – dubbed the SportCross. It offered the same fun factor as the sedan via its sporty handling and peppy 215-horsepower inline-six 3.0-liter motor, but it also offered more than double the cargo capacity of the sedan (21.9 cubic feet, to be exact). Finished in Indigo Ink Pearl, the most impressive thing about this car was the trailer it had in tow. As if the wagon itself didn’t have enough space already – this solution took it to another level!

2003 Acura NSX-T

Acura’s aluminum-bodied, mid-engined sports car existed in its first generation from 1991 through 2005, although there were some key engineering and aesthetic revisions made throughout that 15-year span. For 2002, the NSX received fixed projector headlights in place of the original pop-ups. It was powered by a 3.2-liter V6 that was rated at 290 horsepower. According to production numbers published on the NSX Prime forums, the car was one of just 22 units produced in Spa Yellow over Ebony with a manual transmission for 2003.

2004 Jaguar XJR

When it came to high-performance luxury, the XJR was a force to be reckoned with. Its 390-horsepower 4.2-liter supercharged V8 could propel the car to 60 mph in about five seconds. Jaguar engineers worked hard to make the XJR both sporty and comfortable. It came with leather and wood trim, a 320-watt Alpine stereo and heated seats. I loved the deep Emerald Green color on this example, as well as its later-model split-spoke aluminum wheels.

Do any of these rides catch your eye like they did mine? Or better yet – have you ever owned any of the above? If so, lucky you! Stay tuned for more coverage from the Kyusha Club and other events as Arizona summer heats up.

Currently listed on AutoHunter is this 1995 Chevrolet Corvette coupe. It’s powered by the legendary LT1 5.7-liter V8, which is connected to a six-speed manual gearbox. Finished in Torch Red and equipped with a body-color removable roof panel over a Black leather interior, this C4 Vette comes from the private seller in California with the owner’s booklet, the original window sticker, clean CARFAX report, and clear title.

The Torch Red exterior features fog lamps, pop-up headlights, heated power mirrors, a body-color fiberglass removable roof panel, a lift-up glass rear hatch, and dual exhaust outlets.

This Corvette rides on a set of 17-inch factory wheels wrapped in 255/45 front and 285/40 rear Continental ExtremeContact tires.

Inside the cockpit is a pair of Black leather bucket seats. Surrounding features include power windows and locks, power steering, a leather-wrapped steering wheel, and cruise control. As the window sticker shows, Corvette Preferred Equipment Group #1 adds a six-way power driver seat, electronic air conditioning, and Delco/Bose AM/FM/CD/cassette stereo.

Instrumentation consists of a digital speedometer, digital fuel gauge, 6,000-rpm tachometer, and readouts for the oil pressure, oil temperature, temperature, and voltage. The digital speedometer shows 85,346 miles. The CARFAX report’s latest mileage figure from August 2024 is 85,050 miles.

This Corvette’s massive hood tilts forward to reveal an LT1 5.7-liter V8 with Sequential-Port Fuel Injection. At the factory, it was rated at 300 horsepower at 5,000 rpm and 340 lb-ft of torque at 4,000 rpm. A six-speed manual gearbox transfers the engine’s output to the Acceleration Slip Regulation (ASR) rear axle.

Suspension hardware includes an independent front and five-link independent rear setup. Four-wheel anti-lock power disc brakes help bring this Corvette to a stop.

If you want to win this modern classic sports car, start bidding. The auction for this 1995 Chevrolet Corvette coupe ends on Tuesday, April 1, 2025 at 12:00 p.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

In the world of racing, it’s customary practice to certify equipment to certain standards as dictated by a racing authority. However, when it came to Trans-Am pony cars, it seems only the 1967-69 Camaro Z/28 and 1969-70 Boss 302 Mustang and Cougar Eliminator included an homologation-spec five-liter engine. Dodge’s (and Plymouth’s) Trans-Am racer for the street offered a 340, but it did feature an engine distinct from other 340s within the corporation’s portfolio. Our Pick of the Day is one of these unique production Trans-Am specials, a 1970 Dodge Challenger T/A. It’s listed for sale on ClassicCars.com by a private seller in Ramona, Oklahoma.

Dodge’s Challenger was brand-new for 1970. Before then, Dodge did not have a pony car in its portfolio. While sitting on the sidelines, observing the segment, Dodge benchmarked the Mercury Cougar. Why the Cougar? Because it was an upscale Mustang, and Dodge rightly thought producing a facsimile of the Barracuda made no sense. The Challenger offered a 110-inch wheelbase (two inches longer than the Barracuda’s), quad headlights, fancier interior, and a luxurious model to compete with the Cougar XR-7.

When the Challenger hit the market, it was able to tout vitals that outperformed its competition from General Motors and AMC in front headroom, rear legroom, and rear shoulder-room, with other metrics being competitive aside of seat height. Per the Roominess Index established by trade magazine Automotive News, the Challenger achieved a score of 260 inches—over 7 inches more than Mustang, 4.7 inches more than Camaro and Javelin, 4.4 inches more than Firebird, and 5.6 inches more than Cougar.

Challenger’s model lineup featured four models: Challenger, the luxurious Challenger SE, the performance-oriented Challenger R/T, and the cross-pollenated Challenger R/T-SE. The former two came standard with a 225ci “Slant Six” or 318 V8, with options for the 340, 383-2, and 383-4; the latter two started with the 383-4 and moved up to two versions of the 440 and the 426 Hemi. In March 1970, the Deputy package was introduced for the Challenger hardtop, a decontented coupe that added the availability of the 198 Slant Six.

Another package for the Challenger hardtop was introduced the following month: the T/A (for Trans/Am though Pontiac already had rights to the name). Code A53 cost over $800 on top of a Challenger V8 and gave you or required matte black side stripes, matte black fiberglass “Scat Scoop” hood with hood pins, ducktail rear spoiler, side-exit exhausts, rear-mounted antenna (when optioned), power front disc brakes, remote driver-side racing mirror, quick-open fuel filler cap, and collapsible spare tire. An optional quick-ratio 12:1 steering box was a T/A exclusive.

Two aspects of the 340 engine were different from conventional Challenger: Six Pack carburetion with aluminum intake, and internal mods that included four-bolt main bearing caps, special cylinder heads, and modified valvetrain. A four-speed or TorqueFlite automatic was required. 3.55 Sure-Grip gears were standard, with 3.91 being optional. Rally suspension (with front and rear stabilizer bars) and heavy-duty shock absorbers worked nicely in conjunction with special offset tires (E60-15s up front, G60-15s out back).

Despite the Challenger being a fancier companion to the Barracuda, it outsold the fishy pony car by a large margin. And the Challenger with the A53 package? Only 2,400 were built, with this 1970 Challenger T/A being one of a few painted in “FT6” Dark Bronze Metallic paint—the seller claims only 15 registered in Barry Washington’s T/A Registry. “This is not a restored car, rather a highly original example with one repaint [from the late-1980s],” according to the seller. “All the body panels appear to be original, as well as all of the glass.” The Tan vinyl interior is original, as is the headliner.

Seller adds, “This car is a completely numbers matching example. This includes the engine, tranny, title, door plate, cowling, and radiator support. The odometer shows 29,276 miles and is believed to be accurate.” A largely original racing-inspired homologation special in an unusual hue is a blue-chip muscle collectible, plus the seller has lowered the price to $95,000. Are you ready to join the Scat Pack?

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

If you’re a regular reader, you may recall I am the announcer at the Pure Stock Muscle Car Drag Race. After spending more than two decades up in a booth, I have seen folks come and go, but there are some that choose to linger—both racers and spectators. I’ve made many friends over the years.

Plenty of them are from Canada, which is a reasonable distance from Mid-Michigan Motorplex. In fact, metro Toronto is closer to the drag strip than the homes of many American participants. One of those Canadians is Bruno Beltrame, who’s been racing at PSMCDR for the better part of 20 years. His trusty Ram Air IV GTO would often upstage cars with more cubes, and eventually he roped in his son and daughter to race their RAIV Firebird and Camaro SS/RS.

Bruno now can consider himself a snowbird, spending the winter months in Florida while enjoying the solid-lifter tapping of this 1969 Camaro SS. Solid lifters, you ask? That means it’s an L78 rated at 375 horsepower, the top Super Sport engine. Additionally, owner number two added L89 aluminum heads—a nice bonus. This Camaro features most of its original paint plus the interior. Factory gears are 4.56 too, helping this Hugger dip into the low-12s on street tires thanks to maxing out many of the stock components.

Join Muscle Car Campy as he meets my Canadian friend at Hemmings’ Musclepalooza Southeast last week in Orlando. And if you dig this video, you’re really gonna dig Campy’s others.

I consider myself a stock kind of guy. However, that doesn’t mean I don’t occasionally daydream about certain engine swaps (however impossible they may be). Here are a few that have crossed my mind.

Buick Roadmaster Estate Wagon: Duramax 3.0-liter I6

Believe it or not, one of my dream vehicles is a Buick Roadmaster Estate Wagon. As a guy that largely grew up in the 1990s, I have a soft spot for its dad-in-a-family-friendly-movie aesthetics (especially now that I’m a father myself). The cushy interior with a column shifter is an appealing combination of comfort and yesteryear. The 260-horsepower LT1 V8 that joined the options list in 1994 makes the big-body longroof even more appealing.

If I were to ever get one of these and swap out its engine, it would be a 1991-1993 pre-LT1 model. Power would, of course, be a consideration, but I wouldn’t care about quarter mile times or raw performance. I’d want a balance of potency and cruising range because family hauling was one of the things the Roadmaster Estate Wagon was made for, after all. I think a Duramax 3.0-liter turbodiesel I6 with 305 horsepower and 495 lb-ft of torque paired with a 10-speed automatic would provide plenty of both. Disneyland, here we come – on less than one tank!

2003-2004 Mercury Marauder: Supercharged 4.6-liter V8

Boy, did these look cool, especially in black. The Mercury Marauder combined the handsome looks and full-size presence of the Grand Marquis with the visual menace of high-performance car. It also had a DOHC 4.6-liter V8 with four-valve heads under the hood. While it was more powerful than the Grand Marquis, it barely crested the 300-horsepower mark. Some extra grunt would make the Marauder as badass as it looks.

Initially, I thought a Gen 4 Coyote 5.0-liter V8 would be the way to go. It would certainly be a huge boost in output to 480 horsepower and 415 lb-ft of torque and would pair well with a modern 10-speed auto, but then I got another idea. How about keep the upgraded engine within the Marauder’s time period while still increasing the bruiser cruiser’s stats? Find an ’03-’04 “Terminator” Mustang SVT Cobra that was hit from behind, pull out the supercharged 4.6, and boom – 390 horsepower and 390 lb-ft.

2018 Jaguar XF Sportbrake S: Supercharged 5.0-liter V8

Several years ago, I reviewed one of these sleek wagons. Aside from being easy on the eyes, it was nicely equipped and comfortable. You may think this is where I’m going to say its engine was a letdown, but it wasn’t. Routed through all-wheel drive, the supercharged 3.0-liter V6’s 380 horsepower and 332 lb-ft of torque were more than satisfying. My problem was with the engine’s sound – actually, the lack of it. As I put it back in 2018, “The little sound that made its way from the dual rear pipes into the cabin was faint and made me imagine a moon colonizer’s vacuum cleaner in the year 3046.”

Fortunately, Jaguar made its own solution to that problem: a 5.0-liter V8. Any of the supercharged engines from the Jaguar F-Type – whether it pumps out 495, 550, or 575 horsepower – would make the Jag wagon more ferocious and give it one hell of a roar.

If you have a dream engine swap in mind or one that you’ve made already, tell us about it in the Comments section below.

I really love the 1971-1973 Mustang Sportsroof. With the right engine, it was a strong performance car with crazy styling mixed with increased comfort. I like to think of these as true GT cars that offer comfort, cool styling, and performance that would make a high-speed cross-country trip easy and fun. As a result, when one of these comes up on AutoHunter, I try to jump on it to promote it. If it is one of the more rare versions of the Sportsroof, then I am even more inclined to feature it. That’s why today’s AutoHunter Spotlight car is a 1972 Ford Mustang Sportsroof Sprint.

The keyword is Sprint. To commemorate the 1972 Olympics, Ford created a special option for the Mustang called the Sprint edition. The A option group included special red, white, and blue exterior paint, USA graphics on the rear quarter panels, accent stripes, a color-keyed front bumper, a color-keyed tail panel with accent stripe, color-keyed wheel covers with trim rings, hood stripes, vinyl bucket seats with white bolsters and blue cloth inserts, color-keyed racing mirrors, and E70x14 whitewall bias-ply tires. Option B added everything from group A plus a competition suspension, F60x15 raised-white-letter tires, and Magnum 500 wheels.

Yes, this 1972 Mustang Sportsroof Sprint is now wearing white paint with black stripes. That being said, it is a real 1972 Sprint, according to the included Marti Report. The document also states that this car is a real A-code Mustang Sportsroof Sprint that was equipped with a 351ci V8 with a two-barrel carb and an automatic transmission.

The exterior of this Mustang appears to be in good shape, although it is missing its blue stripes and accents. If I bought this car, I might consider bringing it back to its correct exterior color scheme.

The interior has also been changed. The vinyl bucket seats now have standard black vinyl seat covers. I would definitely replace those with the correct Sprint covers, as they are available for less than $1,000. The white door cards are correct (and I am guessing original). The black armrests are not, but they are easily replaceable. I would also replace the black carpeting with the correct blue carpeting because it looks really cool.

Under the hood is a Ford 351ci V8 with a Holley four-barrel carburetor, an aftermarket aluminum intake manifold, an aftermarket air cleaner, MSD ignition, and Ford Racing aluminum valve covers. I would probably leave this alone, with the exception of the air cleaner. I would also ask the seller if the engine is original to this car to properly set my high bid number. If it is the original engine block, then the value goes up.

These Mustang Sprints are really neat cars and stand out in their original livery. I remember seeing them in dealers as a kid and thinking they looked cool. I saw another one (a convertible) about 15 years ago at a Barrett-Jackson auction and loved the color scheme.

Yes, this car is not in its original color scheme and it has had some modifications done over the years. This is pretty normal for a car as old as this Mustang. Also, it is good to remember that for several years, 1971-1973 Mustangs were not seen as top collector cars. That has changed over the past five years or so. These cars are also rare, with a total of only 9,383 Mustang Sprint cars built. Of those, only 1,908 were Sportsroof option A cars. Among all SportsRoof Sprint cars, only 1,471 were equipped with the two-barrel 351 V8 like this one was. To me, this car is worth a bid or two to get a cool and rare Mustang that you can enjoy as you gradually bring it back to what it looked like originally. If you feel the same way, I would advise you to place your bid soon because the auction for this 1972 Ford Mustang Sportsroof Sprint ends on Monday, March 31, 2025, at 11:15 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

When you have the money to buy a new vehicle you’re interested in, there are two basic ways you can go: go out and purchase it or, depending on where it is in its product lifecycle, wait until the updated version or a completely new generation. In the 1980s, those who waited to pull the trigger on a Bentley Mulsanne Turbo were rewarded with the Turbo R. One of those from later in the model run, a 1990 Bentley Turbo R posted on ClassicCars.com by a New York dealership, just happens to be our Pick of the Day.

According to The Spirit, the official magazine of the Roll-Royce Enthusiasts’ Club SZ Register, “The Mulsanne Turbo was a quick, comfortable car and the model would herald the start of the Bentley revival. The main objection customers (and the press) had to the Mulsanne Turbo concerned its soft ride and road holding, which were not considered a match for its performance. The factory decided to overcome this problem by offering a handling package.”

Bentley’s response was the 1985 Turbo R. Although some say the “R” stood for “Roadholding,” Bentley states “this was never officially confirmed.” It kept the same 298-horsepower turbocharged 6.75-liter V8 its predecessor had, but paired that with a significantly altered suspension. Engineering Director Mike Dunn and his team gave the Turbo R 50 percent greater roll stiffness by fitting it with 100 percent stiffer front and 60 percent stiffer rear anti-roll bars, firmer shocks, and a rear Panhard rod. A deeper front air dam that provided seven percent less drag and 15 percent less lift helped keep the big Bentley stable at high speeds. Bentley updated the Turbo R with anti-lock brakes and fuel injection in 1987. By 1994, it was time for the Turbo R to evolve into yet another model.

As a 1990 model, the Turbo R you see here has those enhancements as well as an undeniable flair. Bentleys of this time period were essentially a three-box design. Yes, they were handsome, but because they had so few curves, they were also visually conservative, especially in low-key colors such as black or dark blue. Whoever originally configured this particular Turbo R in St. James Red didn’t want it to fly under the radar – he or she wanted people to see their British ultra-luxury sedan and know who was driving it.

There’s more red inside the cabin, which is full of leather, wood, and metal, but that’s tempered by the cream hides used on the seats and door panels. Luxury amenities include power windows, cruise control, upper and lower climate zones, and a Pioneer head unit with a retractable touchscreen. The column-mounted shifter for the GM THM400 three-speed automatic leaves room on the center console for the power, memory, and heating controls for the front seats.

If you wanted to buy a Bentley Turbo R back in the day but missed your chance for some reason, why wait any longer? You don’t have to. You can buy this 1990 Bentley Turbo R right now for $33,900.

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