Plenty of enthusiasts see modern cars as bars-of-soap-on-wheels. They will never see these vehicles as rolling sculptures, though we never can predict how future enthusiasts will see them. Yet, to the cars that today’s enthusiasts see as rolling sculptures, there is a sub-genre of sculptures that were put on them. These ornaments and mascots are the focus of Mascots in Motion, a new book put together by veteran automotive journalist Steve Purdy that will entertain and enlighten enthusiasts.
As a sub-genre of art and design, mascots, hood ornaments, and other stylistic details started off as MotoMeters. Even Lalique got in on the action, though crystal proved itself to be fragile. Most of the ornamentation was metal of some sort, as seen in more than 320 images in this 11- x 12-inch, 289-page coffee table book.
What’s exceptional about this book is the large chapters dedicated to regions, as the cars of the United Kingdom were different from the cars of continental Europe were different from the cars of the United States. Additionally, the latter segment of automobiles is divided by General Motors, Ford Motor Company, Chrysler Corporation, and Independents. If names like Minerva and Willys-Knight pique your interest, this book will be at home in your home; if you are more into Atomic Age relics, they get their glory too. There even is a chapter on trucks as well as bespoke and accessory mascots.
Purdy has photographed these sculptures at concours events, special shows, junkyards, backyards, salvage yards, and anywhere else that presents itself. “You’ll be amazed at how many mascots there were, and you’ll be surprised by many of the stories that go with them,” says Purdy in the introduction.
If you still feel there’s no such thing as a collectible Japanese vehicle, then you must have been stuck in a bunker since MySpace was a thing. These days, there are plenty of Japanese cars that have risen quite dramatically in the American collector car world, and JDM (Japanese Domestic Market) cars have started to make an appearance in substantial numbers.
Below are four JDM trucks that are currently listed for sale on AutoHunter. Can you identify them? Sure, this is quite a difficult test for most Americans, but it’s possible they have similar design language of models sold stateside to give you a hint. Write your answer in the Comments section below.
In 2006, Buick sold about 240,000 vehicles. However, only one of those cars found fame (and fortune?) by being customized and featured at the country’s largest exhibition of automotive aftermarket manufacturers, called SEMA. This ex-show car is now being sold by a dealer in Winter Park, Florida, and the auction will end on Thursday.
Named for the city of Lucerne, Switzerland, the Lucerne had a six-year model lifespan from 2006 through 2011. In terms of hierarchy, the car slotted at the top of Buick’s sedan lineup, taking the place of the LeSabre and the Park Avenue.
To commemorate the inaugural model year for the Lucerne, car customizing facility Rick Bottom Designs in Mendota, Illinois, decided to use this car as a blank canvas to showcase its capabilities. Among the upgrades added were a RAZZI body kit, a decklid spoiler, 20-inch WELD forged aluminum wheels, an Eclipse audio system, a lowered suspension, a big-brake kit, and a Corsa exhaust system. The result was a Lucerne with strong presence and exclusivity, as shown by photos taken inside the show’s convention hall.
SEMA, which stands for Specialty Equipment Market Association, took shape in 1963 and serves as an organization that fosters communication, collaboration, and promotion of the automobile aftermarket industry. One interesting historical note is that the acronym originally stood for Speed Equipment Manufacturing Association. Because remember, the 1960s were a time of horsepower wars – and SEMA played a role in contributing to the muscle car mania during its heyday. The largest of SEMA’s activities is the annual exhibition in Las Vegas each fall. Last year’s 2023 event showcased over 2,200 exhibitors and hosted about 160,000 attendees.
Back to the Lucerne in question – like all Buicks, the Lucerne was mechanically similar to other General Motors cars and it rode on what GM called the H-body platform. The engineering arrangement used a front-engine, front-wheel drive system, and the car could be optioned with two different V6 engines or a Northstar 4.6-liter V8 (as seen in today’s featured car). A four-speed automatic was the only available transmission, however.
The cool thing about this car is that it carries provenance but could still be daily-driven. The Lucerne was replaced by the LaCross as Buick’s flagship in 2012, and we don’t yet know if the Lucerne will be collectable or desirable as a classic in the future, but we do know that custom builds – especially when promoted as widely as SEMA cars are – carry unique appeal.
Don’t miss your chance to own a one-of-one ex-show car!
Just like Chevrolet’s Camaro Z/28, Oldsmobile applied an ordering code to its performance options. Most famous is the W30 package for 1966-72 4-4-2s, but there was a one-year-only W-Machine that was an unusual take on the performance market. That car, a 1969 4-4-2 W32 Sports Coupe, is our Pick of the Day. This Oldsmobile is listed for sale on ClassicCars.com by a dealership outside Philadelphia. (Click the link to view the listing)
In case you’re not in-the-know, the Camaro Z/28 received its name from its ordering code, as the press often referred to it as the “Z28 Special Performance Package.” That being said, a road test in the March 1967 issue of Car and Driver was titled “Chevrolet Camaro Z-28,” so it’s no wonder Chevrolet branded the package.
Image courtesy of the GM Heritage Center
Oldsmobile did a similar thing with the W30 package for the 4-4-2. From 1966-72, W30-equipped cars could be counted as offering the highest specifications for the 4-4-2. Starting in 1968, Oldsmobile started to get more aggressive promoting the W30. Though brochures called it the Force-Air Induction package, the press often referred to it as the W30 option. Seeing an opportunity, Oldsmobile began marketing the W30 and the F-85/Cutlass S W31 small-block as part of Dr. Oldsmobile’s W-Machines. Several months into the model year, a new W32 package was added to the W-Machine roster.
The W32 has been a difficult package to understand since its inception. The best way to frame it requires looking at the standard 4-4-2 engine. This 400ci V8 was rated at 350 horsepower when equipped with the standard three-speed manual transmission, but order an automatic and horsepower dropped to 325. Why Olds did this is anyone’s guess, but it didn’t help the brand’s performance reputation on the street.
The W32 was basically the standard 350-horse 400 with high-performance equipment – a street W, if you will. “Designed to give prospects maximum performance in a street automatic package,” claimed Oldsmobile in a marketing bulletin, suggesting this “’street automatic’ will have strong sales appeal for the 4-4-2 enthusiast prospects.” Included with the W32 were the following:
Outside air ducts, induction hoses, and special dual intake air cleaner.
Heavy-duty water pump with aluminum fan and special fan clutch.
New ignition distributor.
Special duration/lift performance camshaft.
W32 front fender decals.
Mandatory options when ordering W32 included:
M40 Turbo Hydramatic Transmission
G80 Limited slip differential with G92 3.42 axle
P37 F60x15 Super Wide Oval fiberglass belt tires and 7-inch wide Super Sport [sic] wheels or P81 F70x14 red-stripe fiberglass belted tires
G88 3.91:1 or G89 4.33:1 axles are no-cost options
V02 Heavy-duty radiator with G92 axle ratio
V01 Heavy-duty radiator with G88 or G89 axle
Options not available with W32:
A93 Power door locks
C60 Air conditioner
Y72 Engine cooling equipment
The first factory shipments were scheduled towards the end of January 1969. By the end of July, Oldsmobile had only built 297 W32s, divided among 25 Sports Coupes (with B-pillar), 247 Holiday Coupes (hardtop), and 25 Convertibles.
This Glade Green metallic 1969 Oldsmobile 4-4-2 is one of the 25 W32 Sports Coupes. It has received a frame-off rotisserie restoration that retains all its factory components including carburetor, distributor, water pump, and aluminum fan with clutch. “The interior is period-correct with ebony black bucket seats and rear bench seat,” says the seller. “The steering wheel fronts Rally Pac instrumentation including a 120-mph speedometer, 7000-rpm tachometer with inset clock, and readouts for fuel level, coolant temperature, and oil pressure.” Other features include console, AM radio, rear speakers, power steering, and power front disc brakes. Wheels are reproduction Hurst items.
Aside from the W30 red fender wells and rear trunk stripes, the restoration of this 4-4-2 appears to be faithful to factory, and Steve Minore’s Rocket Report certification adds to this Olds’ pedigree beyond the included GM of Canada documentation and window sticker. How many miles would you add to the 995 post-resto miles currently on the odometer? Snap this up for $84,900 and tell us!
It’s no secret Toyota beats many other manufacturers when it comes to reliability. Sure, there are more capable four-wheel-drive vehicles out there, such as the Jeep Wrangler, but that’s hard to compare to the hefty Sequoia. However, the Sequoia’s toughness and versatility make it worth considering for adventures far away from civilization. Toyota’s rich history of off-road performance is particularly evident in their TRD Pro lineup. I found more than just reliability in their 2024 Toyota Sequoia TRD Pro hybrid. Whether you enjoy camping with the family or endless cargo space, the Sequoia allows YOU to decide how you want to configure it.
Under the hood, the TRD Pro houses a 3.5L twin-turbo V6 hybrid engine from Toyota’s i-Force Max lineup. Output is 437 horsepower and 583 lb-ft of torque, figures that surpass those of many V8 competitors. The hybrid system provides the additional benefit of better fuel economy. Achieving a combined 20 mpg, the hybrid setup appeals to those who are mindful of both performance and fuel prices. I would’ve preferred Toyota going with a V8 hybrid engine, but that’s a topic for another day. The TRD Pro model’s towing capacity of up to 9,020 pounds makes it suitable for hauling trailers, boats, or recreational vehicles. The only available transmission is a 10-speed automatic.
The exterior design is so striking that it’s hard to believe the TRD Pro came straight from the factory. It usually costs thousands of dollars in aftermarket upgrades to achieve such an aggressive look. I’ve got to say Toyota’s color choices have been nicely curated in recent years; Terra is an earthy color that made me feel connected to the outdoors. Functional elements like corner vents and lower air curtains not only improve this brick’s aerodynamics, but also help the engine stay cool.
It seems to me that Toyota knows exactly what people want in terms of design. Something that really stood out to me was the gray digital camo finish on the fenders. The TRD-specific features, such as the BBS forged aluminum wheels and Falken Wildpeak all-terrain tires, aren’t just for show – they will help you get over challenging terrain. TRD skid plates and Fox rear remote-reservoir shocks further add to the TRD Pro’s abilities. I run Fox shocks on my Jeep Wrangler, but with its solid axles, it’s not nearly as smooth as the Sequoia with its independent front and multi-link rear suspension. I was seriously impressed.
Inside, the Sequoia TRD Pro’s soft-touch surfaces and contrast stitching have a premium feel. The seating arrangement, capable of accommodating up to seven people, includes front seats with TRD Pro embroidery and full electric adjustments. One might say it’s still simplistic like previous years, but I would argue that that’s not necessarily a bad thing. Sitting in the third row, I had plenty of head and legroom. The seats are comfortable enough for long road trips or even rough washboard roads. The huge 14-inch infotainment display and 12.3-inch gauge cluster fit this large vehicle well. Behind the foldable third row, there’s ample cargo space, making the Sequoia capable of handling everything from groceries to outdoor gear. No family? Great! Fold down those seats, throw an inflatable mattress back there, and enjoy a cozy night off the beaten path.
On the road, the TRD Pro offers a smooth and responsive ride with precise steering and a well-calibrated suspension. Wind noise isn’t too pronounced, and the creature comforts are easily accessible. The outward visibility exceeded my expectations. Even with the massive, bulging hood in front of my face, I had no issues parking, thanks to the 360-degree cameras. An additional camera underneath the vehicle showed me what I was driving over. With enough space to carpool with three of my co-workers and plenty of room for all our equipment, the Sequoia made commuting a comfortable experience.
Off-road, the Sequoia truly shines. The TRD-tuned suspension, skid plates, and advanced four-wheel drive system are built to tackle tough conditions. The various 4WD modes worked well, including the Auto setting, which adapted quickly to different conditions. Crawl Control and Downhill Assist Control made it easy to navigate steep hills, allowing me to focus on the adventure instead of the mechanics of driving. Despite its size, the Sequoia was impressively agile and maneuverable, although making a U-turn on the trail was challenging. For such a heavy vehicle, the Sequoia was astonishingly grippy as I weaved through switchbacks. I was riding on a cloud, and I didn’t even air the tires down!
The 2024 Sequoia TRD Pro is the whole package: impressive looks, exceptional capability, and most importantly, a fun factor that many family SUVs lack. The $78,710 MSRP is high, but when you compare that with how much people spend on making their vehicles just as capable and comfortable, the price tag starts to make more sense. It’ll be exciting to see how the Sequoia compares with its rivals going forward. What I do know is that it was difficult to say goodbye to this one.
ClassicCars TV spots a 1970 Plymouth ‘Cuda! As the high-performance version of the Barracuda, the ‘Cuda came standard with a 335-horsepower 383ci V8, but this particular ‘Cuda is powered by the top-dog 426 Hemi with dual barrel carburetors hiding underneath the Hemi-standard Shaker air induction system.
The 425-horse engine in this “High Impact” Tor Red pony car is paired with a 727 TorqueFlite automatic transmission, with the interior featuring black bucket seats, center console, Rallye gauges, and wood-rimmed steering wheel. At the Barrett-Jackson 2024 Palm Beach Auction, this mighty Mopar sold for $159,500.
The entire idea of a modern sports car being literally hand-built in Detroit is nothing short of amazing. The Viper was also the car that won at Le Mans on a shoestring budget, and during its lifecycle continuously amazed journalists during road tests. It is in essence the modern interpretation of a Shelby Cobra.
Our AutoHunter Spotlight is a 9,608-mile 2002 Dodge Viper RT/10 convertible that is painted in Viper Race Yellow Clearcoat over a black leather interior. The reason for the possible great buy here is that this SR II Viper is now offered with a CARFAX report and a restored salvage title.
The exterior of the car looks to be in excellent condition. The seller states that the car has had ownership in Louisiana, Texas, and Arizona. The Carfax notes damage in 2012 to the left and right sides but that the car was then restored to perfect condition.
It features a color-matched factory removable roof panel, underbody spoilers, vented hood, 8-inch wheels, an Alpine audio system. It also has 18” 5-spoke polished aluminum wheels, with staggered Toyo Extensa HP tires.
The interior of this Viper is described as having original black leather upholstery with perforated inserts that have wear on the drivers side seat bolster, adjustable driver lumbar support, a leather-wrapped steering wheel and shift knob, and an aftermarket (but much better than stock) Alpine AM/FM/CD radio.
Under the hood is the amazing 8.0-liter OHV V10 that is rated at 450 horsepower and 490 lb-ft of torque backed by a TREMEC T-56 6-speed manual transmission. It also features a muffler deletion and a center exit exhaust.
I would ask the seller in the comments on the listing about the history of the repairs after this great looking car received a salvage title. The car honestly looks like a really nice example of a Viper, but I would want to find out more info. If the car checks out as good, I would happily bid for the chance to own such a legendary performance car that in many ways was the first U.S. built supercar. No, it is not a mint car but if everything works and it does not have any hidden damage it is a great example of a driver level Viper.
There’s a big difference between laboratory and real-world testing. Automakers spend millions of dollars developing technologies and vehicles and they even test them on public roads, but there’s no guarantee of what will happen when consumers get ahold of them. When Chevrolet was working on the all-new C/K truck line for 1973, it used computers to simulate the components that would be used in it. Engineers moved the front axle forward 2.5 inches to stretch the wheelbase and opted for curved windshield and window glass to cut wind resistance. The new cabs received 528 more square inches of glass to improve outward visibility and additional hip, leg, head, and shoulder room to make passengers more comfortable. Chevy even gave the overhauled C/K line a new internal designation: Rounded Line. Little did they know that it would eventually be called the Square Body and that it would become an icon of the vintage pickup market. Our latest Pick of the Day, this 1986 C10 Silverado, is a descendant of the ambitious ‘73 model and is available at a dealership in Webster, Massachusetts. (Click this link to view the listing)
One major catch of real-world vehicle testing is that it has no mercy. The elements (and birds who just finished lunch) don’t care how shiny the paint is. Strangers will leave their shopping carts in the grocery store parking lot without taking a second to consider they might hit someone else’s vehicle. Luckily, the clock on this C10 Fleetside got reset with a recent frame-off restoration that included a fresh coat of factory-correct Apple Red paint and a matching spray-in bed liner that sits under a new black vinyl tonneau cover. The factory 15-inch Rally wheels have also been refinished and tucked into the wheel wells with a four-inch front and six-inch rear suspension drop that does a great job of making this three-box design look sportier.
As the Service Parts Identification tag indicates, the cabin originally came with Burgundy Custom Cloth upholstery and the convenience of power steering, a Comfortilt steering wheel, cruise control, and air conditioning. The only significant change seems to be the swapping of the original AM/FM radio for a Retrosound AM/FM/cassette unit.
It’s a different story under the hood. The space once occupied by the factory-installed LE9 5.0-liter V8 is now filled with a rebuilt 5.7-liter V8 that sends power to the rear wheels through a 700R4 four-speed automatic transmission. The upgraded engine draws from dual fuel tanks and breathes through a new Flowmaster stainless dual exhaust system.
It’s unknown what the previous owners of this C10 discovered by driving it daily, but it’s apparent that someone along the line realized it was worth restoring. Now it has fresh paint over its not-so-rounded lines (sorry, Chevrolet), a larger rebuilt engine, and a cool new stance. For $39,900, it’ll get a new owner, too.
Is there a more desired car in the collector world than a Shelby Cobra? Sure, you can have your Bow Tie anything and spend $200,000 in a build, but it won’t have the cache of a Shelby Cobra. You could spend a lot more money for some Ferraris, but they aren’t framed in the dreams of enthusiasts the way the Shelby Cobra is. The truth is that Cobras have been desired since new and have been the ultimate sports car for quite some time.
Looking at the Shelby Cobra, it’s difficult to imagine its styling is derived from a British car from the 1950s. British, you say? Huzzah! Yet it’s true – a small company called AC began producing the Ace in 1953 powered by an ancient 2.0-liter OHC straight-six with 100 horsepower. A Bristol-produced, 120-horse 2.0-liter straight-six showed up for 1956, and front disc brakes appearing as an option the following year. For 1961, a facelifted Ace with a modified 2.6-liter (British) Ford straight-six offering 170 horsepower became available; the engine required AC to upgrade the differential, and inboard disc brakes were added. These were fortuitous changes in the AC Ace saga.
During this time, retired American racer Carroll Shelby, who had dreamed of manufacturing his own sports car, approached AC Cars after hearing its Bristol-based engine was being phased out. Would AC custom-build an Ace that would accept an American V8? Shelby went to Dearborn, and Ford’s interest was piqued, so AC managed to secure a 260cid small-block from Ford of Britain. Modifications on the Ace commenced: new motor and transmission mounts were designed, and the suspension mounting points were strengthened. For meatier rubber, if not from widening the front and rear track, fender flares were specified. Though many modifications were made underneath the aluminum skin, this modified AC Ace appeared quite close to stock.
After the transformation, the engine and transmission were removed, and the Ace was shipped to Shelby in California, who already had two engines from Ford waiting in the wings. Eight hours later, the product of the combined effort was being road-tested and, thus, Cobra CSX2000 was born.
Shelby made a list of additional modifications for the fledgling Cobra, including strengthening the chassis, and communicated them to AC as production of the Cobra was to get under way. Then, Shelby reached out to the automotive press to sample CSX2000. Car Life proclaimed, “When the Cobra is certified for production sports car racing, a dox will have been dropped among the chickens.” In April 1962, the only Cobra in the world (at the time, painted pale yellow) appeared at the New York Coliseum for the New York International Auto Show. In the ensuing months, CSX2000 would be painted in several colors to give the public the illusion of production so dealers would sign up and orders would come in. In mid-May, the first production Shelby Cobra, CSX2001, arrived and was invoiced to a dealership in Pittsburgh.
As Cobras began trickling into the U.S., Shelby was received feedback from dealers, owners, and racers, resulting in running changes to improve the breed, both on AC’s and Shelby’s ends. By the 200th Cobra, give or take, production had been standardized.
The first 75 Cobras were built with the 260 small-block, upon which it was replaced by the 271-horsepower 289 Hi-Performance. Not only was this a new, robust update of the small-block, but it also took the Cobra from an impressive, new-fangled roadster to an outrageous sports car.
At that moment, during the reign of the Pininfarninas and Bertones of the world, the Cobra’s design was already old, yet its looks were able to endure against what would become classics from Italy and the United Kingdom. Looking through the lens of today, the Cobra continues to be a car that has aged gracefully, as evidenced by CSX2337. Originally invoiced on May 21, 1964, to Walter Larson Ford in Murray, Utah, this red and black 289 Cobra roadster was invoiced for $5,195 plus white sidewall tires, antifreeze, and freight for a total of $5,527.15. List price was $6,465. By December, the hybrid roadster had yet to sell, but an Anaheim, California-based aerospace engineer caught wind of it after being entranced by a friend’s Cobra. John Hector saw an opportunity and whittled the price down to $5,299 to become the first owner of CSX2337. This Cobra features Shelby’s Group A equipment, which included chrome air cleaner, aluminum valve covers, chrome front grille and rear bumper guards, chrome exhaust tips, adjustable wind wings, tinted sun visors, heater, competition seat belts, and whitewall tires.
For several years, the Cobra was used often for John’s daily commute. In the 1970s, he had the engine balanced and added some tweaks that included a Holley 725cfm carburetor, aluminum Cobra manifold, Derrington headers, and Harrison oil cooler, plus the heads were ported and polished. A repaint in 1973 happened the same year John moved to Bend, Oregon, where the Cobra led a more leisurely life, becoming a car for local shows in the 1980s.
To this day, every aluminum body panel of CSX2337 is original. The engine, transmission, and rear also are original to the car. Even the spare tire, which has never been used, is the one that came with the car. The engine was rebuilt and balanced about 10 years ago, with 3-4,000 being added to the odometer since then.
The sale of CSX2337 includes the original sales paperwork, manufacturer’s statement of origin, 500-mile service paperwork, original tools and tool bag, AC Cobra chassis instruction book, grease gun, jack, owner’s manual, and period brochures. Also included are the original soft top and bows, tonneau cover, side curtains, and spare key and fob. For $1,250,000, you’ll have a Cobra that’s as honest as they get.
The Shelby Cobra is a story about a marriage made in heaven, an older British roadster that found love with a younger American V8 and managed to be a power couple beyond Carroll Shelby’s imagination. It’s been over 60 years, yet the Shelby Cobra continues to make waves. To learn more about this no-excuses roadster and to set up an appointment, visit showroom.barrett-jackson.com.
Featured on AutoHunter, the online auction platform driven by ClassicCars.com, is this 1956 Oldsmobile Super 88 Holiday coupe. Power comes from a 240-horsepower Rocket T-350 324ci backed by a Jetaway Hydra-Matic automatic transmission. Features include power steering and brakes, AM radio, dual side mirrors, and more. Finished in Lime and Black with matching interior, this Olds comes from the selling dealership with a clear title.
The Super 88 was Oldsmobile’s mid-line series, as well as its best-selling series. It hit a sweet spot of sharing the smaller 122-inch wheelbase of the 88 with the more powerful 240-horse engine of the 98. This two-door hardtop is painted in two-tone Lime (code 65) with Black (code 10). Features include fender-mounted antenna, dual side-view mirrors, fuel door scratch guard, and dual exhaust outlets on the rear bumper.
Black steel wheels with triangle-themed wheel cover are wrapped in wide whitewall tires.
The interior features upholstery that matches the exterior, with black leather and lime green vinyl. The dashboard is padded in black vinyl. Other features include AM radio and column-mounted automatic transmission shifter.
The cockpit features a 120-mph speedometer with fuel gauge, clock, and warning lights. Odometer shows 64,852 miles, though the true mileage is unknown.
Oldsmobile’s Rocket V8 was introduced in 1949. It, along with Cadillac’s V8, was the first of the new strain of high-compression V8s in the market. By 1956, it was making 240 horsepower with a four-barrel carburetor. Olds called it the Rocket T-350, the name derived from the amount of torque the engine put out. This 324ci engine is paired with a four-speed automatic transmission. Feature include batwing-style air cleaner and Offenhauser finned aluminum valve covers.
This Olds features an independent front suspension and solid rear-drive axle. Other features include four-wheel drum brakes and dual exhaust system.
