Pick of the Day: R-code 1966 Ford Fairlane 500

When the 426 Hemi was introduced for street-going Plymouth and Dodge models for 1966, around 2,700 B-bodies ended up being built for homologation purposes. In contrast, when the redesigned Fairlane was introduced the same model year, Ford built only 57. Our Pick of the Day is one of these rare and unusual Blue Oval vehicles, a 1966 Fairlane 500 two-door hardtop. It is listed for sale on ClassicCars.com by a private seller in Laval, Quebec, Canada.

Nineteen sixty-six was a big year for Ford: it won the 24 Hours of Le Mans, introduced the 428, and the Fairlane GT became its answer to the Pontiac GTO. Available as a nicely trimmed hardtop or convertible, the Fairlane GT was advertised in a famous ad that appeared to be a recipe on cooking a tiger—a nod to the Fairlane cooking the “GeeTO Tiger” in performance. However, the truth was the opposite.

Everything about the Fairlane GT was tasteful and upscale, with generous touches of chrome trim everywhere, from the exterior and interior to the engine bay. However, the 335-horsepower 390 was not cutting it on the drag strip. Sure, Pontiac’s standard 389 was rated the same, but Pontiac also had Tri-Power with 360 horsepower, while Ford offered no optional engines. “Genuine Imitation Joins the Supercar Spectrum,” said Car Life in March 1966 after ripping 15.4 ETs. “The GTA’s problem is, quite simply, not enough power.”

So where did that “A” come from? Ford’s new Sport Shift Cruise-O-Matic Drive turned the GT into a GTA. What was unique about this transmission was the three gears (compared to the GTO automatic’s two) with a mechanism to permit both manual and automatic shifting.

However, in the spring of 1966, Ford introduced a Fairlane 500 hardtop with a 427 side-oiler. This car was produced for organized drag racing, though the Fairlane as built was quite stock. Why choose a Fairlane 500 hardtop instead of a Fairlane Club Coupe or even a Fairlane GT? No one knows, but all 57 built were identical: Wimbledon White with black interior, four-speed, fiberglass scooped hood, dual-quad 427, 3.89 limited-slip rear, transistorized ignition, extra cooling package, and 7.75 x 14-inch blackwalls.

Ford would increase the availability of the 427 for 1967 for all Fairlane models save, strangely, the GT (though one was built), and available with a single four-barrel as well. However, even with 230 built, the 1967 Fairlane 427 was not enough to make a strong impact against Brand X. That makes this 427-powered 1966 Fairlane 500 two-door hardtop quite an important artifact of Ford’s “Total Performance” days. Known as an R-code due to the engine code in the VIN, this sanitary Blue Oval is claimed to have 5,140 miles on the original driveline, engine, transmission, and differential. The original Firestone Deluxe Champions reside on the front, while M&H Racemasters support the rear, with the original spare in the trunk.

If you were going to create a museum and feature seminal performance cars of the era, this would be one—some folks may call it a “bucket list” car. If you’re putting together the best of the best, we imagine it’s worth your time to “Contact Seller” and ask about the price.

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

I just discovered that Nissan has a new Armada, that behemoth of an SUV that pisses off the Sierra Club. It’s not the kind of vehicle that I’d ever own but, as the product of model-year culture (especially Septembers),  I do enjoy seeing new or revamped vehicles among all automakers. However, there’s an interesting, available feature that’s worth talking about: Invisible Hood View.

Today, it seems almost every brand-new vehicle on American roads has several huge screens that connect a digital instrument panel with an infotainment panel on the center stack. How could this swath of screens be better exploited better?

Nissan has an answer with Invisible Hood View, a nifty piece of tech that helps you—the driver—spot hidden obstacles every time you are behind the wheel. By providing a virtual view via exterior cameras that give a view of what’s ahead and below your line of sight, you can avoid hitting the curb and other clumsy moves that may result from your lack of visibility (or, let’s be honest, driving acumen). If you’re an off-roader, you’ll certainly appreciate Invisible Hood View as it will give a view of hazards and obstacles.

In fact, the Texas Auto Writers Association, an esteemed group of enthusiasts who drive the latest and greatest, named it “Best New Feature.”

Invisible Hood View is but one feature under an umbrella of available camera tech to make your drive easier and safer. Another feature includes Front Wide View, which gives a wide-angle perspective from your line of sight to both corners, handy in tight, obstructed parking spaces or emerging from a driveway with parked cars blocking your view. And 3D Intelligent Around View Monitor gives you the ability to swipe the touchscreen to rotate a three-dimensional view of the Nissan and its surroundings from any angle.

Besides the Armada, Invisible Hood View is available for the Rogue and Murano SUVs. For more information on the Armada and its features, click here.

Whenever a car company adds a letter to a model name, you know what to expect. Cadillac‘s V, Audi’s S, and BMW‘s M vehicles offer higher levels of power and performance. Aston Martin also uses the letter “S” for its more aggressive models; the newest one is the DBX S.

To set it apart from other DBXs, Aston Martin gave the S model metal and enamel badges, black grille vanes and a new front splitter, side sills, and rear diffuser. Perhaps most recognizable difference is the modified exhaust system’s two pairs of stacked outlets.

Changes to the Alcantara and semi-aniline leather interior include a herringbone design and “S” embroidery on the seats along with more “S” branding on the door sill plates. Two audio systems are available, including the top-of-the-line 1,600-watt Bowers & Wilkins surround sound setup with 23 speakers.

A variety of exterior options are available to cut weight in strategic areas. According to Aston Martin, the 23-inch magnesium wheels drop 19 kilograms (41.9 pounds) of unsprung weight, which heightens the effect of the DBX S’s four-percent-faster steering ratio. Opting for the carbon fiber roof eliminates the roof rails, but further reduces weight by 18 kilos (39.7 pounds) and lowers the center of gravity – both good things for taking on a Ferrari Purosangue or Lamborghini Urus. Even the grille can be swapped out for a lighter polycarbonate honeycomb unit to make the front end ever so slightly lighter.

Aston Martin combines those reductions with an increase in output. “By using turbo technology transferred directly from the upcoming Valhalla supercar including its larger compressor wheel diameters and other internal improvements,” it was able to boost the twin-turbo 4.0-liter V8’s output to 727PS (717 horsepower) and broaden its rev range. Changes to the nine-speed automatic resulted in new shift points and more forceful downshifts in the Sport and Sport + drive modes. Combined with variable all-wheel drive, the bump in power enables the DBX S to hit 62 mph in 3.3 seconds and rip to 124 mph 0.3 seconds sooner than the DBX707, which used to be the flagship model of Aston Martin’s SUV range.

If that one “S” at the end of this ultimate DBX’s name is a big deal to you, call your local Aston Martin dealer to put in your order for one now. Expect them to call you in Q4 of this year to let you know your DBX S is ready to pick up.

For over 35 years, the Mazda Miata has made a name for itself as an exhilarating two-seat roadster with youthful driving dynamics. Just a few years after the Miata launched, the Sahuaro Miata Club in Arizona was formed in 1992. Today, the club has over 250 members and hosts regular events throughout the year. The next event will be a Route 66 road trip to Laughlin, Nevada.

Why do enthusiasts love the Miata so much? The car’s overarching appeal comes from its “affordable fun.” It was engineered with lightweight design, near-perfect weight distribution and nimble handling – all with the benefit of a relatively low entry-level price tag and mechanical reliability.

Featured on AutoHunter is this 2007 Mazda MX-5 Miata Grand Touring. The car is being sold by a private seller in Durham, North Carolina, and the auction will end Tuesday, May 6, 2025, at 11:00 a.m. PDT.

Finished in Galaxy Gray, it is an accident-free, damage-free example with a clean CARFAX report and only 34,919 miles on the odometer. The car was California and Arizona-owned until 2023 – after which it was relocated to North Carolina. It comes from the “NC” generation (2006 through 2015) and happens to be optioned in the highest trim level for its year, the Grand Touring. When new, the GT Miata stickered at about $25,060.

While maintaining an emphasis on the car’s sporty dynamics, Mazda included a number of amenities on GT models, such as a Bose premium audio system, heated leather seats, automatic climate control and silver interior trim. In this case, the factory head unit has been replaced with a modern Pioneer touchscreen interface equipped with USB, SiriusXM, CarPlay and Bluetooth connectivity.

Power comes from a 2.0-liter inline-four that Mazda rated at 166 horsepower and 140 lb-ft of torque. A six-speed manual transmission transfers power to the rear wheels via a limited-slip differential (a six-speed automatic was optional, but a car like the Miata is best enjoyed with a stick!). For buyer peace of mind, the CARFAX for this MX-5 shows that service was performed within the last month, including an oil change and a fluid check. In addition, a four-wheel alignment, thermostat replacement and transmission fluid change were performed within the past year.

Mazda said, “Some people seek therapy for their obsessions. We built a sports car.” One advertisement said, “Every aspect of the car was analyzed, designed and then redesigned to maximize performance. Even the interior was painstakingly examined inch by inch until a feeling of oneness between car and driver was achieved. Obsessive? Maybe. But then, the real obsession starts when you drive it.”

Perhaps you’ll be just as obsessed with the Miata as the members of the Sahuaro Miata Club are. And maybe you’ll even join them on the upcoming road rally to Laughlin. Here’s your chance!

The auction for this 2007 Mazda MX-5 Miata Grand Touring ends Tuesday, May 6, 2025, at 11:00 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

Paddle shifters have been in Ferraris for so long that it’s hard to think of when exactly they first became available in the Italian sports cars. Now, they’re the only kind of transmission in a new Ferrari, although there’s news Ferrari may offer a three-pedal setup in the future. So when did Ferrari start down the road to footless gearchanges and faster shift times? With the 355 F1 lineup of Berlinetta, GTS, and Spider models back in 1997. Our Pick of the Day is a 1999 Ferrari 355 F1 Spider posted on ClassicCars.com by a dealer in California.

The 1995-1999 355 was an evolution of the preceding 348 and was offered in Berlinetta, GTS, and Spider body styles. Although both models had a wedge shape and a mid-engine layout, the 355 did away with its predecessor’s dated side strakes and received a slightly larger engine. Equipped with five-valve heads and lightweight titanium connecting rods, the 3.5-liter V8 produced 380 horsepower and 268 lb-ft of torque, according to Ferrari. At first, a six-speed manual was the only available gearbox. Ferrari was no stranger to two-pedal cars; it had offered automatics before in the 400 series and 456 GTA, but the F1 single-clutch automated manual was bound to happen at some point. After all, Ferrari was a Formula 1 powerhouse and its road cars were known for their speed. The body mechanics of shifting a car manually can add time to acceleration runs and lap times; keeping your right foot down while pulling back on a paddle cuts some steps out of the shifting process. About halfway through the wedge-shaped 355’s production run, Ferrari equipped it with its new F1-style six-speed gearbox.

Now for a little history on this Rosso Corsa ’99 355 F1 Spider. According to the selling dealer, it’s been a California car with only two owners since new. Neither one of them seems to have driven it much because this car has only 13,665 miles on it, which the black soft top and the overall shape of the tan interior seem to reflect.

Aside from the transmission itself, conveniences include power controls for the windows, seats, mirrors, and top. The ultimate convenience is knowing this Ferrari recently received a major service that included new timing belts, which should be shown in the service records that come with this angular ’90s classic.

If you want an example of the car that showed what the future of Ferrari was going to be, this 1999 355 F1 Spider can be yours for $109,800.

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

Every Ferrari is special in its own way but, every now and then, the company sets certain models apart using just one word. Over the past few decades, those words have included Scuderia and Pista. Speciale is also on that list and was last applied to the ultimate version of the 458. Now Ferrari is bringing it back to identify a more powerful, athletic, and aggressive variant of the hybrid 296 GTB known as the 296 Speciale.

The visual differences between the 296 Speciale and the car it’s based on are easy to see, especially in the new Speciale-specific color of Verde Nürburgring and the available white livery. The entire front end was restyled to improve the Speciale’s aerodynamics. A 296 Challenge-style front aero damper, which sends some of the airflow from the underbody to the upper body, helps keep downforce on the nose more consistent.

The FXX K and 296 Challenge influenced the rear end, which features vertical fins and small wings designed to reduce drag while simultaneously increasing downforce. In addition to a new diffuser, the active rear spoiler’s new Medium Downforce setting, which maximizes high-speed stability, joins the Low Drag and High Downforce configurations; new programming shortens the transition time between those last two modes. According to Ferrari’s calculations, the 296 Speciale produces 435 kg (959 pounds) of downforce at 250 km/h (155 mph) – a 20-percent improvement over the 296 GTB. Additional external changes result in better cooling of the enhanced hybrid powertrain as well as the brakes.

What’s not so obvious are the materials Ferrari used to lighten the Speciale. Of course, carbon fiber is one of them, making up some of the body panels and, if a Speciale buyer chooses, the bumpers and engine compartment cover. In addition to Alcantara and aluminum, there’s more carbon fiber inside the cockpit, which has door panels made out of single blocks of the lightweight composite.

Ferrari’s diet for the Speciale also covered its twin-turbo 3.0-liter V6 engine, which is equipped with the F80’s lighter titanium connecting rods, a nitrided steel crankshaft, and racing-derived titanium screws and stud bolts. Even the turbos show a lower number on the scale. Ferrari went so far as trimming excess metal from the engine block and crankcase. Combined, those cutbacks make the Speciale’s engine nine percent lighter than the one in the 296 GTB. Overall, the Speciale is down 60 kg (132 pounds) compared to the base 296.

It should come as no surprise that the Speciale is more powerful than its regular counterpart, too. The V6’s upgraded hardware and the seven-percent-higher combustion chamber pressure unlocked by a new boost management strategy add up to 700 cv (690 horsepower) at 8,000 rpm and 755 Nm (557 lb-ft) of torque at 6,000 rpm. New acoustic ducts and individually tuned tubes that carry engine sound into the cabin should “express the rich harmony of the engine to the full.”

Thanks to optimized operating and cooling strategies, the Speciale’s electric motor is 13 cv (12.8 horsepower) more potent than the one in the 296 GTB and provides up to 25 kilometers (15.5 miles) of all-electric driving range. The eManettino dial’s “Qualify” setting engages a new overboost mode that produces up to 180 cv (177 horsepower) and 315 Nm (232 lb-ft) of torque between 6,000 and 8,500 rpm. Altogether, the more potent engine and electric motor bring the Speciale’s total output up to 880 cv (867 horsepower), “50 more [cv] than the 296 GTB and a record for a rear-wheel-drive production Ferrari,” according to the automaker.

Special roll-reducing spring and damper settings and new 20-inch forged wheels with specially designed Michelin Pilot Sport Cup 2 tires transmit the hybrid’s higher power to the road or track. New upshift settings for the eight-speed dual-clutch gearbox’s first seven gears lower shift times.

So just how fast is the 296 Speciale with these comprehensive improvements? Ferrari’s stopwatch shows that it can reach 100 kph (62 mph) in 2.8 seconds and takes only 7.0 seconds to hit double that speed. It only needs 1:19 to complete a lap of Ferrari’s Fiorano test track. All three of those figures better the ones achieved by the 296 GTB. Flat out, the Speciale can go past 330 kph (205 mph).

Our Pick of the Day on ClassicCars.com is an early example of the E23 BMW 7 series, a 1979 BMW 733i located at a dealer in Sioux Falls, South Dakota. I can still remember the first time I saw a BMW 733i. I was in the 8th grade and saw one parked in front of the BMW dealer in Tucson, Arizona. The only car I could compare it to at the time was the new 6 Series. To me, it was the most sporty-looking high-end luxury sedan ever. Compared to the Mercedes S Class of the time, it looked like something new and futuristic – more like a luxury sports sedan than any German luxury car I had ever seen. The shark-nose front end is a great style feature and looks as good or better today than it did when new. The BMW E23 7 Series is quite possibly my single favorite Paul Bracq design, combining elegance and sporting in what was a brand-new way at the time.

Over the years I have had the opportunity to drive a few of these first-generation E23 7 Series cars, and even bought one about 10 years ago to use during Monterey Car Week. What surprised me the most is that these first 7 Series BMWs still hold up as a luxury car today. Sure, there’s no Bluetooth or navigation, but the materials used and the build quality of these first 7 Series cars were probably the very best that BMW had built at the time. The one I bought was a 1984 model, and after 30 years and over 150,000 miles later, it still felt like an amazingly well-constructed car.

The other thing about these first 7 Series cars is that they are truly sports sedans in luxury-car clothes; they are fun to drive and handle better than any other sedan of the era. Period magazine tests showed very believable skid-pad numbers of .85g – and yet somehow the car also rides very nicely.

This car is painted in what I am assuming is its original Alpine White over its original red full leather interior. I say “original” as this car has only covered a total of 49,000 miles from new and looks to be a completely original example based on the photos provided.

The seller states, “This 733i exudes sophistication and style. Equipped with an automatic transmission, this first-generation BMW 7 Series delivers a smooth and refined driving experience, true to the BMW legacy of precision engineering and comfort. Perfect for collectors or enthusiasts looking to own a piece of BMW history.”

I would agree with that statement, but I wanted to know more about this specific car’s history. Finding a first-generation 7 Series with low miles and this clean is very unusual, and I was sure there was a story to go along with it. To find out more, I called the selling dealer and asked them about this 733i. I found out that the owner of the dealership actually acquired the car from the family that purchased the car new. It includes service history, all manuals, tools and everything else it came with when it rolled off the showroom floor.

The exterior looks outstanding, with no visible issues anywhere. The paint appears to be in excellent condition, and the brightwork and rubber trim all appear to be in time-capsule-like form.

The same goes for the interior. The red leather is in excellent shape, the headliner looks great and is not sagging anywhere, and the wood trim also appears as good as it did when new. Amazingly, even the dash is uncracked, and the car still features its original Blaupunkt AM/FM cassette stereo.

The same goes for the engine compartment, which in photos looks very clean and all-original under the hood. The engine still has traces of the original cosmoline, something BMW collectors love to see.

It is interesting that many older European car collectors do not seem to gravitate toward the luxury cars of the 1970s and ’80s and instead focus more on the sports and GT options. That is changing, though, as it seems many younger collectors – yes, that’s you, Wes and Forrest – have embraced classic 1980s and 1990s European luxury cars. I totally get it. These cars always represented the best a manufacturer could build in the era, and the original E23 BMW 7 Series cars definitely used this model to showcase the height of the automaker’s capabilities. It was the model BMW went all out to build, looking to produce the best European luxury car in the world. The legendary automotive journalist David E. David when writing his first review of the BMW 733i: “Damn, what a car … this is Bim­mer Infinity.” I agree with him wholeheartedly.

This all-original, low-mile 1979 BMW 733i is being offered for $19,411. I have to say it is one of the finest examples I have seen in years and represents what I would call a good buy, especially for BMW Infinity.

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