Founded in 1899, Packard became a powerhouse in the luxury car market in the early part of the 20th century. The company sold cars in 61 countries as of about 1928. Its president and General Manager, James Macauley, was understandably proud of what the brand had become. Advertisements featured the tagline, “Ask the Man Who Owns One.”
While a sexist phrase like that would never fly in today’s automotive media, it did convey the sense of self-image and dignity that Packard salespeople were going for. And who could blame them? The cars were indeed gorgeous.
The car’s profile screams sophistication—especially in an elegant black paint job—thanks to its prominent hood ornament, sidemounts, and suicide doors. The listing says that the car was restored in 2018, at which time the chrome trim was also replated. The fold-down luggage rack at the rear is a handy feature—not that the car was lacking for space inside the cabin.
The Custom Super Eight, after all, was the large flagship of the Packard lineup, taking the place of the outgoing V12-powered Packard Twelve. Packard prided itself in luxury, offering a smooth ride even on unimproved roads. “Your ride is almost as comfortable as though you were on new concrete—for which miracle you can thank Packard’s improved Safe-T-fleX suspension, the finest yet developed and the envy of the automotive industry.”
Power comes from a 356ci L-head straight-eight that was rated at 160 horsepower. The engine is fed via a single downdraft carburetor, and the listing says that the wiring was replaced during restoration. The car is parade-ready, and just in time for the upcoming Independence Day holiday.
An ad for the 1940 Packards from The Saturday Evening Post said, “You’ll fall in love and never get over it.” It went on to say, “Unless there is ice in your veins, you’re going to lose your heart to the most stunning new car that ever left a designer’s board.”
Automotive enthusiasts may recall that Packard merged with Studebaker in 1953, and the nameplate was eventually phased out by the end of 1958. It was a great run while it lasted—and this car is a prime example of peak Packard engineering and design.
Today we are checking out one of the toughest—and coolest—off-roaders ever made: the Toyota Land Cruiser “Troopy.” Known for its durability and go-anywhere capability, this vehicle has a rich history of service around the world, from deserts to disaster zones. In this video, we take a look at this restored example’s upgraded engine and check out a few upgrades that take this rig to the next level.
For more interesting finds, be sure to follow our YouTube channel here.
My dad would never be considered a “car guy,” but he did have appreciation for cars. Was it because of me? I cannot say, but I know I was able to nudge him in a certain direction from time to time. Not all of his car were interesting, but many played a pivotal role for me growing up because visiting new-car dealerships helped shape me as an enthusiast. Happy Father’s Day, Dad!
1967-68 Mercury Cougar XR-7 I’m not sure what year it was (and neither is my dad), but this was the first new car he and my mom bought. They were living in California at the time after immigrating in 1964 for grad school. In 1970, they moved to Delaware, and my first memory was playing with this car. I also remember being run off Route 202 by Mt. Lebanon Road—I recall a bumpy ride for a moment, then the front fender kinking out. My dad stopped, grabbed me, put me on the roof, and asked if I was okay. I was, but I don’t remember anything else after that.
My sitter had a similar car, so I was able to relive the Cougar for several more years until it became just another unreliable old car.
1974 Volvo 164 I don’t remember car-shopping for this one, but I do remember the dealership, which was a small import car facility on Market Street not far from Holiday Lincoln-Mercury. What I do remember is that it was burgundy with a black interior, and my dad never really cared for the car. The strongest memory I have is pretending to drive and moving the automatic gearshift, only to have the car roll backwards down the driveway and narrowly miss my sister on her tricycle.
1976 Lincoln Continental Mark IV I know this was the fall of ’76 because I remember the Mark Vs on the Holiday lot, so clearly my dad bought a leftover. It was pale yellow with a yellow vinyl roof, matching interior, and full wheelcovers. Of course, I loved the hidden headlights! I recall the Mark being a great highway cruiser, from DC to New York, though Philadelphia was the city most often traveled. One time when it was fresh in our garage and my dad had a business trim, my sister and I begged our mom to take us for a ride, but she was not able to find the emergency brake release so it stayed in the garage—seems this Lincoln’s brake was released once the shifter was moved from Park.
1982 Cadillac Eldorado Touring Coupe I was in love with Cadillac at the time. I saw a direct lineage from the finned cars from the 1950s to what was being built at that moment. Downsized cars meant nothing to me, though in retrospect they were a big deal at the time. I do recall checking out several other brands including the Seville-inspired Lincoln Continental, Chrysler Imperial (I had begged him to take a look), and Saab. I believe our Touring Coupe was a demonstrator at Delaware Cadillac, so it appeared on our radar due to the test drive and not because my dad was dexterous with the order form. Alas, it was a lemon, so he quickly replaced it.
1984 Cadillac Eldorado So, we were back. I don’t remember why we bought this and not another brand, though maybe the dealership worked something out to replace the Touring Coupe. Nineteen eighty-four was the first year of the Eldorado Biarritz convertible, but my dad could not afford it (and, in retrospect, it was somewhat ostentatious). What he settled on was a dark blue Eldorado with matching interior, fake tan convertible top, and full wheelcovers. This was an understated car, and it didn’t come off as cheesy as the roof may suggest.
1987 Porsche 928 S4 I caught my first sight of this car at some dealer open house near the Boxwood GM plant. Car was painted Summer Yellow, and I fell in love. Apparently, so did my dad, but he could not afford that kind of car. However, after a lot of dreaming, he bought one, using his inheritance for a no-option 928 S4 in Guards Red. Too bad he opted for the automatic! To tell you the truth, the car was troublesome and the Blaupunkt sucked. (Pssst! Don’t tell anyone but, stupid me, I took it up to 130 mph on Rosedale Road in Princeton, New Jersey, till I ran out of road.)
1975 Cadillac Coupe de Ville This was on the side of Wilson Road with 12,000 miles on the odometer. I think my dad missed his Lincoln, so he snapped this up for a fair price (and I’m guessing so the Porsche could have a more comfortable place during inclement weather). I managed to take it airborne a few times after we moved to New Jersey. The emissions junk meant the Caddy was never running properly.
1993 Volvo 850 Sedan I don’t know why he bought this, as I was in college, but it was a great car. He still had the Porsche, but this was the one he could depend on daily. There’s no spectacular stories to tell, but it looked great in Fjord Blue. My mom eventually ended up with one too to replace her 1987 740 wagon, which was the car I learned to drive on after a brief experience with her 1979 Pontiac LeMans Safari (another great experience for a kid going to Union Park Pontiac when the Trans Am was the hottest car in America).
(Image courtesy of Wikipedia)
2000 Mercedes S 320 Aside from randomly lusting after a Maserati Quattroporte throughout the 1980s, he really wanted a Mercedes but could never afford one, though I have experience tagging along for several test drives during the same decade. In 1999, he was ready, and Mercedes had just debuted a redesigned S-Class to boot. He went with the S 320 because he couldn’t afford anything fancier though, when he moved to Scottsdale around 2000, it appeared absolutely puny compared to the S 500 and S 600 models that were all around town. It looked great with black cherry paint and oyster interior, but it was not reliable, and it soured my dad on Mercedes.
2002 Volkswagen Passat Though retired by this time, my dad picked up a contract job and was given a company car. This sedan, which was produced during Audi’s rebirth and featured plenty of elements that had trickled down from the A4, was powered by the VR6 engine. This may have been the most perfect car that he ever owned, full of comfort and power in a package that would suit most people’s needs. In some respects, I feel this era was Volkswagen’s peak.
2006 Infiniti M35 One time when I traveled to Arizona to visit my dad, he picked me up in one of these. It was totally random and, honestly, I am unsure of the model year or whether it could have been an M45, but he liked it. However, it didn’t last long as he pulled out from a shopping center and was T-boned.
2008 Jaguar XJ I’m not sure when was Dad’s accident, so again I am unsure if 2008 is the proper model year, but he ended up with this Jaguar XJ next. I recall when he tested the classic XJ in the 1980s, but the console took up so much space in the foot well that he hated it. This time, things were different. I think this car was more than satisfactory to him than the Mercedes but, while having his car serviced by the dealership, they convinced him to move into something new.
2019 Jaguar XJ This is his final car. He still owns it, though he no longer drives. I’ve driven it at length and what’s notable is the sharp steering, but the center-stack interface is woefully outdated by now. Otherwise, this is a pretty neat car that’s not seen on every street corner, though I often wish his swan-song vehicle was something more interesting to me (and with a better resale value).
To all you dads out there, Happy Father’s Day. At the beginning of this year, I joined your special club. It’s too early to tell if my little guy will be into cars, but what I do know is that I am because of my dad. I thought I would write something for him that tells him how much he’s influenced and helped me, and share it with you.
You Did This
(Photo courtesy of Lexus)
Dad, maybe it was because you were into cars or perhaps you just knew that little kids like toys, but you (and Mom) gave Anthony and me a nice assortment of Hot Wheels, Matchbox, and Majorette cars. Trust me, we got your money’s worth out of them. You know that carpet in the room Anthony and I shared, the one with the dot pattern that formed a frame around the middle of it? Anthony and I used that as the racetrack for a dice-based board game we invented. For some reason, the black Lexus SC always did well. As a lifelong believer in Toyotas, maybe you get a little satisfaction from learning that. I don’t think you or I knew it at that point, but cars were quickly turning into more than just a passing fascination to me.
(Photo courtesy of the Ford Heritage Vault)
Even if I wasn’t into cars, I really couldn’t get away from them because you took me with you on your hunts for vintage American wheels. I recall being with you the evening you bought either your 1964½ Ford Mustang convertible or your 1965 Mustang 289 drop-top. Then there was the Sterling (an 827, I think), vintage Volkswagen Beetle, late-1960s Pontiac LeMans (or was it a GTO?) convertible, postwar GM trucks and, of course, the ever-changing fleet of Toyota Cressidas and 4Runners I remember in our driveway (too bad you didn’t hang onto the XJ Jeep Cherokee that long).
(Photo courtesy of Lamborghini)
A random walk by a garage sale in the late 1990s only intensified my interest. It was the first time I recall seeing a 1:18 scale model up close—and it just so happened to be a red Lamborghini Diablo. What great timing! The price was even better: $1. You paid for it, which was money well spent, if you ask me.
After that, you kept my collection growing with several models every Christmas and birthday. Of course, I went after the exotics I knew about, but coming across cars I had never seen before broadened my horizons—and, eventually, my array of models.
Now that I can take a step back from it all as a father myself, I think you were trying to nurture a love of automobiles in me because you were a car guy yourself. I totally get it. Who wouldn’t want to have something so major and enjoyable in common with his son? I hope I can pass that passion on to Hayden.
I’m Sorry I know there was at least one point where you must have thought you had created a monster—a nerdy, overly talkative one that would randomly point out minute, who-cares details about bland, effectively invisible vehicles (the Ford Five Hundred, for instance). Time and age has taught me that sometimes I need to pull back and not constantly bombard people (no matter how into cars they may be) with facts and stats that only I care about. When someone does that to me regarding a different subject, I know I get irritated.
Thank You I would not be the person I am today without you. Cars are not my entire identity, but they are a big part of me. They’ve always excited and interested me, and they continue to do that, even when I think they can’t anymore. I am more of my true self when I’m around them (usually spouting off facts and trivia) and they’re part of a language I speak with you and many of my friends.
Years ago, when I was a freelancer, I would always try to think of ways to use the review vehicles I received for the things they were built to do, especially the big trucks. You knew I wanted to truly test out the 2019 Ford F-250 King Ranch, so you took time out of your day to go with me to the local quarry to pick up over 3,000 pounds of road base. You even helped me shovel it out at your house in the summer heat. And thanks to your thinking, I had heavy stuff to haul away in the bed of the 2020 Ford F-450 I reviewed. My write-ups were better—and more fun—due to your help. The love of cars I gleaned from you led me to where I am today: writing for a well-known automotive website with a large audience. What I do here teaches me more about my favorite subject and enables me to provide for my family.
I Hope You Had Fun
(Photo courtesy of Land Rover)
I’ve been fortunate to drive many press vehicles over the past decade. I’m glad I was able to share some of them with you. You and I never went wheeling in your first-gen 4Runner, but going to an OHV park with you and Sylvia in a Range Rover was a nice consolation prize. I hope you saw the effect you’ve had on me; I definitely saw the effect our adventure had on you. We hit a substantial roll angle in one section of the trail we were on, which gave you a horrifying view of the rocky terrain right outside your window. That was the first time I’d ever seen you scared in a vehicle. We reached the top of that trail without a scratch and went on to explore more of the terrain, so I’d like to think you (and Sylvia) enjoyed the experience overall. I know I did! It was a dream come true to be able to share that kind of adventure with you.
(Photo courtesy of Chevrolet)
I’ll always remember my week in the 2020 Chevrolet Corvette Stingray. Yeah, it was curvy and dramatic and fast and loud, but it also brought out a part of your inner car guy that I don’t think I had ever seen before. You didn’t bemoan the price or lack of practicality—you simply wanted to go for a ride in a Vette for the pure fun of it. I was happy to oblige (and test out the C8’s acceleration at the same time).
(Photo by Tyson Hugie)
I can’t believe it took 41 years, but you and I finally went to a car museum together for the first time. We should have done it much sooner. It was nice to get your perspective on different eras of the automobile and learn which ones you liked the most. I had no idea you’d be so drawn to a Holden, especially one from the 1930s, but I have the picture to prove it. Even better, I have our photo together in front of a 1930 Duesenberg Model J.
Perhaps you see a little of your own father or even yourself in these stories. Feel free to share your car-related memories with your dad or children in the comments below. Happy Father’s Day to my dad and all of you other dads out there. Here’s to all of us making more memories in cars we love with the people we love the most.
Pontiac was on a roll in the 1960s. During the early part of the decade, specially trimmed models with buckets and (sometimes) consoles were becoming a thing, and Pontiac stepped up to the plate and created a special model of its own. Based on the Catalina, the newly christened Grand Prix two-door hardtop featured a distinctive inset grille, special trunklid trim, clean flanks, a standard 303-horsepower Trophy V8 with a four-barrel carburetor, buckets, a center console, and a tachometer. Needless to say, the new model was a rousing success. A fine example of the 1962 Pontiac Grand Prix is the focus of today’s AutoHunter Spotlight. Restored within the last four years at a reported cost of $100,000, it is powered by a 455 Tri-Power paired with a TH400 transmission. With a Midnight Blue metallic body complemented by a white painted top over a black interior, this personal-luxury Poncho comes from the selling dealer with build receipts, spare parts, the original 389, and a branded title.
Nineteen sixty-two was the year Pontiac instituted convertible-like styling for its two-door hardtops. The hardtop on this Grand Prix is white, which nicely contrasts with the deep blue body. Other features include a driver-side mirror, rocker moldings, LED headlights, chrome ornaments on the front fenders, and a front fender-mounted antenna. A set of 8-lug wheels are wrapped in 235/75 American Classic wide-whitewall tires.
The black vinyl interior features front bucket seats with a center console. Other interior features include a push-button AM radio, clock, heater, an instrument panel pad, chrome pedal trim, and rubber floor mats.
Instrumentation includes a 120-mph speedometer, console-mounted 7,000-rpm tachometer, and fuel gauge. An aftermarket gauge cluster for the oil pressure, voltage, and coolant temperature is mounted underneath the dashboard. The odometer shows 60,344 miles, though the true mileage is unknown.
The rebuilt 455 (which has accrued less than 1,000 miles since being overhauled) features Tri-Power induction, Edelbrock Performer aluminum heads, roller rockers, and more. The engine is backed by a three-speed TH400 automatic.
The undercarriage features a custom driveshaft leading to a limited-slip differential. Other features include power brakes, newer springs and shackles, and a dual exhaust system.
This 1962 Pontiac Grand Prix may have been a response to a young trend, but the model itself sparked a trend because personal luxury cars were usually a step up or two in price. The Grand Prix brought affordable class to the segment, leading to me-too responses from competitive brands such as Oldsmobile, Dodge, and even Buick. The auction for this GP ends on Wednesday, June 18, 2025, at 11:00 a.m. (PDT), so be poised to bid on this classy coupe before you miss out.
No matter how expensive, attractive, or lavishly furnished a car may be, when you see too many examples of it out on the road or in parking lots, it starts to feel much less special. Our Pick of the Day, a 1967 Mercedes-Benz 300 SE Cabriolet posted on ClassicCars.com by a dealership in Missouri, is all those things, but it still manages to remain special.
Why? Because there’s a good chance you’ll never see one up close. If you do, there probably won’t be a second time—Mercedes only made 708 300 SE Cabriolets between February 1962 and December 1967. Statistically, a certain percentage of those have likely been lost to accidents, natural disasters, or poor care/negligence. This particular 300 SE cabrio not only avoided such a fate but, thanks to a reportedly $300,000 restoration, it also looks decades younger than its model year indicates.
As part of the visual overhaul, the Paul Bracq-designed body was refinished in Anthracite Grey Metallic, which is attractive all by itself and even more handsome under the chocolatey Brown soft top. Those are definitely conservative colors, but the 300 SE’s lines and chrome accents should have no problem turning heads.
When the top is down, people will definitely be looking to see who’s in this majestic open-air cruiser. As they do, they’ll also get a glimpse of the Cognac leather upholstery and gleaming, vibrant wood trim on the upper and middle sections of the dashboard. Only the driver of this W112 and his/her passengers will get to experience the convenience of its power features, full sound of its Becker Grand Prix AM/FM radio, and comfort of its air suspension.
Given that this 300 SE was built after 1964, its M189 (189.987) fuel-injected 3.0-liter I6 benefits from a slight bump in output to 170 horsepower and 183 lb-ft of torque. A four-speed automatic with a column-mounted shifter puts this drop-top into motion and gives people the chance to see a rare sight.
You don’t have to be one of those many—you can be one of the few to own such a low-production vehicle. The price of that privilege—and this 1967 Mercedes-Benz 300 SE Cabriolet—is $269,900.
This year, I will attend the Pebble Beach Concours d’Elegance for the 23rd time. I have gone to The Amelia, The Quail, Hilton Head, and just about any other concours you can think of more than 15 times over the years. I have shown, written, spectated, and judged at most of these events, so I feel I have an excellent breadth and depth of experience in this world. None of it prepared me for what I saw at Concorso d’ Eleganza Villa d’Este 2025, presented by BMW Group Classic.
I had heard from friends who had previously attended this event just how good it was. They all called it the best concours they had ever attended, but I was still skeptical given my experience at Pebble Beach. I thought, Sure, it is probably a nice show, maybe similar to the first few years at The Quail. I was wrong.
I have been struggling for the past few days over how best to explain the event. After thinking about what I saw and what others had said while there, here is the best I have offer.
On Saturday morning, just as I arrived at the Villa d’Este resort, I ran into a really good friend who is a collector car dealer and big-time collector. He has shown at The Amelia and Pebble Beach multiple times and won at them as well. We caught up a little, then both of us went quiet as we watched the cars roll in and get positioned for the concours. After looking at the parade of cars for about 10 minutes, my friend summed up Villa d’Este perfectly when he said, “I have entered this event five times in a row and none of the cars I entered have ever been accepted. Now I understand why.” Yes, this show is that amazing.
The Concorso d’Eleganza Villa d’Este describes itself as “a visual celebration of automotive artistry and elegance.” That is a good way to sum up the event, but it still does not begin to give you a feel for it.
The schedule runs from Thursday through Sunday, with a tour on Thursday for entrants and a Friday cocktail affair followed by a truly gourmet dinner at Villa d’Este. The evening ends with BMW unveiling several very special vehicles. Saturday is the by-invitation-only portion of Concorso d’Eleganza Villa d’Este, with 54 cars on display, all evaluated by the best team of judges (led by my friend Kris Kramer) I have ever seen, followed by the awards ceremony. While this is happening, there is a “cars and coffee”-style event at Villa Erba next door. On Sunday, the 54 Villa d’Este cars are shown at Villa Erba, with the public invited to see them. At the end of Sunday evening, the Best of Show winner is announced at the event’s final dinner.
At the Friday cocktail party/dinner, BMW came out of the gate fast with a new model introduction. This year’s debut was the 2026 M2 CS, a car that is likely to sell out quickly and wear the crown as the quickest gasoline-powered M car available. Its designer explained the new body panels, increased power, and other little details that separate it from the standard and already amazing M2.
After a delicious, world-class dinner that was akin to one you would enjoy at a Michelin star-winning restaurant, BMW made two more introductions on the grounds of the resort. The first was the Concept Speedtop, a shooting brake GT car that will actually be produced (just like the Skytop that was introduced at Villa d’Este last year) and likely be limited to 50 examples. This really is a concept car brought to life, one that you can actually drive. The second was the BMW RR concept motorcycle, which is likely the quickest motorcycle the company has ever built.
Saturday began early, as it usually does at any concours d’elegance; I was on the show field just before 8 a.m. After meeting up with the friend I mentioned earlier, we walked the grounds to see what was around. The first thing I came across was a pair of Rolls-Royces. One was the Phantom used as the villain’s car in the 1964 James Bond film “Goldfinger.” The other was the new 1-of-1 Phantom Goldfinger, which is full of Easter eggs from the film. As a big James Bond fan, I was stopped in my tracks by these cars.
The cars on display at Villa d’Este were nothing short of perfection on wheels. The way they were carefully displayed only added to the atmosphere of the event. It was quite obvious that whomever set the show field was very aware of each car’s background, which, combined with the cars themselves, raised the concept of a concours to an otherworldly level. Take a look at the photos and you will get the idea.
One surprise at the event was running into my friend Dirk de Groen, a collector I know from the BMWCCA (BMW Car Club of America) and various concours, including Hilton Head. Dirk was showing his perfectly restored 1957 BMW 507 roadster. He had a book documenting the restoration that was completed just in time for the event. After flipping through the book and seeing the work done on the 507, I can say the final result was definitely worth the effort. When Dirk bought the car, it was a bit of a mess, but the multiyear restoration he commissioned transformed it into what is probably one of the best examples of a 507 in the world.
After spending a few hours looking at the cars at Villa d’Este, Dirk and I took a water taxi to nearby Villa Erba for the Amici & Automobili – Wheels & Weisswürscht event. The water taxi ride was something out of a James Bond film. The gorgeous wood-hulled boat took us on a scenic route on Lake Como to the event. The view over the bow was stellar, as was the interior.
Wheels & Weisswürscht was, in essence, a cars and coffee event, but it was like nothing I had ever seen before. There were, of course, scores of BMWs, all parked by series and (in most cases) by year, with some special cars parked in small groups. The most amazing of those was the 16 E36 BMW M3 GTs that were in attendance – a significant percentage of them, considering that there are only 200 in the world.
Various Italian, British, and other German cars were also in attendance. There was even a vintage BMW motorcycle club display of some amazing old bikes.
After spending about an hour there, Dirk and I again took the amazing wood-hulled water taxi back to Villa d’Este for lunch and the awards presentation, which is called “The Parade.” Simon Kitson served as the MC for that part of the event, which was different from any other concours because guests were sitting at tables along the path the cars took to receive their awards.
Another surprise was that my friend Dirk won the Coppa d’Oro (a.k.a. People’s Choice Award) at Villa d’Este. That might not sound impressive until you consider that the people who voted were the attendees at Villa d’Este, and a select group of entrants, journalists, and VIP guests.
Sunday, all the cars from Villa d’Este headed over to Villa Erba for the general public portion of the concours. Reasonably priced tickets for this part of the event are available to all, but are limited to 20,000. If that sounds like a lot of people, keep in mind that the grounds at Villa d’Este are so spacious that the cars on display are never blocked by crowds of people.
In addition to the Villa d’Este entrants, there were also other cars on display. This year, the most impressive group consisted of every BMW Works-raced 328. It was the very first time all these cars had been gathered at the same time and place. The display was tasteful and extremely well curated. There were no huge signs – just info on signage that framed the entire group. It was a museum-quality exhibit along the lines of the Museum of Modern Art or the Louvre.
Just down from the 328s was the BMW Art Car display. The walls of the hallway were covered with images of the various BMW Art Cars and led to the actual cars on display at the end. This year’s featured Art Car was the 1992 M3 GTR painted by Sandro Chia.
Sunday’s show ended with a parade of the winning cars from Saturday, which spectators could see from the grandstands. Although it was not as exclusive as the Saturday procession, it was still the best one I have seen at any concours.
Sunday concluded with a black tie dinner back at Villa d’Este. You might notice that I have not revealed the Best of Show winner yet. That is because the winner is announced at the end of the dinner. Even those who aren’t there know when the announcement is made because it is punctuated with fireworks over the water.
This year, the Best of Show winner was the 1934 Alfa Romeo P3 from the Auriga Collection. This car is fantastic, an Alfa 8C 2900 race car that was campaigned by Scuderia Ferrari. What a deserving winner!
The Best of Show winner receives a wonderful trophy specially made by A. Lange & Söhne and the satisfaction of knowing their car beat the absolute best ones at the world’s most exclusive and magnificent concours d’elegance.
If you have always wanted to attend Villa d’Este, here are a few tips. The only way to get into the Saturday show is to display a car, be invited, or sign up for the waitlist for the special Villa d’Este hotel package. That being said, the Villa Erba Saturday event is open to spectators and tickets are available. It may be the second-best day in concours events behind Saturday at Villa d’Este. You can get more info at the Concorso d’Eleganza Villa d’Este website.
My friend and host Tom Plucinsky from BMW Group Classic on the left, my friend Steffan Frisk in the middle, and me on the right at Villa d’Este
I want to thank my friends Tom Plucinsky and Helmut Käs from BMW Group Classic for sending me to the best concours event on the planet. I now understand what all the fuss is about and hope my story here conveys the grandeur of the Concorso d’Eleganza Villa d’Este.
Remember the days when the Pontiac Firebird was a thing? Millennial ads read, “To a bug, it’s a 320-horsepower blender” and “The other red meat.” While the Firebird wasn’t riding high like in 1979, the boisterous Trans Am was replete with power that rivaled the high points in its history. Even Ram Air was brought back!
The fourth-generation Firebird was the last of the line, with a 1998 facelift giving it a more boisterous look (or, to some, overwrought in typical Pontiac fashion). At some point, 325 horsepower was on tap with the WS6 package, with another 10 horses available thanks to SLP’s Firehawk. It really felt like the 1960s were back.
But then it began to feel like the 1980s, with General Motors making a boner of a move: no more F-bodies. Seriously? How could GM not offer a successor to the American public? Next think you know, they’ll kill Pontiac too . . . and they did. What will GM kill next? Oh, that’s right—after a Camaro revival, that has been killed too.
Today, the acceleration of the Trans Am and Firehawk pales in comparison to modern vehicles, but sprints are but one element to muscle cars—few insipid late-model vehicles can offer the number of grins that the final performance Firebirds can.
Join Muscle Car Campy as he gives us rides in two twilight Firebird convertibles: a 2001 Trans Am with the WS6 package owned by Kevin Guido, and a 2002 SLP Firehawk owned by Tony Palese. Pay attention to the distinctions between the two, as they show how the Firebird evolved once it was in SLP’s hands.
Featured on AutoHunter is this 1956 Ford Customline Victoria, which was restored in its original two-tone color scheme in 2015. It’s powered by a 272ci Y-block V8 mated to a Fordomatic three-speed automatic transmission. Finished in Berkshire Green and Springmist Green over a Medium Green cloth and vinyl interior, this stylish hardtop is now offered by the seller in Oklahoma with an owner’s manual, shop manual, and clear North Carolina title.
As part of the restoration completed in 2015, the body was refinished in its original paint colors of Berkshire Green and Springmist Green. Exterior features include chrome bumpers with overriders, hood badge and ornament, fender badges, dual mirrors, rear fender skirts, and dual exhaust outlets.
A set of recently installed 215/75 American Classic wide-whitewall tires surrounds the 15-inch body-color steel wheels, which are equipped with polished covers.
Like the exterior, the cabin of this Victoria is green: Medium Green cloth and vinyl upholstery covers the two rows of bench seating. Features range from manual windows and heater to an AM push-button radio and FM transmitter, the latter of which is located in the glove compartment. The trunk contains a patterned vinyl mat and spare tire.
Instrumentation consists of a 120-mph speedometer, gauges for the fuel level and temperature, and warning lights for the oil pressure and generator. The odometer shows 43,139 miles, which the dealer states is this car’s true mileage.
Under the hood is a two-barrel 272ci Y-block V8 that was factory-rated at 176 horsepower. It delivers its power to the road through a Fordomatic three-speed automatic transmission.
This Victoria is carried down the road on an independent front suspension, solid rear axle, and leafspring rear suspension.
Are you one of those folks who gets bored with something the more you experience it? It can lead to being nudged into something off your radar. Our Pick of the Day fell into the former in the past but, today, it falls into the latter. This 1972 Mercury Marquis Brougham four-door sedan is listed for sale on ClassicCars.com by a dealership in O’Fallon, Illinois.
Through 1968, Park Lane was the top-of-the-line full-size Mercury, but the advent of the 1967 Marquis added color to the Mercury line. Initially a formal two-door hardtop, the 1967-68 Marquis functioned more as a personal luxury coupe than a complete series. For the 1969 redesign, the Marquis took over from the Park Lane and the personal luxury model was given a heavy dose of sportiness and renamed Marauder. There also was a fancier Brougham package for the Marquis, which officially became its own model for 1970.
For 1971, the full-size Mercury was redesigned, though there was no mistaking it was a Mercury. “Take the most dramatic styling in the medium price class . . . add the best ride ideas and luxury features from the world’s most expensive luxury cars . . . and you have a better medium priced car.” With 124-inch wheelbase, hidden headlight, and fancy interiors, the top-of-the-line Marquis Brougham certainly seemed fancier than a middle-class car (let’s call it upper-middle, shall we?). There was also a regular Marquis, Monterey Custom, and Monterey. Though Ford’s LTD retained the convertible, it was gone from the full-size Mercury. Standard for the Marquis was a 429-2V producing 320 gross horsepower, which was quite prodigious considering what was coming for 1972.
With only detail changes, 1972 was similar, but the standard Marquis engine had been upgraded to a 429-4V. This may have been done to compensate for the loss in horsepower due to the federally mandated lowering of compression to handle low/no-lead fuels. Horsepower fell to 208 net. Visually, the biggest styling change from 1971 was the coarse egg-crate grille pattern; this pattern was repeated in the center section between the taillights, which had been a reflector in 1971. For the first time, a 460 was available as an option, though Mercury required air conditioning to be ordered with it.
It’s neat to see cars not often seen anymore, and this 1972 Mercury Marquis Brougham four-door sedan is a pleasure to see once again. It appears it has been mildly modified with a fancy root beer paint job and dechroming, but this Merc still displays all its charms including a long and lithe design with an interior that invokes Lincoln. “Complementing the exterior is a luxurious tan interior, crafted with vinyl materials that offer both comfort and style, making every drive an enjoyable experience.” Equipped with the 429, power steering and brakes, air conditioning, and AM/FM radio, there is no reason to doubt the dealership’s claim.
Most cars like this were disposed of long ago, which makes them unfamiliar to many in today’s general population. If you agree to the $17,500 asking price, we imagine it can be guaranteed that you will receive no contempt from those around you.
