Journal Classic Cars

I’m not in the market for an EV, but I do glance at cruising ranges when reading about one in the buff books. Around town, most seem reasonable, but I’m the kind of guy who doesn’t want to be restricted (or stranded) by a range-limited vehicle if I have a six-hour road trip. Some are better than others, with my expectation of 350 miles being somewhat too aspirational for most new EVs. However, Lucid is bucking that trend, setting a Guinness World Record that would make any ICE-powered vehicle envious.

The Lucid Air is a car I see somewhat often in metropolitan Phoenix. I suspect the factory in nearby Casa Grande has something to do with it. Looking at the Lucid Motors website, I note several trim levels for the Air:

• Pure ($69,900)
• Touring ($78,900)
• Grand Touring ($110,900)
• Sapphire ($249,000)

Obviously, there’s more to trim levels with Lucid than a fancier interior and wheels. The “estimated range” for the respective four trim levels are 420, 406, 512, and 427 miles all impressive considering our recent Hyundai Ioniq 5 Limited AWD test car is rated by the EPA has having a 269-mile all-electric range (though the RWD version has a much more reasonable 318 miles). Considering the only EV I’ve desired—the Volkswagen ID. Buzz—can only offer a best of 234 (which seems unacceptable for a new model), the Lucid Air Grand Touring is especially impressive.

This is the same model that holds the record at Car and Driver for the longest-driving EV (at 410 miles), though now it seems it’s official, as it has set a new Guinness World Record for the longest drive on a single charge by any electric vehicle. Would you believe 749 miles?

So, how does a car that’s rated at 512 miles achieve over 200 more?

According to Car and Driver, there are several things to consider: the starting point of St. Moritz, Switzerland is 6000 feet above sea level, while the destination of Munich, Germany is 1700 feet above sea level. Though the drive between the two cities is around 220 miles, the long, scenic, and gradual downhill route can be around 750 miles. The gravity worked in conjunction with the regenerative braking system to generate the exponential improvement.

This reminds me of the old, coast-to-coast Mobil Economy Run, which was especially popular with manufacturers after World War II. Though the event was designed to show real-world fuel efficiency, companies began to find every which way to eke out fuel savings in the interest of bragging rights in marketing, even though the average driver would never achieve such results. If you thought hypermiling was a recent phenomenon, think again.

Lucid likes to brag that “with up to 512 miles of estimated range at your disposal, ‘range anxiety’ is not in your vocabulary.” While looking for a charging station and dealing with the length of time to fully charge a vehicle are other detriments to EVs, the Lucid Air appears to have removed one hurdle.

Most of my friends are into cars in one way or another. One of them is an automotive designer. Another has a small fleet of vehicles and works in the insurance industry. A third is the sales director for an auction house.

Then there’s my pal Dan Wolff, who’s not a car guy at all. As a talented comic artist, he’d rather stay up all night drawing his latest character instead of lusting over cars on the Internet or chatting stats. How were we roommates for several years without boring each other to death? How have we been great friends for more than a decade?

The simplest, most fundamental answer is that we have other interests in common. We met when we were cast in a community theater play. Right off the bat, it was clear we were both interested in the arts. The more I talked with him, the more I realized we had similar personalities. Like me, Dan is a sensitive guy with a silly side (which often leads to doing terrible Andrew Dice Clay impressions). We can talk and laugh for hours without even a mention of cars—hypothetically, of course. I always bring up cars at some point.

Just being a good human has helped too. A lot of people say it’s a bad idea to be roommates with friends, but I had no reservations about us moving into a bachelor pad in Austin back in 2014. It was great. We both always paid our rent on time, minded each other’s space, and kept the place in order (at least to the standards of two single guys in their late 20s/early 30s).

Our time in that apartment taught me even more about the importance of common interests. I learned how to discuss cars with Dan in his language. One week, I had a Toyota Prius to review. Although Dan didn’t care about the car itself, given his love of the environment, I knew he would appreciate the Prius’ fuel economy. Dan creates characters and entire worlds with the stroke of his pen, so I asked him what he thought of the hybrid’s lines and use of colors, which he was more than willing to discuss. Ultimately, despite the big difference between us, Dan and I were still able to relate to each other (but I will never be able to agree with him that Cincinnati chili is delicious).

I know it sounds strange, but sandwiches have also played a role in my friendship with Dan, giving us a reason to combine the things we enjoy. Dan was born and raised in Cincinnati, so he’s a big fan of Penn Station East Coast Subs and Graeter’s ice cream. When we were roommates, he didn’t have many chances to go back to the Midwest and get a taste of home. A quick search revealed there were three Penn Station locations in Texas, all of which were more than three hours away in the Dallas area.

Right around the time Dan made that discovery, I had the keys to a Jeep Wrangler Unlimited Sahara press loaner without a mileage limit. Not only did the seven-hour round trip teach me about the JK’s road manners and fuel economy, but it also made for a great day with one of my buddies, who finally got his fill of the food he loved when he was growing up. Dan and I made a few more treks to Penn Station, each time in a different vehicle: the Mazda MX-5 Miata Grand Touring, Ford F-150 Limited, and Alfa Romeo 4C Spider.

As much as I love cars and talking about them, the truth is that they’re not an all-powerful unifying force. I’ve known gearheads that I had no chemistry with because we had wildly different personalities and cars were the only thing we had in common. But if you make the right friends, you can have a great time with them doing something completely unrelated to automobiles, yet still share your passion for cars with them in a way that both of you understand and enjoy.

Many people lump the coupe version of the Mercedes-Benz R107 series cars in with the 450SL roadsters. The two cars look the same, so they must drive and feel the same, right? Well, having driven the roadster and the coupe, I can confidently say these are very different. Both are of the absolute highest quality, but the coupe version of the SL edges the roadster just a bit. No, the top does not go down, but the addition of the permanently fixed roof, along with a more spacious cabin, makes the SLC something that feels even better than the already excellent SL.

The SL’s feeling of solidity is somehow magnified in the coupe, and when you combine that with the extra space in the coupe (providing more legroom and headroom), it adds up to the 450SLC being one of the absolute finest sporting GT cars ever built. Sure, the SEC car that replaced it is also world-class, but the coupe feels like a much bigger car than the SLC. That replacement also loses a bit of its classic styling, which has been why I have always preferred the SLC to the SEC.

Featured on AutoHunter is one of these amazing cars, a 1976 Mercedes-Benz 450SLC. The car is offered by a private seller in Fort Worth, Texas, and the auction will for this car will end Thursday, July 17, 2025, at 12:00 p.m. (PDT).

The seller describes this 450SLC as being powered by a rebuilt M117 4.5L V8 mated to a three-speed automatic transmission. This W107, finished in its very 1970s Milan Brown over a Cream leather interior, is being offered by the seller with service records and a clear title.

The seller states this SLC has had $103,000 invested in it over the years. Most recently, the engine was rebuilt, and the front suspension and brake system were completely redone.

The exterior of the car looks to be in very good shape, with only a few minor scratches and tiny dings present. The Milan Brown paint seems in excellent condition overall.

The interior features the original Parchment leather, which appears to be in great shape. The carpets, door cards and dash all look to be in excellent condition as well. The only departures from original are a leather wrap for the steering wheel and a modern radio.

Lifting the hood does not show anything alarming, though the car is due for a detailing and, when doing that, I would also recommend replacing the under-hood pad.

While Mercedes SLC cars have been underappreciated by collectors for a very long time, younger collectors seem to have figured out what the SLC is about and, and as a result, prices are now slowly creeping up. When new, these were the most expensive new Mercedes-Benz cars you could buy, costing $26,000 in 1976. For now, they remain relative bargains, but good examples—as this one appears to be—are difficult to find.

The auction for this 1976 Mercedes-Benz 450SLC ends on Thursday, July 17, 2025, at 12:00 p.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

It’s like a joke that wrote itself: an Italian and a Frenchman walk in a bar . . . and then they emerge with a car they designed themselves. A recipe for disaster? Depends on how you look at it, but that car is our Pick of the Day, a 1973 Citroen SM. It is listed for sale on ClassicCars.com by a dealership in Newport Beach, California.

My favorite Matchbox diecast was a blue and red Citroen SM. I don’t know what it was about that model, but I thought it looked cool. I had never seen one in the flesh as a kid, though I had seen one on the cover of a book that was on display at Woolworth’s. The front end looked like nothing I had ever seen before, though I didn’t recognize there were six headlights instead of four.

As my parents are originally from Argentina, I was able to see Citroens in person, though the bulk were 2CVs and Ami 8s—quite the antithesis of the SM. Yet I was also taken by those utilitarian models, and I cannot explain why. Was it the unusual shifter? At least with the Ami 8, I know that I really dug the European halogens, a common theme among other cars that captured my interest when I was a kid. Over time, I became aware of the GS and CX, both of which had what I thought were good looks and a nifty instrument panel with a rotating barrel speedometer like (I’d later discover) you’d find on a first-gen Oldsmobile Toronado.

Then, randomly, when I was around 10, I unexpectedly caught sight of my first SM at the Wanamaker’s store in Wilmington (of all places). My mom passed it and I thought, “Wait a minute—isn’t that a Citroen?” I asked her to back up and, lo and behold, here was my dream car. It featured U.S.-spec sealed-beam headlights, which was a new (and disappointing) revelation to me. I also didn’t find the view from the rear too engaging, lacking the grace of the front-end. Never did I see this car again, but I did catch a sighting of a “proper” SM in the streets of Paris when I was in high school.

During my adolescence, I didn’t understand the unique history of the SM, such as Citroen’s partial acquisition of Maserati, the development of a French GT with a Maserati V6, and front-wheel drive. The marriage of Italian and French engineering sounded like a disaster but, if properly maintained, worked fine. The problem was properly maintaining it. Unless you lived somewhere where Citroen were relatively popular, like the West Coast, it was a difficult proposition. For such an interesting, stylish car, disrepair was not an uncommon occurrence, as evidenced by the SM I saw resting on its haunches on the side of the road in Boulder, Colorado around 1996. Sure, this position was common when parked, but chances are the suspension needed a new breath of life in order to rise for the occasion of getting to Point B.

With the advent of impending safety and emissions standards, combined with the first oil crisis and financial difficulties for Citroen, the SM had trouble surviving though managed to last for five model years. Out of 12,924 built, approximately 2,007 were sold in North America, which is impressive considering the brand never really gained traction in the U.S. This Or de Simiane (Simian Gold) 1973 Citroen SM is one of those. It’s not uncommon for U.S.-spec cars to have had their headlights converted to the Euro halogen system by enthusiasts, but this one’s original system remains intact, showing off the fixed sealed-beam illumination without the aero lens covers. According to the seller, this one sold new in Beverly Hills for $13,844, which was several thousand dollars more than a Cadillac Eldorado convertible and more in line with a Mercedes-Benz 450SL. “Owned for a few years by Citroen service guru Jerry Hathaway,” says the seller. “Extensive service records, known history, well maintained and refurbished over the past 10-plus years and in wonderful condition inside and out.”

Most of these came with a five-speed manual, but this one features the Automatique—not a surprise considering its LA origin. An SM that’s sorted out is a wonderful thing and, in real dollars, it would cost a lot more than the $54,800 being asked today.

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

No matter how much money you make, if you have a car, you can modify it in some way, even if that means just adding a K&N air filter or changing the wheels. Of course, the more you have in your wallet, the more you can upgrade your ride, especially when you have assistance from a major automaker such as General Motors. The following trio of GM restomods in Jay Leno‘s collection is proof.

1955 Buick Roadmaster

This Buick was the first car Leno bought (for $345!) when he made the big move out to LA in the 1970s to further his comedy career. It was also a part of major moments in his life, serving as his home for a while in the early days, and the car he drove after marrying his wife Mavis. Like any car enthusiast, Leno was eventually attracted to other vehicles. He left this Roadmaster in his mother-in-law’s driveway for more than a decade before deciding to revive and upgrade it.

Thanks to help from Bob Lutz, GM’s former head of Global Product Development, and Tony Roma, the company’s current executive chief engineer for the global Corvette and performance cars team, Leno was able to completely rework it into a seriously powerful C-body. They combined a 572ci V8 crate motor with a 4L80E four-speed auto, and the suspension from the C5 Corvette, creating one of Leno’s favorite cars. We’re also fans because it maintains its vintage style and charm despite having a lot of modern hardware.

1932 Bowtie Deuce Roadster

Who said Chevrolet and Ford can’t coexist? This custom has a 1934 Chevy chassis topped with a 1932 Ford body, all powered by a Chevy LS7 V8 crate engine connected to a six-speed manual gearbox.

If that’s a bit confusing (or blasphemous), just focus on the end result of all that cross-breeding: 600 horsepower.

1966 Oldsmobile Toronado

On paper, a “gold, front-wheel-drive Oldsmobile” probably sounds pretty tame, if not outright boring. But in the metal, this Olds is miles away from dull. Leno had a custom chassis created for his Toronado restomod, and converted the car to rear-wheel drive.

Why? Because the power he had in mind would’ve been too much for the front end to handle. In fact, it proved to be more than Lingenfelter’s dyno could take because the 1,000-horsepower twin-turbo 427 broke it. Roma seems to have no trouble keeping the Toronado’s nose pointed straight down the road ahead—even when he lets all of those horses under the hood run wild.

Showing up in my Facebook Memories the other day marked 12 years since I bought my old Mini Cooper S. I had moved to Los Angeles to work at Hot Rod and needed a car since I had been depending on subways and a trusty bike to get around Brooklyn.

My hunch suggested the Mini Cooper S offered the best quotient of driving fun, utility, and cost, though I recall testing a modified Dodge Neon SRT-4 and an unusual Volkswagen Type 3 notchback. I visited a host of dealerships all over the San Fernando Valley, some sketch, some legit (both cars and dealerships). Mandatories were a stick-shift and sunroof. The prices seemed a bit too strong for my tastes, so I checked out a naturally aspirated Mini Cooper around Studio City; it had enough grunt, but was entranced by the novelty of a supercharger.

Then, I found a nice one on Craigslist. It was a silvery charcoal, invoking the color of the Maria Martinez pottery that my mom liked. The original window sticker showed something like 10 grand in options, from leather to fancy headlights to the instrumentation package and more. I drove up to Valencia and tested it. I was in love. But it had close to 100,000 miles on it, which my lizard braid said could be a sign of trouble. Nonetheless, feeling this was the best Mini Cooper S in town, I couldn’t help myself and snapped it up before someone else had the same idea. I didn’t bargain with the seller as much as I should have.

During the test drive, the “check engine” light was on. Seller guaranteed me everything was kosher, but I was new to the state of California and didn’t know about the subculture of smog-testing. I was under the impression that it was just a light that a mechanic needed to turn off, but the smogger failed me because of the light, meaning he drove the car into the stall to fail/financially ruin me. Now I needed to figure out if something was wrong, a dance that I don’t recall other than learning the hard way that the world of smogging was a corrupt money-grab. I wrote to the seller, a former New Yorker who ran a hair salon academy in Sherman Oaks, asking to go halfway in the $300 of repairs, but he never responded. Lesson learned.

Nonetheless, this car was a blast driving in Los Angeles: great on the exit ramps, great on gas (though Premium in California was enough to almost turn me to hybrids), and I was enough of an enthusiast that I didn’t blink when stuck in traffic with a manual-transmission car. It was rough around the edges, but it encouraged me to drive it like I hated it—the best kind of car. From the outside, it was pristine, but then its Teutonic heritage began showing itself through the veneer: the driver-side window stopped working. Then the air conditioning followed suit. One time, I recall driving up the hills of Encino or vicinity when a spark plug wire shot out from the engine. Thankfully, I had AAA; unfortunately, the spark plug was stuck.

I didn’t sign up for this. Or maybe I did.

I became rather friendly with the folks at MiniWorx in Culver City. Repairs were never cheap because, as I learned, used German cars are more expensive than new ones. Then, freshly married, we leased a 2017 Mazda3 Grand Touring hatchback with a six-speed, which meant the Mini had to go as we only had one parking spot at our apartment. I sold it for a lot less than what I had paid, the amount which had doubled due to repairs over several years. The gentleman who bought it was a policeman who had a hobby of buying Minis and fixing them up. That’s the talent I should have gained from my experience, but as this was my/our sole vehicle of transportation, that was an impossibility.

Today, I wax poetic about the little roller skate, though it pains me to see what Mini has become. Whatever happened to that brand that built fun cars? There’s no more manual transmissions, there’s a new emphasis on EVs, the Clubman no longer exists, and the Countryman now is not so mini. Is this really the same automotive brand that Crispin Porter + Bogusky helped launch?

All this reminds me of Italian car owners. “I LOVED my Alfa, but it was in the shop more than the road.”

“Would you own another one?”

“In a heartbeat!”

I’m not as much of a masochist, but I have learned that German cars are built to be leased, not owned.

Barrett-Jackson announced today the company is bringing The World’s Greatest Collector Car Auctions to Columbus, Ohio, June 25-27, 2026, at the Ohio Expo Center & State Fairgrounds. The 2026 Columbus Auction marks Barrett-Jackson’s first automotive lifestyle event hosted in the Midwest and will include a broad range of classic, custom, supercars and collectible vehicles, as well as authentic automobilia pieces.

The 2026 Barrett-Jackson Columbus Auction will be held at the Ohio Expo Center & State Fairgrounds, long considered one of the most dynamic and unique event venues in the Midwest. Located in the heart of Columbus on a campus occupying 360 acres, the Expo Center features 19 buildings and 1.4 million square feet of event space under roof, as well as on-site parking for 14,000 vehicles, making it one of the most flexible and accommodating sites in the region.

“We’re thrilled to team up with the city of Columbus to host our first-ever collector car auction in America’s heartland,” said Craig Jackson, chairman and CEO of Barrett-Jackson. “Home of the Ohio State Buckeyes National College Football Championship team, the city is also known for its upscale hotels, restaurants and entertainment options – all providing a perfect setting for our collector car auctions. We’ve anticipated the completion of the Expo Center’s $460 million renovation for some time now, and look forward to bringing our automotive lifestyle experience to Columbus next year.”

With almost half of the nation’s population within a 600-mile radius, and just minutes from downtown Columbus and the John Glenn Columbus International Airport, the Expo Center’s $460-million dollar renovation will be completed in 2026.

“We’re thrilled to host Barrett-Jackson and their world-class collector car auction in Columbus next June,” said Ohio Expo Center & State Fairgrounds Executive Director Adam Heffron. “Our state has a rich legacy of bringing together enthusiasts, experts, and events from across the automotive industry.  We’re proud of the ongoing improvements to our facility and honored to welcome Barrett-Jackson to the grounds. We look forward to the impact the auction will have on our local community.”

Ideal for seasoned collectors, new buyers and fans, Columbus has a history with national collector car events, making it a great fit for Barrett-Jackson. The centrally located region, with its proximity to Detroit, has deep automotive roots and is one of the nation’s largest vehicle and parts manufacturing sectors.

“A dynamic and diverse city, Columbus is a vibrant location for one of our world-famous collector car auctions,” said Steve Davis, president of Barrett-Jackson. “Our automotive lifestyle events will be a perfect addition to the area’s flourishing culture of art, food, sports and entertainment. Mark your calendars now to join us in Columbus in 2026, because we’re ready to make collector car history in the Buckeye State.”

Be a part of Barrett-Jackson’s online conversation with #BarrettJackson and #BJAC on Facebook, X, Instagram and YouTube.

The Oldsmobile division of General Motors was dissolved over 21 years ago, on April 19, 2004. But the brand hadn’t offered a convertible model for nearly a decade prior to that. Oldsmobile’s final convertible was the 1995 Oldsmobile Cutlass Supreme. Let’s look at one such example to see if Oldsmobile saved the best for last. And fittingly, it’s in Dark Teal Metallic—a 1990s period-correct color if we’ve ever seen one.  

Featured on AutoHunter is this low-mileage 1995 Oldsmobile Cutlass Supreme Convertible. The car is being sold by a private seller in Orland Park, Illinois, and the auction will end Tuesday, July 15, 2025, at 11:15 a.m. (PDT).

From 1988 through 1997, the Cutlass Supreme shared the front-wheel-drive General Motors W-platform with the Buick Regal, Chevrolet Lumina, and Pontiac Grand Prix (similar to the one I recently featured). One of the key initial marketing programs for the Cutlass involved using it as a pace car for the 1988 Indianapolis 500. One ad said, “The first car to cross the finish line at Indy will be a Cutlass Supreme.”

The W-body Cutlass could be ordered as a four-door sedan, a two-door coupe, or a two-door convertible. The convertible “conversions” were carried out via a partnership with a company called Cars & Concepts. One of the most noticeable characteristics of the drop-top was its prominent B-pillar, which remained in place even when the top was down. According to a story from Hagerty, the main reason for this feature was the Cutlass had its door handle on the pillar. In order to relocate the handle, the entire door would have needed to be retooled. Instead, designers incorporated a hoop that went up and over the cabin. (Some would later assert that this component was a roll bar, but it was purely aesthetic in nature.)

Showing just 16,938 original miles, this 30-year-old survivor appears to have lived a life of garage-kept luxury. From the teal exterior to the charcoal leather interior, it looks nearly flawless in the photos. Under the car’s hood is an LQ1 3.4-liter DOHC V6 mated to a four-speed automatic transmission; the powertrain was rated at 210 horsepower and 215 lb-ft of torque when new.

The listing doesn’t give us clues as to why the car has been so well-preserved, but perhaps its original owner had a crystal ball and knew it would be Olds’ last drop-top. The CARFAX report shows accident-free and damage-free history that began on November 3, 1994, in Cortland, Ohio, when the car was first sold. It was later relocated to Florida for several years beginning in 2017—by that time it had only racked up 10,504 miles on the odometer. Finally, it went back to Ohio for a short time before moving to Illinois in 2022. The most recent maintenance on the report was an air conditioning check in July of that year.

I can’t imagine there are many final-year Cutlass Supreme convertibles still on the road today, let alone with fewer than 17,000 original miles. This car is a unicorn and deserves to find an enthusiast owner. Maybe it would look nice in your garage? Or better yet, in a parade during a future holiday weekend?

The auction for this 1995 Oldsmobile Cutlass Supreme Convertible ends on Tuesday, July 15, 2025, at 11:15 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

If you’re going to the 2025 Carlisle Chrysler Nationals, “the largest Mopar event in the world,” expect to see thousands of vehicles made by the 100-year-old automaker. Some of those will be there courtesy of Chrysler itself, which will be bringing a collection of its production and concept vehicles from decades past as part of its Century of Innovation celebration on July 11-13, 2025.

Chrysler officially turned 100 on June 6^th. To commemorate such a momentous occasion, the brand launched a social media campaign, released a video series, and held events highlighting its place in and influence on automotive history. On the first day of the 2025 Carlisle Chrysler Nationals, Chrysler CEO Chris Feuell will answer questions about the brand’s past, present, and future during a Q&A session.

Chrysler’s display at the Carlisle Expo Center will include one of five 1924 Six prototypes, a 1934 Airflow​, 1955 300 (a.k.a. the “banker’s hot rod”), 1963 Turbine​ Car, and the Bugatti-esque 1995 Atlantic Concept.

Another one-off Chrysler will be showcasing is the 2024 Halcyon Concept, a preview of the brand’s potential future design which combines “sustainability-driven exterior and interior design, full autonomy paired with personalized driving experiences and futuristic technology.”

Chrysler will also have a 2026 Chrysler Pacifica 100th Anniversary Edition on-site, decked out with its special fascia, wheels, and badging, and equipped with Stow ‘n Go seats, power-sliding side doors, and power liftgate.

Currently, the gas and plug-in hybrid versions of the Pacifica and its ICE-only Voyager cousin are the only vehicles Chrysler makes. Let’s hope this major milestone in the brand’s history helps pave the way to a brighter future.

This week’s automotive puzzle features a turquoise car that looks great to contemporary eyes, but the color was not a big seller back in the day. Our Pick of the Day features another one of those pretty/unpopular hues, but it’s a color on one of the most popular cars in the hobby. This 1967 Chevrolet Camaro Rally Sport is listed for sale on ClassicCars.com by a dealership in Homer City, Pennsylvania.

This Pick of the Day will have more personal observations than usual because this car offers several features that I prefer over other model years. That being said, I’ve never been a Chevrolet guy or a pony car guy, but I’ve softened my position over the years. When it comes to first-generation Camaros, I’ve tended to lean into the 1967s for several reasons, even though I don’t necessarily prefer them over 1968-69s. I really like examples with the Rally Sport package because they come off as custom cars of the era—Camaros with touches you’d see at a 1967-68 World of Wheels event. I do think the restyle for 1969 came off great, but it doesn’t have the custom look in comparison; I also think the standard Camaro comes off better than the 1967-68.

A lot of people prefer the ’68 because Chevrolet removed the vent windows for a cleaner look, but that’s not something that makes it more attractive to me. Perhaps it’s due to my age, but I never appreciated the cleaner look sans vent windows. Plus, it seems vent windows offered better ventilation than the Astro Ventilation that General Motors developed to make up for the lack of vent windows.

The 1968 Camaros with the RS package used black lower-body trim instead of the chrome of ‘67. I think it comes off as sleeker and, arguably, more tasteful, but the chrome treatment on this vehicle doesn’t bother me.

The available stripe used for 1967 was just that: one stripe, unless you opted for the Z28 performance package. The RPO for the 1967 stripe was D91 and it was standard on Super Sports; in April 1967, it was made available for non-SS (and non-Z28) cars. The stripe carried over into 1968, then was replaced by the D90 stripe in January, which was a similar nose stripe. Having a variety of stripes is great, but it’s not something that pushes me toward one year more than another.

I have never been a fan of the ever-popular Rally wheels, but the 1967s are different than the rest. The key distinction is a shorter, neater hubcap. That piece alone makes the wheel much more attractive to me. I’ve never liked the ribbed, taller hubcap that was used on Rallys in subsequent years.

But what it really comes down to with the 1967 Camaro is a particular color that was only available for Chevrolets in ‘67: Royal Plum. It’s more purple than maroon, but it’s not a regular purple—obviously it’s more like the color of the fruit. To these eyes, it’s absolutely gorgeous, especially with white trim.

This Royal Plum 1967 Chevrolet Camaro RS shows why this is, in many ways, the Camaro of my dreams. Though not 100 percent factory, this Camaro has presence in spades thanks to the 15-inch Rallys with BFGoodrich Radial T/As (215/60/15 up front, 255/60/15 out back). The top engine available for a regular Camaro was a 327/275, which this appears to have as a “date-correct” replacement backed by a TH350 three-speed automatic (this is an upgrade from the Powerglide that was available in ’67). Other features include an Edelbrock aluminum intake, a Rochester four-barrel, a five-blade cooling fan, a black Deluxe interior, special instrumentation, a console, air conditioning, a three-spoke steering wheel with a tilt column, power steering and front disc brakes, a 10-bolt rear end with 3.08 gears, an aluminum driveshaft, a white D91 stripe, a black vinyl top, a front air dam, a rear spoiler, and more.

You’d be plumb crazy to miss the opportunity to buy this $67,900 prime piece of pony car. Only 2.7 percent of Camaros were produced in code M Royal Plum, so it’s certainly not something you’ll see often among Hugger Orange and Lemans Blue F-bodies.

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