Journal Classic Cars

The United Kingdom has had a vibrant craft car scene with many obscure makes coming from all parts of the British Isles. Among the most famous was TVR. Originally a car repair business in Blackpool, TVR evolved into a company that produced lightweight fiberglass bodies on tube chassis, all powered by four, six, or eight cylinders. This modified 1974 TVR 2500M roadster conversion currently listed on AutoHunter is one of 2,465 M-series cars built between 1972 and 1979. Painted British Racing Green with a tan vinyl interior, this spirited sports car is being sold with a clear title.

It’s hard to say what the dark green paint is, so let’s call it British Racing Green since it sounds so proper. Other features include black roll hoops, black mirror caps, a black convertible top boot, front fender vents, and driving lights below the black front bumper.

A set of 15-inch eight-spoke wheels are wrapped in staggered-width BFGoodrich g-Force Sport radials—205/55 up front, 225/50 out back.

The light tan vinyl upholstery features black piping on both buckets and the door panels. Other interior features include a three-spoke steering wheel and a center console housing the transmission shifter and emergency brake.

The woodgrain instrument panel features VDO gauges that include a 160-mph speedometer, 7,000-rpm tachometer, and readouts for the oil pressure, oil temperature, voltage, coolant temperature, vacuum, and fuel level. The odometer shows 1,961 miles, which reflects the true mileage on the drivetrain and not the chassis.

The original 2.5-liter Triumph inline-six has been replaced with a Ford 302 crate engine topped by an Edelbrock four-barrel. More rumpety-rump can be credited to a COMP Cams camshaft. Other features include Ford Racing chrome valve covers and an electric fan. The original transmission has also been replaced, so this TVR now sports a five-speed T-5 manual.

Interestingly, only the front brakes are discs, though there is power assist at all four corners. A custom exhaust system with MagnaFlow mufflers leads to two pairs of pipes at the rear end. The trunk houses the battery and fuel tank.

Out of all the M-series cars produced in the 1970s, only 947 were 2500Ms. With a dose of American V8 and a five-speed, this TVR equals FUN. For this particular 1974 TVR 2500M roadster conversion, the auction ends on Wednesday, March 19, 2025 at 11:30 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery.

Artificial Intelligence is here and it’s wonderfulI! Our problems will be solved, efficiencies will be exploited, and you can have any kind of talent at your fingertips. What’s not to like?

Plenty. Have you asked a question on Google and noticed how the AI-generated response lacks accuracy? For example, let’s try a trick question: How many 1970 Dodge Coronet R/Ts were built with the Hemi?

This could have been a trick question because, among all the online resources, one may have U.S.-spec production (236) while the other may use total production (296). As you can see above, the correct number was used, but when the 426 Hemi was thrown in, the wrong answer was given. What’s the correct answer? Out of the 236 U.S.-spec cars, only one was built with the Hemi (this car is MIA). Another Canadian-spec car was built (which would be among the other 60), which is the “FT6” Dark Tan Metallic one that’s been around for over 40 years. And at least one export car, painted “FJ5” Sublime, was built (making at least two out of the 60). In total, there are three known Hemis out of the 296 convertibles built.

It is one thing to use a search engine to generate an answer via AI, but what about the things posted on Facebook, Reddit, or any other social media website? There are many entities (people or otherwise) that have set up profiles and created posts with AI-generated cars and bios. The issue is not so much with AI as it is with nefarious online characters who don’t care about facts—they just want clicks.

In the interest of undermining the onslaught of fake posters, here’s several that we tried—which AI failed spectacularly!

If Buick offered a GSX in 1969, what would it look like?

What would a 1970 Hurst/Olds look like?

Add hidden headlights to the 1963 Buick Riviera.

If Chevrolet built a 1975 Camaro Z28, what would it look like?

What would a 1958 Oldsmobile look like if GM was able to respond to Virgil Exner quicker?

If Pontiac was racing in NASCAR in 1970, what would the race car look like?

What if Yenko Chevrolet built a Beaumont in 1969?

Show me a 1957 Impala if Chevrolet built one.

All cars here were generated by the GenTube app. Visit the site and let your automotive imagination run wild—just be honest about it!

We love to see automotive enthusiasm among the next generation of car collectors. One of the many standout vehicles showcased at the Future Collector Car Show (FCCS) this past October was a 1993 Audi 90CS Quattro owned by a young Arizona resident named Max. Not only was his car eye-catching – there was no mistaking its Bugatti Blue paint job – but it also had a one-of-one configuration!

A letter displayed with the car from Volkswagen of America explained: “This special Audi 90 Quattro Sport was designed by the Audi Design Center in Simi Valley, California and manufactured in Ingolstadt, Germany. Pearl Ultramarine paint coats the exterior, while matching hand-sewn leather covers the interior. This prototype Quattro Sport’s color combination was chosen for the Porsche / Audi joint project, the RS2, [and was] shown at the Frankfurt Auto Show in 1993. Numerous refinements went into improving handling, instrumentation, audio, and performance. The total number (worldwide) of the Audi 90 Quattro Sport RS is 1.”

The Audi RennSport (or “RS”) nameplate has historically been reserved for vehicles that Audi’s performance division has taken to new levels of handling, performance, and style. Max’s car was built as an early pioneer of that division. The Audi 90, which itself was an upmarket version of the Audi 80, was an executive car that shared the “B-series” platform and many engineering components with Volkswagen vehicles of the time. The “B4” went into production in 1991 and was intended to compete in the same mid-sized luxury vehicle segment as its fellow German brands BMW and Mercedes-Benz.

The “Ultramarine” Bugatti Blue paint on Max’s Audi was the first thing to catch my eye when I saw Max’s car at FCCS. But the closer I looked, the more details set it apart from mainstream Audis of the era. Noteworthy exterior features of the car include RS2-sourced ellipsoid headlamps, headlight washers, fog lamps, a sunroof, and a decklid spoiler. The five-spoke wheels are 17-inch Azev units wrapped in 235/40 BFGoodrich G-Force tires – a nice meaty combination that, when combined with Audi’s signature Quattro all-wheel drive system, enable to car to skillfully grip in any terrain or weather conditions.

On the interior, the blue and black two-tone color scheme works well, although the leather seats show some wear consistent with 30-plus years of use. An RS2 shift knob was added, and the door panels have black material place of the original woodgrain inserts. The sound system is all-Alpine, consisting of a head unit, a trunk-mounted compact disc changer, and a cell phone (which, while period correct and fun to look at, is unfortunately not compatible with today’s mobile wireless networks). The white-faced instruments were sourced from an S2 model and are displayed in metric increments – the odometer shows over 300,000 kilometers, but the car looks like it could be a much lower-mileage specimen.

Service records obtained from a prior sale of the car show that it received a replacement 2.8-liter V6 back in 2003 – an engine that Audi rated when new at 172 horsepower and 184 lb-ft of torque. By today’s standards, those numbers aren’t remarkable, but 30 years ago it was a big deal for a sport sedan to be able to accelerate from zero to 60 in about eight seconds. A five-speed manual transaxle sends power to all four corners of the car – “Quattro” style, of course. There is no doubt about it – Max’s unique 90CS is a future collectible if we’ve ever seen one. We are excited to see the car at upcoming community events. Thanks for bringing out your one-of-a-kind Audi!

The letter M in the world of BMW is reserved for their highest-performance models. Older, more classic M-model BMWs such as the M3, M5, and M6 have become serious collector cars over the past few years, with their prices rising and the supply of good cars dwindling. The prices of second-generation E36 M3 cars have just about doubled in the last two years, and the third-generation M3 is also coming up fast as a collector car, with prices rising accordingly. BMW fans completely understand the reason for this: The M designation does not just mean higher-horsepower engines shoehorned into an existing model, but instead represents a complete reengineering – with suspension, brakes, interior, exterior and chassis all improved.

However, one true M-model car seems to have been largely forgotten – and what is surprising is that it is one of the most fun-to-drive M cars BMW ever built: the Z3 M Roadster. Depending on the year, these cars use the BMW S52 or S54 inline 6-cylinder engines. Yes, the later S54-powered cars are faster, but both received all the suspension and chassis magic that BMW could throw at the cars. They are also the least-expensive entry into classic BMW M-car ownership – and, in addition, the top goes down!

Our Pick of the Day is one of these cars, a 2000 BMW Z3 M Roadster offered by a dealer located in Lutz, Florida.

The seller describes this Roadster as one of only 326 Dakar Yellow examples produced for North America in 2000.

The car has covered a total of only 60,000 miles from new and looks to be in truly excellent condition. In my opinion, the Dakar Yellow paint makes this one especially desirable, as it is one of those signature BMW colors you don’t see every day.

The two-tone black and gray leather interior looks to be in excellent condition and the entire cockpit has a sort of jet fighter feel to it. The BMW sports seats are incredibly comfortable. The quality of materials in these cars is quite good – much better than, say, a Porsche Boxster of the same generation.

Being a 2000-model-year car, this Z3 M is powered by BMW’s S52 inline 6-cylinder engine. It may not offer the extra horsepower of the later S54-powered Z3M but still delivers 0-60 times of 5.4 seconds and has all the extra suspension modifications: the wide body and huge fender flares needed for the staggered 225/45X17 front and 245/45X17 rear tires.

This tire combination, combined with tons of factory M chassis mods, gives the car incredible grip – and the short wheelbase of the Z3 M means it rotates better than any other sports car of the period. Feed too much power to the rear tires on the exit of a corner and you will find it can over-rotate; you might end up facing the cars behind you! This, to me, makes it a super fun car to drive and the very essence of what the BMW M cars stand for. Due to its somewhat tail-happy nature, it’s also a car that is liked by many Porsche 911 fans. Don’t think this is true? Well, my friend Ray Schaffer – formerly of Porsche Classic and now at Broad Arrow Auctions, a Porsche fanatic once birth – bought one last year.

Now, I am a Z3 owner myself, having just bought back my 007-edition Z3 last fall. Since making that purchase, I have had the opportunity to drive four different Z3 M roadsters, and I have recently found myself thinking about adding another Z3 to my garage, this time with an M badge. With an asking price of only $21,995, this car makes a compelling argument for adding another fun car to the garage, especially one with such low mileage and in such a rare color.

If you love BMWs, you might want to seriously consider this specific Z3 M Roadster. It looks like the right example to get before everyone else wakes up to just how cool these cars are.

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

It used to be that you could go to a car show and any muscle car would be replete with mag wheels, whether factory or aftermarket. Then, a trend towards poverty caps started to take hold, with proponents claiming that plenty of performance cars were ordered without an optional wheel, as enthusiasts would then go to his or her local speed shop to slap on aftermarket mags. How true was that? Let’s find out.

Since 1970 is considered the high-water mark of the muscle car era, let’s focus on several mid-size performance cars and learn about the available wheel choices. First up: the Plymouth Road Runner. It was available with a standard hubcap, plus Wire and Deluxe wheel covers. There also were two wheel options: Road Wheel and Rallye wheel. Here’s how they rank in popularity when new. (Note that Plymouth Options & Accessories Report only reflects U.S.-market cars and not total production.)

1970 Road Runner	Order Code	Production Number	Percentage
Standard Hubcap	N/A	5,860*	15.1
Sport Wheel Cover	W11	6,831	17.6
Wire Wheel Cover	W15	737	1.9
Rallye Wheel	W21	13,390	34.5
Road Wheel	W23	11,993	30.9

Let’s move a bit upmarket and focus on the Oldsmobile 4-4-2. Like Plymouth, Oldsmobile offered several hubcaps plus two wheel choices. (Note that the below statistics from the GM Heritage Center is through June 1970, so a month’s production is missing.)

1970 4-4-2	Order Code	Production Number**	Percentage
Standard Hubcap	N/A	2,375*	12.5
Chrome Wheel Disc	P01	1,451	7.7
Deluxe Wheel Disc	P02	398	2.1
Simulated Wire Disc	N95	369	1.9
Super Stock I	P05	7,205	38.0
Super Stock II	N66	7,140	37.7

Lastly, let’s note Buick’s hubcap and wheel distribution for the Gran Sport, with the latter two being very similar in design. These numbers, which come from the Sloan Museum of Discovery, include both the 350-powered GS and the GS 455.

1970 Gran Sport	Order Code	Production Number	Percentage
Standard Hub Cap	P09	3,948	19.7
Deluxe Wheel Cover	P01	3,790	18.9
Wire Wheel Cover	N95	343	1.7
Super Sport Wheel	PA6	6,457	32.1
Chrome-Plated Wheel	P05	5,558	27.7

The big surprise here is the Buick Gran Sport had the highest percentage of poverty caps—much more than the Plain Jane Plymouth Road Runner. However, when it comes to mag wheels, it seem that, in general, the factory consistently installed a very large percentage of its home-grown wheels. This dispels the myth that aftermarket mags had a big market share among new new performance vehicles. Sure, you statisticians may point out this exercise has not yet produced a statistically significant conclusion, but the trend is there, with only more evaluations needed to solidify or dispel the conclusion.

Most 1960s cars associated with Carroll Shelby are expensive, starting at around $150K and moving well past a million dollars. Many enthusiasts think that the easiest/inexpensive way into a true classic Shelby vehicle is with one of the later GT350s. Honestly, there is a different option to get the Shelby experience that in some ways is more interesting than a comparable Shelby Mustang. That car is the Sunbeam Tiger. A 1967 example of this British-American hybrid is currently offered on AutoHunter by the selling dealer with spare 260 engine block, steel hood, certificate of authenticity, and clear title.

The Sunbeam Tiger was born due to the company’s need to make the Sunbeam Alpine (on which the Tiger is based) a higher-performance car. Sunbeam initially contacted Ferrari about using one of its four-cylinder engines, but eventually it would commission Shelby to develop a V8 version of the Alpine using the Ford 260ci small-block V8. There is more to the story but, in essence, Shelby developed the Tiger for $10,000, and Sunbeam bought a bunch of Ford V8s and built the Shelby-developed cars in England. Shelby supported the car with a number of LAT (Los Angeles Tiger) performance parts that made the Tiger an even better vehicle. Production ran from 1964-67, with a total of 7,083 Tigers produced.

The seller describes this Embassy Black 1967 Tiger being powered by a 289ci V8 mated to a five-speed manual transmission.

The seller goes on to say that this Tiger received a restoration roughly 25 years ago. During that time, it had its 260ci V8 swapped with a performance-enhanced 289ci V8, with a five-speed manual in place of the old factory four-speed. That should work to give this Tiger quite a power bump over a stock example. This Tiger also features a black soft top and a fiberglass MKII hood. The 13-inch aluminum mag wheels are wrapped in 185/70 series tires.

The interior of this Tiger looks to be in excellent condition, with both the black vinyl upholstery and wood trim needing no excuses. Other features include a wood rim steering wheel, Jaeger instrumentation, and floor-mounted manual shifter.

Under the lies the Ford 289 V8 with a Holley four-barrel carburetor mounted on an Edelbrock aluminum intake. It also features a chrome air cleaner, correct “Tiger Powered by Ford” aluminum valve covers, Racing Concepts aluminum radiator, electric fuel pump, and electric cooling fan.

Known imperfections include a soft top that has shrunk and will not attach properly, some solvent pop seen on a lower panel, and a minor ding on the passenger door.

On the plus side, the car includes a spare 260 engine block, original steel hood, and certificate of authenticity.

I have a bit of time behind the wheel of these cars, having driven three different examples. It is the fastest little British roadster ever and offers a lot of fun behind the wheel. It will surprise your friends driving muscle cars due to low weight combined with muscle-car levels of horsepower. The Tiger can be summed up with the word fun.

Yes, the Tiger may be the cheapest way to enter the Shelby automotive world, yet it is as substantial as more expensive Shelby creations. Skip the Mustang and step up to the plate to his hybrid because the auction for this 1967 Sunbeam Tiger ends Thursday, March 20, 2025, at 11:00 a.m. (PST).

Visit the AutoHunter listing for more information and a photo gallery

Passion is essential to creativity. If you’re not into what you’re doing, why would anyone else be interested? That enthusiasm has to start with the you. Otherwise, you might as well “create” coldly and clinically by committee. If other people happen to love what you make, even better. The man who commissioned the build of our Pick of the Day, a customized 1955 Chevrolet Cameo listed for sale by an Illinois dealership on ClassicCars.com, clearly had a vision and the determination to manifest it physically. And, once he did, his unique truck received what you could consider the ultimate seal of approval.

In 1955, Chevrolet switched from its “Advance Design” line of trucks to the “Task Force” series. One of the most distinguishing characteristics of the new pickups was the forward lean to the headlights, A-pillars, cabs, and bodies, which gave the rigs what Chevy called the “‘load-pulling’ look.” That was also the year Chevrolet introduced Model 3124, otherwise known as the Cameo Carrier (or just plain ol’ Cameo). The half-ton truck had a 114-inch wheelbase, “deluxe exterior, appointments and trim,” various reinforced plastic body components and, of course, style. One thing it didn’t have? An extended cab.

A previous owner of this first-year Cameo changed that—and a lot of other things. He had the original underpinnings replaced with the frame from a 1986 Suburban. That added more than a foot of length, leaving space for a custom extended cab. The resulting bespoke body was then finished in Bombay Ivory and Cardinal Red, and equipped with extended bright trim above and below the side glass that leads to the big rear window. Some one-off jobs can look a bit awkward and goofy, but this is not one of them. The change was made subtly and tastefully.

Behind that unique cab is a bed with an oak plank floor and an integrated gooseneck hitch with concealed wiring. Also hidden is the equipment for the navigation system, which fits behind the bed panels that obscure the wheel wells.

Inside that special cab is a 1999 Dodge bench seat that was recovered in red and white upholstery. Other more modern amenities include power windows and brakes, RainGear windshield wiper system, Flaming River tilt steering column, VDO gauges, and Vintage Air climate control system.

Just like the cab, the engine got up-sized. The original one was replaced with a fuel-injected 454ci V8, and the three-speed gearbox was tossed in favor of a Turbo 400 and Gear Vendors under/overdrive unit.

Altogether, those upgrades make this Cameo into a more capable tow rig. It’s an impressive build. In fact, it was so impressive that it received a thumbs-up from Chuck Jordan, the former VP of Design for General Motors and the man who penned the original Cameo’s lines.

If you approve of this one-off 1955 Chevrolet Cameo and want to use it to tow your restored vintage Camaro to the next event, it’ll cost you $99,500.

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

Despite how many automobile brands are out there, customer loyalty still exists. You can see that when you take a walk through your neighborhood and go past the house with only Fords in the driveway. Jay Leno has vehicles from multiple manufacturers, but he’s been faithful to McLaren for decades. He has one of the legendary V12-powered F1s from the 1990s as well as a 2015 version of its twin-turbo V8 hybrid successor, the P1. Leno is also on the list for the next car from the English brand’s Ultimate series, the W1. He recently received a preview of it in prototype form thanks to Michael Leiters, CEO of McLaren Automotive. Luckily, he allowed the rest of us to see it up-close.

If the W1’s exterior looks a little elaborate, it’s because the W1 is a function-over-form machine. Light weight is essential to the W1 being what McLaren calls “The Real Supercar,” so the company developed an all-new carbon fiber tub known as the Aerocell, which is topped with carbon fiber bodywork and gullwing-style doors. Fully assembled, the W1 weighs 3,084 pounds.

The W1 also needs to manage airflow strategically to minimize drag and maximize downforce. Active aero, including a movable flap in the front splitter and an extendable rear Active Long Tail, keeps the W1 planted. According to Leiters, that latter part generates up to 1,000 kilograms (2,204 pounds) of downforce.

McLaren pairs the W1’s carbon fiber construction with a potent hybrid powertrain. The combination of a twin-turbo 4.0-liter V8 and McLaren’s E-module adds up to 1,258 horsepower and 988 lb-ft of torque, which an eight-speed dual-clutch automatic sends to the rear wheels. In an age in which so many high-performance cars use all-wheel drive to maximize power delivery, McLaren keeps things relatively old- school. It even opted for hydraulic steering and brakes.

Unfortunately, since the W1 isn’t in production yet, we’ll have to wait to see how it is on the road. So will Leno—customer deliveries start rolling out in 2026.

I have a confession to make: I like Corvettes, but I’ve never considered myself a “Corvette guy.” However, I’m starting to think that I just may be one. The other guys in my office tease me about how I’m always writing AutoHunter Spotlight or Pick of the Day pieces about Vettes. Why wouldn’t I? They’re automotive Americana, relatively accessible, attractive, and powerful. Well, guess what: I’m writing about yet another Corvette. This time around, I’m shining the AutoHunter Spotlight on an LT1-powered 1970 Chevrolet Corvette Stingray Convertible.

Most of the same reasoning I laid out above applies here. Just look at this restoration. It’s a ’70 Stingray, so it has a chrome bumper at each end. And those curves! Then there’s the paint. Marlboro Maroon not only looks great on the Stingray’s peaked fenders and pronounced haunches, but it also goes well with the Saddle leather interior and makes the white convertible top that much more vivid.

Of course, the engine is a big part of this C3’s appeal. All V8s are cool to a certain extant, but what’s under the hood of this Corvette is a little different. Chevrolet offered three Turbo-Fire 350ci V8s for 1970 with different levels of output. The numbers-matching LT1 under the hood of this car was the top small-block available and equipped with an aluminum intake manifold, an upgraded camshaft, solid lifters, and a special exhaust system, according to Chevy. As the most potent 350, it was factory-rated at 370 horsepower and 380 lb-ft of torque. A Muncie M21 four-speed manual enables the LT1 to light up the rear Firestone Wide Ovals.

This Stingray drop-top also has an impressive history. As an LT1 car, it’s one of only 1,287 Corvettes made for 1970 with that engine. I’m not the only person this Corvette wowed—it’s an NCRS (National Corvette Restorers Society) Top Flight Award winner, meaning it scored 94 percent or more of the 4,500 available points during judging. It also won Best of Show at the 2023 Lake Mirror Classic in Lakeland, Florida.

If you are ready to make this special fiberglass sports car yours, now’s the time to bid because the auction for this 1970 Chevrolet Corvette Stingray Convertible LT1 ends on Tuesday, March 18, 2025, at 11:15 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

Did you ever know a college professor with unkempt hair? Or a kid whose parents were from overseas? I can say I’ve known both, and both gravitated towards “those furrin cars” back in the day. In the case of the latter folks, the mother was British and drove an impressively British car, what? Our Pick of the Day is that very car, something that appeared like an overgrown MGB: a 1969 Austin America. It is listed for sale on ClassicCars.com by a dealership in Denver.

Let’s imagine the Austin Mini (originally known as the Austin Seven in 1959), the car designed by (Sir) Alex Issigonis that set the template for every subcompact car for the future: front-wheel drive, transverse engine, and handling that made the little car quite tossable, especially in Cooper and Cooper S states of tune. After several years of production, Austin applied the same recipe to its larger stablemate, the Austin A40. The result was the Austin 1100, generically known as the BMC ADO16 because Austin was part of the British Motor Corporation that produced similar vehicles under the BMC umbrella including Morris, MG, Riley, Wolseley, Princess, and Vanden Plas. The new vehicle was initially introduced as the Morris 1100 in August 1962, with the Austin version appearing a year later.

The ADO16 wasn’t just an upsized Mini—it was a larger canvas in which Issigonis was able to apply even more sophisticated engineering (per an original flyer):

• Front-wheel drive: for maximum traction and handling.
• Disc brakes: for surer, safer stops.
• Exceptional visibility: the all-around kind you associate with a station wagon.
• A unique liquid suspension: which the press says delivers “the best possible combination of handling and ride.”
• A revolutionary transverse-mounted engine: which makes for greater traction, better handling, improved visibility ahead, and significantly more interior space than in other economy models.

Like with the corporation’s larger cars, Pininfarina was commissioned to style the 1100. Underneath, the Hydrolastic fluid suspension system created a dynamic connection between the front and rear wheels to reduce pitch. The result was a comfortable ride while maintaining stiffness in cornering.

The first generation of the Austin 1100 was built through May 1967; the Mark II version of the Austin model now included the 1300 thanks to the addition of a larger 1275cc four. This would continue through 1971, upon which the Mark III was introduced in September. It was replaced in April 1973 with the Austin Allegro, though the ADO16 platform was produced through 1977 in South Africa.

In the U.S., the first ADO16 to hit dealerships was the MG 1100, though it was marketed as the Sports Sedan. The Austin 1100 was introduced in June 1967, to be replaced the following May as the Austin America, equipped with a 58 bhp 1275cc four. This car lasted in American dealerships through the 1971 model year, to be replaced by the Austin Marina.

Despite being a top seller in the UK, the Austin America didn’t make quite the same impact in its namesake, though almost 60,000 appeared on our shores at a price around $2,000. This restored 1969 Austin America features an automatic transmission, rebuilt engine, very good paint, and a new interior. There can’t be many left in the U.S. despite somewhat generous sales.

Even if you’re not an unkempt college professor or an ex-pat from another land, you may be the kind of guy or gal who has a thing for unusual machinery with competencies foreign to most American cars of the time. For $14,900, you can show the rest of us what America is all about.

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