Pick of the Day: 1969 Ford Mustang SportsRoof

It seems most people gravitate to cars that are dolled-up—they want stripes, chrome, and spoilers. But there’s a few who are content to sit in the shadows and have no need to make a grand entrance. Our Pick of the Day is the kind of car for the latter folks who aren’t out to impress, but, ironically, it’s quite an impressive car. This 1969 Ford Mustang SportsRoof is listed for sale on ClassicCars.com by a dealership in Toronto, Ontario, Canada.

The Ford Mustang was redesigned for 196 to be bigger, bulkier, and badder than before. The wheelbase remained the same, but the length from nose to tail grew by around four inches and weight went up by several hundred pounds. A step backwards? It would seem so, but the 1969 model has become a collector’s favorite, and it’s easy to see why, thanks to several highlights within the Mustang portfolio.

First were the engines. New was a 351 Windsor small-block, available in both two- and four-barrel configurations. This was a much-needed addition under the hood as Ford previously had no engines between the 302 and 390, while Camaro customers had a performance 302, a pair of 327s, a performance 350, and a 396 big-block in several states of tune. The new Ford small-block filled that gap.

Next were the models. Just like the Mercury Cougar proved that there was a market for a more upscale pony car, Ford followed suit with the Mustang Grande, a luxuriously trimmed Mustang Coupe that raised the ante among entry-level pony cars. Then there was the mid-year introduction of two homologation specials: The Boss 302 was created to certify Ford’s efforts in the Trans-Am circuit, while the Boss 429 was created to certify the new 385-series engine for NASCAR (the rules never indicated the engine needed to be installed in the same car that was racing). Both were based on the SportsRoof. The GT package also made its final appearance in all three body styles.

And then there was the Mach 1. Based on the SportsRoof, this new model was reflective of Ford getting its performance marketing in order and creating an image model. The Fairlane series had suffered from a similar predicament, so the introduction of the Mach 1 and the Fairlane-based Cobra was enough to properly bring Ford up to speed in the youth market. The Mach 1 came standard with a 351 two-barrel, but buyers could specify a 290-horsepower version with a four-barrel, a 320-horse 390, or the already-famous 335-horse 428 Cobra Jet. But it wasn’t what was under the hood of the Mach 1 that was newsworthy as much as how the car presented itself: longitudinal reflective side stripes, a low-gloss black hood and cowl, dual racing mirrors, high-back bucket seats, a console, molded door panels with integral arm rests, fat tires with chrome styled steel wheels, and more. It may be a cliché, but the Mach 1 looked like it was speeding while completely still.

Alas, the Mach 1 weighed 266 pounds more than an equivalent SportsRoof and over 200 pounds more than a SportsRoof with the GT package. Sure, the Mach 1 had image in spades, but, ironically, it also was equipped more like a comfortable gran turismo. Want a car built for speed? A basic SportsRoof with any of the performance engines was your best bet.

To some, buying a car isn’t about being Mr. or Mrs. Popular, unless that means being the one with the most racing trophies. This 1969 Ford Mustang SportsRoof looks like it was ordered to be the hot shoe in town, but it holds a secret between its shock towers: a 427 side-oiler with a 4-speed, a 9-inch rear end, and 3.50 gears. Ford never built a Mustang with a 427, but it’s a combination that die-hards always dream about. Other features include an aluminum radiator with dual electric fans, a new exhaust system, a new fuel tank and lines, new power steering and brakes, a new suspension, and Firestone Wide Ovals.

“This super-straight Mustang is a nut-and-bolt restoration and has show-quality paint and underside,” says the Canadian seller. “This Mustang was built in Dearborn so no tax, duty, or tariff to U.S. buyers.” For $88,000 USD (or $119,000 CDN), you can be the popular guy or gal not by being beautiful, but by being fast.

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

Ringbrothers always makes the news at SEMA, but being in the thick of the well-mowed atmosphere of Monterey Car Week is new. It’s almost like Sid Vicious crashing a polo match, or Salvador Dali showing Grant Wood how it’s done—you can always count on the Bros for shaking things up and doing something different and jewellike. The crowd at The Quail, a Motorsports Gathering were not left disappointed, though certainly a few purists were possibly reaching for more of their Château d’Yquem.

Octavia is a 1971 Aston Martin DBS—quite the unusual choice for this type of build, but the world doesn’t need more custom Chevys and Fords. Just like everything else Ringbrothers do, they deconstructed and reconstructed the DBS into something completely new.

“It’s nearly impossible to convey all the intricacies that went into engineering this car. It pushed us to innovate beyond our comfort zone and create a moving mechanical work of art,” says one half of the Ring, Mike Ring. “We’ve combined the ferocity of American muscle with the stiff upper lip of English sophistication and motoring. Octavia is beyond anything we’ve built before and a celebration of the hot-rodding spirit, unveiled in Monterey on the grandest stage of them all.”

The wheelbase has been stretched three inches to approximately 105.8, with the track increased eight up front and 10 out back, giving the Aston new proportions while exploiting the fine symmetry that was already baked into William Townsend’s original design. The body has been painted in BASF Glasurit’s Double-0 Silver with Nuclear Olive Green accents. All accompanying trim and brightwork were milled from billet aluminum and 3D printed in stainless steel.

Lest you forget, this DBS is an Aston Martin, so the interior has been given the proper respect, featuring sumptuous tan leather complemented by modern style courtesy of tasteful use of 3D-printed stainless steel accents and carbon fiber.

Wheels are custom HRE three-pieces and are balanced on a set of four Fox RS SV coilovers, with Ringbrothers-designed and machined upright arms at the front. Brakes are 14-inch Brembo rotors with six-piston calipers fore and four-pistons aft.

The original 4.0-liter DOHC inline-six has been replaced by a modern, 805-horsepower 5.0-liter Ford V8 paired with a six-speed manual. Before you start reaching for synonyms for “sacrilegious,” let us point out that Ford once owned Aston Martin, so it’s fair game, right? God forbid a bunch of hot rod builders swap out an engine!

“Octavia is a combination of state-of-the-art fabrication and imagination. We asked ourselves, ‘What would an MI6 agent drive on holiday?’ This was the result,” adds the other Ring, Jim Ring. “The engineering and attention to detail that went into this project are unlike anything we’ve done before. We’re honored and incredibly grateful for our partners, including Gentex, HRE Wheels, BASF, Ragle Design, and more, that worked alongside us to create something we are decidedly proud to present.”

To view this Aston Martin’s build, visit Ringbrothers’ YouTube channel. If you enjoy their work, then check out www.ringbrothers.com to learn more about the parts they produce for your own custom build.

On August 17, 2025, Carolyn and Craig Jackson will present their 1936 Bugatti Type 57 Stelvio in the European Classic class at the 74th Pebble Beach Concours d’Elegance, one of the crown jewel events of Monterey Car Week.

Known for their commitment to the collector car industry, community and the driving forces behind the Barrett-Jackson auctions – Craig as chairman and CEO and Carolyn as chief brand officer – the Jacksons acquired the 1936 Bugatti Type 57 Stelvio, bearing Chassis No. 57406, at Barrett-Jackson’s 2024 Scottsdale Auction. Since then, Craig Jackson has led a nut-and-bolt restoration, carried out by his multi-generational team, ranging from veteran engine builders to recent graduates of McPherson College, bringing the car to its current concours-worthy condition and the Pebble Beach show field.

During the restoration process, Bugatti Heritage and Certification Specialist Luigi Galli was brought in to examine the vehicle and confirm its matching-numbers authenticity. The Bugatti retains its original No. 286 engine, No. 427 rear axle and No. 50 internal frame. Although the No. 68C transmission is not original to this Type 57, the same model was used in supercharged Stelvios.

Initially, Craig Jackson set out to make the vehicle as reliable as possible and mechanically sound so it could be driven in vintage rallies. As the project progressed, Jackson made the decision to drive and show the vintage Bugatti at the Pebble Beach Tour and Concours d’Elegance in part to honor the esteemed Don Williams, a beloved member of the Barrett-Jackson family. The 3257cc Straight-8, dual-overhead cam, gear-driven engine was completely gone through and rebuilt, with passageways cleaned out to ensure everything was refreshed with new seals and gaskets. During the process, the team found the engine had been rebuilt previously.

The entire chassis was stripped and sandblasted, and every nut and bolt were nickel-plated before being carefully indexed.

The restoration also included a full repaint, with the fenders and body carefully stripped, sanded and refinished in a deep, rich PPG black. For the “sweep panel,” Craig Jackson chose a striking silver hue, color-matched to his 2023 Bugatti Chiron, creating a visual bridge between the marque’s prewar elegance and modern hypercar performance.

Before joining the Jacksons’ collection, this prewar Bugatti had been part of the renowned Don Williams Collection and resided at the Blackhawk Museum. The late Williams truly left a legacy that continues to inspire. In 2023, the Jackson Family Foundation partnered with Pebble Beach Concours d’Elegance Chairman Sandra Button and her husband Martin to establish a Classic Car Restoration Program in Williams’ name at Rancho Cielo, a Monterey County educational organization focused on youth facing many challenges to success.

Built in April 1936, this Bugatti Type 57 Stelvio was originally designed by Jean Bugatti as a four-passenger cabriolet featuring signature pontoon fenders and an Atalante-inspired rounded tail. The design evolved throughout production, with Stelvios from 1935 and 1936 featuring a folding windshield and a top retracted into the body.

The Bugatti was delivered to a Mr. R. Petit on August 8, 1936, and was originally finished in green with gray sweep panels. Subsequently, the car made its way into the ownership of a Mr. Ferrand, by which time it had been upgraded with several period-style updates, including integrated headlamps, rear fender spats, front “moustache” bumpers and upgraded Lockheed hydraulic brakes. As common upgrades to earlier cable-brake cars this indicates that these modifications were either done by the factory or by a Bugatti agent. Mr. Ferrand, who acquired the car in 1946, sold the car to French actor Jacques Dufilho, whose ownership is well documented through numerous historical photos.

In 1974 Dufilho passed it on to Alec Ulmann, the founder of the 12 Hours of Sebring endurance race. Ulmann refinished the car in blue and black and drove it without the rear fender spats. After his death in 1986, Ulmann’s wife held onto the car for two years before the Bugatti came under the care of the Blackhawk Museum in 1988. The museum completed a full restoration and preserved Ulmann’s two-tone royal blue and black “sweep panel” paint scheme and added pale gray leather upholstery for contrast. The rear spats were reinstalled and chrome wire wheels were added, echoing Bugatti’s own offerings from 1937. At some point, the Blackhawk Museum sold the Bugatti to a private collector; Williams later acquired the car in 2022.

This marks the second time in recent history the Jacksons have shown a grand automobile at Pebble Beach, following their 2019 appearance with a beautifully restored 1948 Talbot-Lago. Craig Jackson has a deep-rooted passion for restoration, shaped over decades of hands-on experience. He learned the craft from his late brother Brian, who passed away 30 years ago this September, and continued honing his skills under the guidance of his father Russ and Williams, as well as automotive legend Tom Barrett.

One of Craig Jackson’s most significant restoration achievements was a 1948 Figoni et Falaschi-bodied Delahaye 135M Narval. Russ Jackson and his wife Nellie had acquired the car in the early 1980s from a European owner. It arrived in the United States disassembled, with the engine and transmission packed in shipping crates. Craig Jackson poured his heart into the restoration, fabricating body panels and chassis components by hand. His efforts paid off: The finished Delahaye earned a perfect 100-point score at the 1987 Classic Car Club of America Grand Classic, and later headlined the 1989 Barrett-Jackson Scottsdale Auction, where it sold for $900,000.

While at Pebble Beach Weekend, Craig Jackson will also showcase the double prototype “Little Red” at The Quail, A Motorsports Gathering, further highlighting his exceptional restoration expertise. Little Red, one of the most historically significant Shelby Mustangs known to exist, is the only known 1967 Mustang EXP500 prototype coupe equipped with a 428ci engine and dual four-barrel carburetors, and is the only twin supercharged Shelby ever built. Craig Jackson led the multi-year effort to locate, recover and meticulously restore the car – thought to be lost for decades – to its original factory specifications.

The following weekend, the Jacksons will show Little Red with “Green Hornet,” a 1968 Mustang EXP500 prototype coupe, at the Shelby American Automobile Club (SAAC) 50th Anniversary convention at the Sonoma Raceway. The two legendary muscle cars will be on display together for the first time since their public unveiling at the Barrett-Jackson 2020 Scottsdale Auction.

The Green Hornet, a “double prototype,” was originally built at the Dearborn Assembly Plant in the fall of 1967. This 1968 Mustang notchback coupe began life as a prototype for a nation-wide version of the California Special. In early 1968, the car was handed off to Carroll Shelby and his team, who transformed it into the experimental 500 (EXP500) with independent rear suspension and direct port computerized fuel injection. Like its sibling Little Red, Green Hornet was long believed to have been lost to history and crushed. Craig Jackson acquired Green Hornet and then completed a years-long comprehensive restoration to bring the car back to its original glory.

Showing the 1936 Bugatti Type 57 Stelvio at the 74th Pebble Beach Concours d’Elegance, and displaying Little Red and Green Hornet, underscores the Jacksons’ commitment to preserving automotive history with precision and passion, whether it’s a rare European classic or a one-of-one American icon.

This article was originally published on Barrett-Jackson.com

If you’re of a certain age, you probably remember when the word “hatchback” was a pejorative term for a small, no-frills, gutless car driven by either a broke student or an adult with nothing going for them. The 2025 Honda Civic Hatchback Hybrid Sport Touring isn’t the first car that shows how far the hatchback has come, but it’s a great example of how a modern one can be both practical and enjoyable.

One thing that’s no longer the same is the definition of hatchback, at least according to Honda. It calls this version of the Civic a hatchback, but given that the fifth door isn’t exactly upright, it seems more fitting to call it a liftback. The Civic lineup as a whole has changed for 2025. All models get a restyled front fascia and grille, but only sedans receive new darker taillights. Honda distinguishes the Civic hybrids with body-color headlamp trim and a front chin spoiler. The Sport Touring Hybrid rolls on a set of new, trim-specific 18-inch wheels with a machined finish.

A hybrid model with a 2.0-liter Atkinson-cycle I4 and a two-motor hybrid system – one that generates power for the lithium-ion battery pack and one that drives the wheels – is now available as a sedan or liftback hatchback. Combined, that hardware generates a total of 200 horsepower and 232 lb-ft of torque, making the hybrid the most powerful Civic without a Type R badge ever, according to Honda. A CVT sends that output to the front wheels.

There are only two hybrid trim levels for the Civic hatch: Sport and Sport Hybrid. According to the window sticker, our Sport Touring Hybrid review vehicle had a base MSRP of $32,950, which included standard equipment such leather seats with heating and power adjustments for the front row, a 12-speaker Bose audio system, built-in Google (also new for 2025), and wireless Android Auto and Apple CarPlay, which can be accessed on the Sport Touring Hybrid’s larger nine-inch touchscreen. Our tester’s one option, the $455 Boost Blue paint, brought its as-tested price to $34,500.

Certain hatchbacks of yesteryear were dull, bland little things that were unpleasant to see and even worse to be seen in. With its handsome front end, fast roofline, and cheery, Skittle-esque blue paint, the Civic Sport Touring Hybrid was a pleasant sight in the parking lot at work or the grocery store.

The Sport Touring Hybrid was proof that you don’t have to be penalized with a cheap, boring interior for choosing a practical, fuel-efficient car. Its honeycomb dash trim and knurled HVAC dial rings showed that the interior of a small A-to-B car can look and feel special. The wireless phone charger and wireless Apple CarPlay and Android Auto were welcome conveniences that made the Civic seem more upscale.

The Civic Hatchback’s cabin was pleasant, but not perfect. It was hard to cruise comfortably and naturally with an elbow on the driver’s window sill because it was a little too high. Surprisingly, legroom in the second row was ample enough for someone my height, 5’10”, to be comfortable. The catch was that the downward slope of the roof didn’t leave enough headroom. Despite its top spot in the Civic Hatchback trim level hierarchy, the Sport Touring also didn’t have HVAC vents or USB ports on the back of the center console for second-row passengers to use.

Given the Sport Touring Hybrid’s focus on practicality and its ability to get up to 50 mpg in the city, 45 on the highway, and 48 combined, it seemed likely that it was going to be a disappointing driving experience. The exact opposite turned out to be true. Across 429 miles of mixed driving, we averaged a slightly disappointing 44 mpg. Perhaps we indulged a little too much in the Civic’s substantial power. The hardware around it was just as enjoyable. Even on bad pavement, the ride quality was composed and comfortable. Honda did a great job of dialing in the weight of the steering. Perhaps the biggest shock was the brake pedal, which was communicative and easy to modulate smoothly.

To learn more of the things the 2025 Honda Civic Hatchback Sport Touring Hybrid did well (and maybe not so well), check out my colleague Luke Lamendola’s video review below.

Click above and watch our full video review on YouTube!