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    New Books: “The Nextgen Guide To Car Collecting” and “Porsche 356: 75th Anniversary”

    The Nextgen Guide To Car Collecting

    "The Nextgen Guide To Car Collecting" cover

    • Author: Robert C. Yeager, with introduction by McKeel Hagerty
    • Motorbooks
    • 978-282-9590
    • quarto.com
    • ISBN 9780760373378
    • $29.99
    • ★★★☆

    While the core elements remain constant, today’s old-car scene looks much different than it did 20 or more years ago. Enthusiasts now preserve and enjoy new segments of vehicles, while the expansion of niche online communities has changed the way we interact with like-minded gearheads. Younger people entering our hobby may feel a bit disconnected from the traditional ways in which we’ve long gathered and fraternized, but that doesn’t have to be the case.

    Lifelong car buff Robert C. Yeager has authored a resource focused on this very subject. Subtitled “How to Buy, Sell, Live with and Love a Collectible Car,” the 192-page softcover welcomes those new to the hobby — people in their 20s, 30s, 40s, or 50s who are interested, but haven’t before participated. Yeager gives an overview of this pastime before offering solid advice on numerous points, including:

    • picking your favorite (potentially modern-classic) domestic or imported collectible vehicle,
    • the best way to evaluate, buy, maintain, and live with a special-interest automobile,
    • how to connect with others who share your enthusiasm.

    While it’s especially helpful for youthful readers, this book is very enjoyable for petrolheads of all ages since its text contains many respected, encouraging voices and its well-captioned color images enhance the message. Pick up a copy for the fledgling car buff in your life.

    Porsche 356: 75th Anniversary

    "Porsche 356 75th Anniversary" cover

    • Author: Gordon Maltby, with foreword by Grant Larson
    • Motorbooks
    • 978-282-9590
    • quarto.com
    • ISBN 9780760377376
    • $75
    • ★★★☆

    Countless books have celebrated the winning products of the Porsche company. Its first production sports car — the 356 developed under the direction of founding scion Ferry Porsche — has been the subject of many. Do we need another? The newly published Porsche 356, created to honor the model and firm’s shared landmark 75th anniversary, shows how this car set the stage for everything Porsche now is and, if tradition holds (as it always does at this firm), will remain into the future.

    Longtime Porsche 356 Registry editor and multiple-Porsche owner Gordon Maltby starts his handsomely presented, exhaustively illustrated, 256-page, jacketed hardcover with an overview of Professor Ferdinand’s accomplishments that led up to the development of the car bearing the family name. We follow this model from the aluminum-bodied, mid-engine 356-001 to the steel-bodied, rear-engine production cars year by year, highlighting special variants and covering the engineering labs, factories, dealerships, and racetracks through the 356’s 17 years of production. Competition fans will appreciate rare period photos of the RSK, 718, and 904; we particularly enjoyed the chapter covering “other Porsches,” including the Porsche-Diesel tractor, stationary engines, and more.

    Even well-read Porsche enthusiasts really will find something interesting and worthwhile in this coffee-table-worthy tome.

    Carspotting: “If This Van Is Rocking, Owner’s Heart Is Stopping – Please Dial 9-1-1.”

    While it’s heartwarming to watch first-gen vanners trucking into their 70s and 80s with comfortable Sprinters, it’s still the vintage “bedrooms on wheels” that most appeal to young enthusiasts. Traditional hot rodders never did warm up to a no-go, all-show niche known for “hippie graphics” and pot-flavored frolicking by longhairs in muddy locales. Hot Rod magazine’s controversial mid-1970s embrace of the breed inspired a record number of subscription cancellations—along with record newsstand sales. Half a century later, have customized vans finally achieved hot-rod respectability?

    Date: February 2011

    Location: 50th Anniversary Celebration of North American Vans, Buena Park, California

    Source: Wallace Family Archive

    Pick of the Day: 1970 Chevrolet Camaro SS/RS

    Remember the second-generation Chevrolet Camaro that was introduced at the end of February 1970? It was supposed to be an advancement on the Bow Tie pony car. The press certainly felt so, but the collector’s market disagrees, as 1967-69 Camaros are near the top in popularity. It’s not often one finds a nicely preserved non-Z/28 of this era like our Pick of the Day, a 1970 Camaro SS/RS listed on ClassicCars.com by a dealership in Elyria, Ohio. (Click the link to view the listing)

    Chevrolet shuffled the Camaro’s feature list a bit for the 1970 redesign. For one thing, the convertible was discontinued, which was a portent of things to come for other American ragtops in the market, if not the sporty car market. The model structure continued, with base Camaros being available with the Rally Sport (RS) trim package as well as the Super Sport (SS) and Z/28 performance packages. As before, the RS could be combined with the SS or Z/28, but the RS completely changed from 1967-69 — gone were the hidden headlamps, with the front end now featuring delicate bumpers, parking lights that looked like fog lights, and a huge grille surrounded by Endura plastic (the same material used on the 1968 GTO’s nose).

    The SS’s engines were mainly carry-overs: the 350/300 was the same, but the 396/325 was discontinued, leaving only the 396 with 350 or 375 horsepower. The big news was the Z/28, which eschewed the little 302 for the LT1 350, a 360-horsepower powerhouse that was akin to the old 302 but with more cubes. Though it didn’t properly satisfy the Trans-Am fans who were only too happy to point out the LT1 did not measure to race specification, the LT1 had a much broader powerband for the street and was available with an automatic, yet it lost little in the form of rev-happy performance.

    This 1970 Chevrolet Camaro has a ton going for it: it has the performance of the hi-po 350 from the SS package, the good looks from the RS package, and is painted in Daytona Yellow. Would the four-speed help pull you big-block folks into this? “The condition of this car speaks volumes to the love it received in its life. If you can’t handle the few paint flaws in the original paint that are well illustrated in the photos that’s ok, there are plenty of restored, shiny paint cars out there. If you truly understand what it means to find a car in this original condition you may have just found your next gem,” states the seller. That’s because this Camaro has only 13,000 miles on the odometer. He calls this Camaro a “survivor,” but that’s practically a political position in the hobby so let’s just say the Camaro is original and the due diligence is on you to determine whether it’s a survivor.

    “Paperwork, you say? Yep, got that too . . . Protect-O-Plate, original owner’s manual, original purchase agreements. My, oh my!” adds the seller. Inside, the Camaro’s originality is less spoiled by the elements and can be more fully appreciated — a time warp, per the seller.  Other options include special instrumentation, Positraction, power steering, sport mirrors, spoiler, and undercoating, though the seller says, “We are sending the car for ice blasting to clean the underside and engine compartment up a bit.”

    It will take $68,500 to bring this 1970 Camaro SS/RS to your home. Its originality, combined with a mix of options that would make many other Camaros jealous, make it a prime find for the Bow Tie guy or gal who’s a true believer in the superiority of the 1970 Camaro.

    To view this listing on ClassicCars.com, see Pick of the Day.

    AutoHunter Spotlight: 1994 Chevrolet Camaro Z28

    Featured on AutoHunter, the online auction platform driven by ClassicCars.com, is this 27k-Mile 1994 Chevrolet Camaro Z28 convertible.

    The pony car races have been going on for decades: Ever since the Mustang debuted in the mid-1960s, it has competed head-to-head with the Camaro (and with other vehicles in the segment) for market share. By the 1990s, both the Camaro and the Mustang were in their fourth generations, and the battle raged on. Today’s Camaro convertible is a standout survivor from that neo-classic era with only 27,509 miles on the odometer. It is being offered by a private seller in Peachtree City, Georgia, and the auction ends on Tuesday.

    Finished in Bright Red, this Camaro clearly comes from an enthusiast’s garage. The seller posted the following comment on the auction: “I have driven it several long distances and it drives like new. Paint is near flawless and top works as it should. The car has been stored inside its entire life.”

    One thing you may not know about this car is that all 1993 through 2002 Camaros were built in Canada. General Motors had closed up shop at the Van Nuys assembly plant in California and moved production to Sainte-Therese, Quebec, beginning in late 1992. In addition to the new facility, there were also new techniques and tools implemented at the time including construction using sheet molding compound (SMC) which was a form of fiberglass. The Camaro’s F-body platform was again shared with its badge-engineered sibling, the Pontiac Firebird.

    Aside from the audio system (which has been upgraded to an Alpine radio with Bluetooth compatibility) this car is all stock. Momentum comes from an LT1 5.7-liter OHV V8 mated to a 4L60E four-speed automatic transmission and a limited-slip differential. The powertrain was rated at 275 horsepower and 325 lb-ft of torque when new.

    This Camaro was previously listed on AutoHunter in September and is now being offered at a lower reserve price. Here is your (second) chance to buy a well-kept Z28. Best of all (at least according to the photos in the listing) it comes with a bowtie-branded cassette tape. I wonder what kind of tunes that has on it?

    Finally, you may have heard: Chevrolet has discontinued the Camaro for the 2024 model year, but company representatives said, “This is not the end of the Camaro’s story.” It will be interesting to see what the future holds for the important model. Meanwhile, pick up a classic that is bound to appreciate!

    The auction for this 27k-Mile 1994 Chevrolet Camaro Z28 ends Tuesday, November 14, 2023, at 1:15 p.m. (MST)

    Visit the AutoHunter listing for more information and photo gallery

    The 1995-’96 Mistubishi 3000GT Spyder Started The Folding Hardtop Convertible Trend

    The Mitsubishi 3000GT was a winner from its 1991 debut. The top-of-the-line VR-4 variant was awarded the Motor Trend Import Car of the Year award for its head-turning style and high-performance technological advancements that included a twin-turbocharged V-6, all-wheel drive, four-wheel steering, electronically controlled fully independent suspension, and active aerodynamics. The automaker gave this model a facelift and more power for 1994, but the best was yet to come: the 1995 and 1996 3000GT Spyders were the first production retractable hard-top convertibles since Ford’s late-1950s Skyliner, and they kicked off a body-style trend that exploded in popularity over the next 20 years.

    The naturally aspirated, front-wheel-drive 3000GT SL and forced-induction, all-wheel-drive VR-4 would get the open-top treatment, using a folding solid roof developed by the American Sunroof Corporation. The Mitsubishi 3000GT Spyder, whose attractive new roofline was penned in the company’s California design studio, was unveiled at the 1993 Tokyo Motor Show; production of both variants began in fall 1994.

    Mitsubishi 3000GT Spyder - Engine Bay

    Photo: Hemmings

    The 3000GTs earmarked to become Spyders went down the Nagoya assembly line in Japan like their hatchback siblings but, anticipating the decapitation they’d receive in ASC’s Long Beach, California, plant, they got softer springs, A-pillar reinforcements, and plastic plugs closing off their quarter windows and hatch areas. At ASC, their interiors were largely stripped out before the roofs were carefully cut off. Sill-filling box-section braces, windshield cowl and header reinforcements, a rear shock-tower bulkhead brace, and other steel components were hand-welded in using precision jigs. All exposed metal was rustproofed, new wiring run, and the hard-roof mechanism fitted; it took around 12 hours to do the conversion.

    The sleek, two-piece, sheet-molded compound roof –itself weighing 98 pounds– took orders from the Computerized-Convertible-Control (“C3”) 64k-memory computer that actuated four electric motors, four hydraulic pumps, and top cylinders with help from two counterbalancing coil springs. With the car stationary, you held a console-mounted button for about 35 seconds: the windows dropped and rear quarter glass tucked up into the top’s C-pillars, the decklid pivoted open from the rear, the top released from the windshield and folded in half before dropping into a deep well, and the decklid closed. To access the trunk, you pressed a second console button to power-raise the rear deck. There was space for cargo on a pressure-sensitive mat if the roof was up; it otherwise had to go in the rear-seat area.

    Mitsubishi 3000GT Spyder - Interior from Driver's Seat

    Photo: Hemmings

    The company hoped to sell 1,000 Spyders each year, but their price tags—roughly $113,955 (SL) and $125,330 (VR-4) in today’s money — made that goal challenging. Mitsubishi Motors North America reported production of 1,034 units: 368 SLs and 520 VR-4s for 1995, plus 62 SLs and 84 VR-4s built in 1996. Today these cars are supported by The 3000GT Spyder Registry (3000gtspyderregistry.com), which offers comprehensive historical documentation, production specs, and an online shop selling Spyder-specific parts. Spyders are already recognized as collectibles, and classic.com noted four recent auction sales at $40,000 or higher. As of this writing, there’s a 46,000-mile Spyder SL in Hemmings classifieds for $27,500; the red, 22,000-mile ’95 VR-4 in these photos ran through the Hemmings Auctions in June 2023 with a $46,000 reserve, but was withdrawn after a high bid of $45,049.

    Specifications

    Mitsubishi 3000GT Spyder, Roof Detail from High Rear

    Engine: DOHC V-6, 181-cu.in./2,972-cc, multi-point fuel injection/twin intercooled turbochargers

    • 218-222 hp @ 6,000 rpm/205-201 lb-ft @ 4,500 rpm (SL)
    • 320 hp @ 6,000 rpm/315 lb-ft @ 2,500 rpm (VR-4)

    Drivetrain:

    • Four-speed automatic, front-wheel drive (SL)
    • Six-speed manual transmission, full-time all-wheel drive with center and rear limited-slip differentials (VR-4)

    Suspension:

    • Front MacPherson strut independent with coil springs and anti-roll bar
    • Rear independent multi-link / double-wishbone with coil springs, tubular shocks, anti-roll bar

    Brakes: Four-wheel ventilated discs with ABS

    Wheelbase: 97.2 inches

    Curb weight: 3,781 / 4,123 pounds

    Price new: $57,449 / $64,449

    Value today: $10,000-$45,000

    1966-’69 Porsche 912 Prices Have Been Rising Right Alongside Air-Cooled 911s

    Porsche 912s are many things. Classically styled. True descendants of the 356. Well-balanced — the proverbial slow cars that are fun to drive fast. What Porsche 912s aren’t anymore is inexpensive. Twenty years ago, it was possible to pick up a nice, driver-quality example for less than $10,000. As of this writing, classic.com estimated an average value of nearly $52,000 for 1965-’68 short-wheelbase 912s coupes and more than $54,000 for the long-wheelbase ’69. Rarer cars with factory sunroofs, or Targas with soft rear windows, command higher sums and values rise sharply for well restored or excellent-condition examples — those can bring $70,000 to $100,000.

    We’re not breaking any news here, of course. It’s more a case of feeling wistful over the missed opportunity to snap up one of these before the air-cooled 911 bubble came along and dragged 912 prices along for the ride. If there is a bright side to this, it’s that 912s are no longer seen as expendable — i.e. parts cars or prime candidates for 911 engine swaps. The higher price of admission has spawned enthusiasm for 912s based on their own merits. It’s also likely leading to more 912s being saved and restored rather than sold off in pieces. Buying a project 912 can be a slippery slope, however. Expect to pay 911-like restoration costs without the higher values when the work is finished.

    The 912 was Stuttgart’s way of bridging the gap between the outgoing 356 and the all-new 911. In appearance and architecture, the 912 was the 911’s doppelgänger, but in place of the 911’s overhead-cam flat six, there was a 1.6-liter, pushrod, flat four, like the engine used in the 356 SC. The 912 had 90 hp on tap — 5 hp less than the outgoing SC — and the engine had to push around 2,100 pounds in the new car versus the 1,970-pound 356. So acceleration wasn’t exactly neck-snapping, but less power and weight also meant less of the 911’s snap oversteer to worry about if you suddenly lifted off the throttle in a turn.

    Porsche 912 - engine bay

    Photo: David LaChance

    And in the turns the 912 really shined. Its four-cylinder engine lent the car a favorable 45/55 front-to-rear weight distribution. The wheelbase was longer than the 356’s and the body structure was more rigid. The 912’s underpinnings were more modern than the 356’s too: MacPherson struts with lower A-arms and torsion bars up front and semi-trailing arms out back with torsion bars. For ’69 the wheelbase grew 2.4 inches by lengthening the rear trailing arms, making the car even more stable.

    When new, the base price of a ’69 912 coupe was $5,235 (according to the 912registry.org). That was a lot of dough at the time, especially considering that a ’69 Corvette with a 300-hp 350 V-8 cost $4,781. But it was also uncomfortably close to the the $5,795 base price of the new entry-level 911T and this likely hurt 912 sales. With the 914 looming on the horizon, Porsche decided to discontinue the 912 after ’69. At the outset, the 912 was wildly popular, though. In ’66, for instance, Porsche sold more than 9,000 912s here compared to 3,700 911s.

    A 912 would return for ’76 powered by the Volkswagen engine from the outgoing 914. Porsche made a little more than 2,000 of these 912Es for the U.S. market only — all coupes with fuel-injected 2-liter flat fours.

    Interest in air-cooled Porsches doesn’t seem to be waning, even as a younger generation enters the hobby. The 912 might have also shed some of the stigma of being the 911’s kid brother, as air-cooled Porsches moved away from being daily drivers and track cars to being collector cars — not that owners of early Porsches shy away from driving their cars as Stuttgart intended. That said, now might be a good time to shop for a nice 912 before prices rise even higher.

    Value Trend

    Value Trend - 1969 Porsche 912 coupe

    NADA Average prices for a 1969 912 coupe. Add 10-20 percent for a Targa.

    Practical Upgrades Brought This 1969 Mustang SportsRoof into the Modern Era

    It’s not often that your first love lasts a lifetime, but the relationship between Ken Peters and his 1969 Ford Mustang is at 45 years and counting. Ken grew up during a time when muscle cars and pony cars were cheap. Fuel efficiency was all the rage during the late 1970s, so the gas guzzlers of the muscle car era popped up at used car dealerships with low price tags. Insurance premiums for high-performance cars and young drivers continued to rise, causing parents to shy away from introducing their children to the joys of a factory hot rod. Ken Peters was a lucky one — his dad spotted a clean, 37,000-mile Mustang at the local used car lot on his way to work. He and Ken met at the dealership after school, and they ultimately purchased the car for $1,100.

    The date was May 15, 1978. It was just a regular Monday for most people, but it was a special day for Ken. His 16th birthday was approaching, and he just snagged a deal on a slick Mustang. The SportsRoof body made it look fast, even when it was sitting still. The car had some custom touches, including mag wheels and fat Goodyear Polyglas GT tires, and custom stripes that accentuated the body lines, calling attention to the quarter-panel scoops. It was a dream car for a high-school kid, and it lit a fire inside of Ken that still burns to this day.

    1969 Ford Mustang Restomod - Overall

    Smithson Speed and Engineering worked out many of the details on the build, including repairing and preserving the 30-year-old black paint. RideTech suspension brings the ride height down a few inches, while the Magnum 500-styled American Racing wheels offer modern sizing with a vintage look. Photo: Tommy Lee Byrd

    The Mustang remained unchanged for many years, which offered a nostalgic feeling, but the car was aging quickly. A complete restoration took place in 1993, going back to a more stock appearance with Magnum 500 wheels and an all-black paint job. Ken was happy with the fresh look, but as time wore on, age started creeping up on the restoration as well. While the car was still functional, Ken yearned for a more practical and fun combination, so he sent the car to a nearby shop, Smithson Speed and Engineering in Murfreesboro, Tennessee. Owner and operator Ben Smithson has been around hot rods and muscle cars his entire life, but the truth of the matter was that Ken has owned this Mustang longer than Ben has been alive. The age gap wasn’t an obstacle, as Ken trusted the judgment of the young hot-rodder to take his beloved Mustang and bring some excitement back into the relationship.

    Smithson Speed and Engineering made a substantial parts list when the project started in May of 2022, with an understanding that it wouldn’t be a matter of simply bolting new parts in place of the old ones. While the car was apart, it received a tremendous amount of detail work in the engine bay and undercarriage, which makes this car look like a fresh build. The reality is that most of the paint on this car dates to the 1993 restoration. Ben and crew repaired a few paint imperfections and underlying rust issues, and ultimately re-sprayed the doors, roof and quarter panels with fresh clear coat to seal the repairs. From there, it was the daunting task of color sanding the fresh clear and the old clear, and then buffing the finishes until it all looked like it came out of the same paint bucket. The result is a mirror-like black finish. Upgraded lighting comes by way of Holley Retrobright LED headlights and Glass Guy Chicago handled the installation of the windshield and back glass.

    1969 Ford Mustang Restomod - Engine Bay

    The Windsor-based engine features a 4-inch bore and stroke, bringing it to 408 cubic inches. Blueprint Engines built the engine with aluminum heads and a hydraulic roller camshaft, while Smithson Speed and engineering added a Holley Sniper EFI system and backed it all up with a 4R70W overdrive transmission.Photo: Tommy Lee Byrd

    “One of the hardest parts of the build was determining the wheel and tire size to go with the new stance, but I think we nailed it,” Ken says. “I love how it looks.” Stance can make or break a restomod build, and that’s where Ben’s experience came into play to dial in the proper ride height, using a complete suspension system from Ridetech. The front-suspension system included tubular control arms, adjustable coilovers and an anti-sway bar. Ben also installed Borgeson steering components to make the car react more quickly.

    Out back, Ken’s Mustang features a 9-inch rear end from Speedway Motors, which is packed with 3.70:1 gears, Speedway axles and a limited slip differential. In place of the leaf springs is a four-link rear suspension system from Ridetech. This includes custom brackets, link bars and adjustable coilovers, allowing the ride height to be adjusted to Ken’s liking. In addition to the new handling characteristics, Ken has intense stopping power from Wilwood disc brakes on all four corners. With 13-inch rotors and a combination of six-piston front calipers and four-piston rear calipers, the new setup is a huge upgrade for drivability. The system is fed by a Wilwood Compact Tandem master cylinder and all new brake lines to complete the package.

    1969 Ford Mustang Restomod - Interior

    Although the interior looks mostly stock, there are some hidden tricks, including Vintage Air heat and A/C, a custom stereo system and a Painless wiring harness to power it all. The upholstery was refurbished during the 1993 restoration and still looks great, so Ken kept it as is.Photo: Tommy Lee Byrd

    Rolling stock is a big part of any custom build, and the combination on Ken’s Mustang is the perfect representation of a restomod build theme. The wheels are American Racing VN500 — an upsized version of the famous Magnum 500 wheels from yesteryear. The aluminum wheels have a polished finish with black details, and they’re sized at 17×7 inches up front and 17×9 inches in the rear, wrapped in Michelin rubber, sized at 225/45R17 and 275/40R17 respectively.

    The horsepower department also received a big upgrade, by way of a BluePrint Engines stroker small block. The Windsor-based engine now comes in at 408 cu.in., thanks to a 4-inch stroker crankshaft. Forged I-beam connecting rods and forged pistons add durability, and a 9.8:1 compression ratio ensures that it will perform well on today’s pump gasoline. BluePrint aluminum cylinder heads feature 2.02- and 1.60-inch valves, and 190-cc intake runners to flow plenty of air. The hydraulic roller camshaft is ground on a 114-degree lobe separation angle and features .579-inch lift and a split duration of 236/248 degrees, measured at .050-inch lift.

    1969 Ford Mustang Restomod - Gauges

    New Vintage USA “67 Series” gauges provide information while keeping a vintage look.Photo: Tommy Lee Byrd

    Up top is a Holley Sniper EFI system, fed by an in-tank fuel pump, while Holley Hyperspark ignition lights the fire. A set of Doug’s headers lead into a custom 2.5-inch stainless exhaust system, built by Smithson Speed and Engineering. The TIG-welded mandrel bent pipes feature an X-pipe and Magnaflow mufflers for a crisp exhaust note. Additional engine upgrades include a Vintage Air Front Runner serpentine accessory system and an aluminum radiator with dual electric fans from U.S. Radiator. While the engine was out, Smithson Speed and Engineering stripped the engine bay down to the metal and gave it a fresh coat of paint. Behind the 450-horse crate engine is a 4R70W overdrive automatic transmission from East Side Performance in Cookeville, Tennessee.

    Although it looks like a stock 1969 Mustang inside, many hours were spent installing creature comforts, including a Vintage Air Surefit A/C and heat system, Dakota Digital cruise control, and a stereo system that consists of a Custom Autosound retro-look head unit with JL Audio amplifier, speakers and subwoofer. New Vintage USA gauges look great in the stock dash, and Smithson Speed and Engineering rewired the entire car with a Painless harness.

    1969 Ford Mustang Restomod - Motion

    Photo: Tommy Lee Byrd

    After a year of being combed through from front to back, this car has made its way back on the road. The black Mustang made its debut at the 2023 Goodguys Nashville Nationals, where it was awarded the Ford Muscle Pick. Although Ken didn’t build this car with the sole purpose of winning trophies at car shows, it was certainly a nice surprise on its first outing. Ken and his wife, Nish, plan to take the car on long trips to car shows and cross-country sightseeing. Now that it’s equipped with many modern details, it’s ready to keep the long-term relationship going for many years to come.

    Ferrari SF90 issued do-not-drive order due to fire risk

    Ferrari and the NHTSA have issued a recall on the SF90 Stradale and SF90 Spider and urged owners not to drive their supercars.

    The reason is due to turbocharger oil delivery pipes used on the SF90’s twin-turbocharged 4.0-liter V-8 that may have been manufactured with a notch or incorrect thickness. The defect could result in an oil leak that in turn could cause a fire.

    The recall affects SF90s from the 2022-2024 model years, which equates to 614 vehicles in the U.S., according to the recall notice published on the NHTSA’s website on Oct. 17.

    The remedy requires dealers to replace any defective turbocharger oil delivery pipes, a service that will be provided free of charge.

    Ferrari SF90 Stradale

    Owner notification letters are expected to be mailed out on Dec. 16, but anyone looking for further information can contact Ferrari at 1-201-816-2668 or the NHTSA at 1-888-327-4236 (reference recall campaign number 23V698000).

    The SF90 has been around since 2019, but the issue was only detected by Ferrari in July following the pre-production review of a new model, likely to be the hardcore SF90 XX that was unveiled one month prior. The SF90 XX shares its twin-turbo 4.0-liter V-8 with other SF90 variants, although the XX version of the engine has been substantially upgraded.

    This is actually the second recall for the SF90 this year. In March, a recall (NHTSA recall campaign number 23V136000) was issued for 13 examples built from the 2021-2023 model years due to airbags that could impact a child seat. So few cars were included because the recall only affected SF90s ordered with a specific seat.

    This article was originally published by Motor Authority, an editorial partner of ClassicCars.com

    Now Available without a Racing License: 1995 Ford Mustang Cobra R

    Ford recently introduced the bonkers Mustang GTD, a $300,000 street-legal race car with an 800-horsepower supercharged V8, aerodynamic aids that are illegal in the series it will compete in and a completely redone chassis designed to give it the best lap times possible. This new super pony car is not the first time Ford has built a street-legal, track-focused Mustang.

    In 1995, the blue oval gang introduced a limited-edition Mustang that required buyers to possess some type of racing license (road racing or drag racing—holding either got your hot Mustang ticket punched). Currently listed on Hemmings Auctions, this 1995 Ford Mustang SVT Cobra R was one of just 250 of these special Mustangs cooked up by the company’s Special Vehicle Team.

    1995 Ford Mustang SVT Cobra R 5.8-liter Windsor V8

    Ford introduced an all-new Mustang in 1994, the first major refresh since the 1979 debut of the Fox-body models. Based on the SN95 platform (a.k.a. Fox-4 for its evolution from the Fox platform), the new Mustang offered not only a 215-hp GT variant, but also a Cobra option, powered by the same 240-hp 5.0-liter V8 found in the ’93 Mustang Cobra. The gang at SVT decided that the new platform deserved a top-dog model that would prove the Mustang’s worth at the track.

    Enter the Mustang SVT Cobra R for 1995. Based on the standard Cobra, the R ditched the 5.0 for an even more performance-oriented version of the 5.8-liter (351-cu.in.) Windsor V8 found in the contemporary Lightning pickup. Compression was bumped from 8.8:1 to over 9.1:1. A more aggressive camshaft and freer-breathing air-meter body boosted output from 240 horsepower and 325 lb-ft of torque in SVT’s truck to 300 horsepower and 365 lb-ft of torque, both figures representing the highest output small-block Mustang up to that point. The racier Cobra R achieved those power and torque figures at several hundred rpm higher than in the Lightning, a perfectly acceptable trade off in a car destined for track duty.

    1995 Ford Mustang SVT Cobra R front

    The Cobra R suspension was based on the standard Mustang and Cobra setup, but with specifications for better lap times, comfort be damned. Higher rate springs and adjustable Koni shocks were fitted, as was a fatter front anti-roll bar. A strut brace connecting the top of the front struts in the engine bay was added to stiffen the unibody structure. Brakes from the standard Cobra were deemed sufficient with 13-inch rotors up front and 11.65-inch rotors in the rear. Unique to the Cobra R were a set of 17-inch alloy wheels.

    There were other modifications, such as the use of an exclusive fiberglass hood with a massive center bulge to clear the physically larger engine. A 20-gallon fuel tank (30% larger than the standard GT’s tank) was included as a consideration for the thirstiness of the larger-capacity V8 at the track. A beefier Tremec five-speed was used in place of the standard BorgWarner gearbox and the rear axle final-drive gearing was shorter at 3.27:1 in place of 3.08 gears.

    1995 Ford Mustang SVT Cobra R interior

    A larger radiator was also installed in the engine bay, as were airbags for the driver and passenger given the car’s street-legal status, but lots of other bits were removed for weight reduction, including the rear seat, radio, air conditioning, power windows, power locks, power mirrors, the sound insulation and even the fog lamps, whose absence allowed for the ducting of cool air to the brakes. All 250 Cobra Rs produced were coupes finished in Crystal White. Inside, the interior was a bit jarring with the Saddle (tan) interior treatment, including big sections of the door interiors, the dashboard, the carpet and other trim all punctuated with black fabric seats.

    Faster acceleration and faster lap times were both achieved with the Cobra R. Road tests of the day praised the overall fatter torque curve of the 5.8/351 V8 and the confidence that the suspension, brakes and tires all delivered. But despite Ford’s efforts to ensure that all the Cobra Rs produced would end up in the hands of racers who would put the cars through their paces as the engineers had intended, plenty of them did end up parked as collector cars.

    1995 Ford Mustang SVT Cobra R side

    All 250 cars were spoken for within five days of its January 2, 1995 on sale date. In the time before internet sales of such limited vehicles were measured in minutes or hours, the Cobra R was an instant success. The Cobra R carried a $37,099 sticker price from Ford, which included the regular SVT Cobra’s “standard vehicle price” of $21,300 plus $13,699 for the “R Competition Option” and a stout $2,100 gas guzzler tax.

    Seemingly immediately, the speculators were out in full force, offering the limited-production high-performance cars at a significant premium over Ford’s already beefed-up price. Over the years, plenty of other Mustangs have bested the ’95 Cobra R in performance and power, but the appeal of this track-focused car with the last of the high-performance pushrod V8s is undeniable.

    This 1995 Cobra R was apparently traded in by its original owner after just 300 miles due to the lack of air conditioning. From there, it was acquired by the seller’s brother and later the seller himself. With less than 5,700 miles showing on the odometer at the time of its listing, it remains a very low mileage example.

    1995 Ford Mustang SVT Cobra R chassis and undercarriage

    The seller shares that it has been used at a few track days at Watkins Glen International raceway in upstate New York. Modifications from stock include the installation of Recaro seats (a definite must from the stock Mustang chairs for track use), Simpson five-point harnesses, Baer brakes, a BBK exhaust and a different anti-roll bar. According to the seller, the car otherwise remains in stock condition.

    At the very least, this track-focused Mustang did get used at the track. Fortunately, if you fancy yourself behind the wheel of this very limited production, high-performance Mustang with one of Ford’s most powerful small-block pushrod V8s, you no longer need a license. Head on over to Hemmings Auctions to find more detail on this 1995 Ford Mustang SVT Cobra C.