Cars on Display

The Winton Motor Carriage Company was a pioneer United States automobile manufacturer based in Cleveland, Ohio. Winton was one of the first American companies to sell a motor car. In 1912 Winton became one of the first American manufacturers of diesel engines.
In 1896, Scottish immigrant Alexander Winton, owner of the Winton Bicycle Company, turned from bicycle production to an experimental single-cylinder automobile before starting his car company.
In 1903, Dr. Horatio Nelson Jackson made the first successful automobile drive across the United States. On a $50 bet, he purchased a slightly used two-cylinder, 20 hp (15 kW) Winton touring car and hired a mechanic to accompany him. Starting in San Francisco, California, ending in Manhattan, New York City, New York. The trip lasted 63 days, 12 hours, and 30 minutes, including breakdowns and delays while waiting for parts to arrive. The two men often drove miles out of the way to find a passable road, repeatedly hoisted the Winton up and over rocky terrain and mud holes with a block and tackle, or were pulled out of soft sand by horse teams.[8] In 1903, there were only 150 miles of paved road in the entire country, all inside city limits. There were no road signs or maps. They once paid the exorbitant price of $5 for five gallons of gasoline. Jackson and his partner followed rivers and streams, transcontinental railroad tracks, sheep trails, and dirt back roads.
Winton continued to successfully market automobiles to upscale consumers through the 1910s, but sales began to fall in the early 1920s. This was due to the very conservative nature of the company, both in terms of technical development and styling. Only one sporting model was offered — the Sport Touring, with the majority of Wintons featuring tourer, sedan, limousine and town car styling. The Winton Motor Carriage Company ceased automobile production on February 11, 1924.

Owned by Mike Wall

Based upon his extraordinary success in helping to build General Motors for William Durant, and then saving Willys Overland from ruin, Walter Chrysler had an extraordinary reputation in the automotive industry—and among the East Coast bankers who financed it. In 1924, with the financial support of such bankers, he took control of the failing Maxwell Motor Car Company and by 1925 had transformed it into Chrysler Corporation—thus founding the last major automotive company. The 1925 Model 70 was one of the first model produced by the new company. The new car was powerful and was the first medium priced car (MSRP of $1395) with a high compression engine. Over 32,000 had been sold by the end of their first year—an extraordinary result.

This 1925 Model 70 Touring has a simple story, having been owned by only two families over its almost 100-year history. The car was delivered new on June 1, 1925, to Louis Lyzenga of Cadillac, Michigan who drove the car regularly and cared for it meticulously. In August of 1952, his widow traded it to Stadler Motors of Grand Rapids, Michigan for a new Plymouth. The dealership owner, Bill Stadler kept the car for many years, ultimately storing it in a barn on his farm near Urbana, Illinois. In 1996 he sold the car to his brother Jim for $1.  In 1999 it was restored to original condition by Sargent Metal Works of Bradford, Vermont. It is preserved in its original livery of black with a matching black leather interior. A cosmetic refresh was done in 2010. That this earliest Chrysler still runs beautifully is testament to the good stewards who have owned it, and to the vision of Walter Chrysler.

• L Head Six Cylinder Engine producing 68 Horsepower
• 3 Speed Floor Mounted Manual Transmission
• 730 pounds 113-inch Wheelbase

Owned by Jim Stadler, Nashville, TN

The Rolls-Royce Phantom was Rolls-Royce’s replacement for the original Silver Ghost. Introduced as the New Phantom in 1925, the Phantom had a larger engine than the Silver Ghost and used pushrod-operated overhead valves instead of the Silver Ghost’s side valves.

The Phantom was built in Derby, England, and Springfield, Massachusetts, in the United States. There were several differences in specification between the English and American Phantoms.

Rolls-Royce of America assembled 2,122 Phantom I chassis in Springfield between 1926-1931. Thirty-three of these were fitted with a custom-made Pall Mall aluminum touring body. The PI is powered by a 468 cu in overhead valve engine with a hp rating of “adequate” by Rolls-Royce. The original cost was approximately $14,000. By comparison, a 1927 Model T sold for less than $300.

Owned by Leonard McKeand, Franklin, TN

At the 1930 Automobile Salon Show in New York City and Chicago, Lincoln Motor Company presented a line of custom bodied cars. This presentation included a Locke bodied Sport Roadster, with two distinctive features: a disappearing top and a folding arm rest which also featured a cigar lighter. The new model was priced well over $5000. This higher priced option was marketed to the wealthy, or near wealthy, as it was just after the 1929 October stock market crash.

Only 15 of these models were produced, this example is #13-4. Type 5000 and engine #62161.  Number 13 was the body builder, Locke and Company of Rochester and New York.  The number #4 was of 15 made, our model is the oldest of the surviving Roadsters, the others are #7 and #13.

This car was originally ordered and delivered in Chicago to a physician and admirer of Lincoln quality, style and engineering.  The car remained in the Chicago area until the early 1960’s, when the owner moved to St. Louis.  The car was then purchased by Ann and Gene Nau (our family) in 1978.  The car was fully restored by Jerry Nau 1980, Jerry is the grandfather of David and great-grandfather of Peter, the current owners. The car has been enjoyed by the Naus for over 30 years and 4 generations.  The restoration and paint were refreshed a few years ago.
The car has been shown many times including Amelia Island, Glennmore Gathering (1st in class), Meadowbrook Hall, St Johns (1st in class.) and most recently was Best of Class at the Boston Cup.

Model 191 Engine 62161

Owned by David, Amy, and Peter Nau

From the mid-1910s through the early 1920s, Ford dominated the automotive market with its Model T. However, during the mid-1920s, this dominance eroded as competitors, especially the various General Motors divisions, caught up with Ford’s mass production system.

The Ford Model A was the Ford Motor Company’s answer and second market success, replacing the venerable Model T which had been produced for 18 years. It was first produced on October 20, 1927, and by February 1929, over one million Model A’s had been sold. In March 1930, Model A sales hit three million.

The Model A came in a wide variety of styles including coupes, business coupe, sport coupe, roadster coupes, convertible cabriolet, convertible sedan, phaetons, Tudor sedans, town car, Fordors, Victoria, town sedan, station wagon, taxicab, truck, and commercial.

Prices for the Model A ranged from $385 for a roadster to $1,400 for the top-of-the-line town car. The engine was a water-cooled L-head inline four delivering a top speed was around 65 mph.
The Model A was the first Ford to use the standard set of driver controls with conventional clutch and brake pedals, throttle, and gearshift.

In addition to the United States, Ford made the Model A in plants in Argentina, Canada, Denmark, France, Germany, Italy, Japan and the United Kingdom.

Several Model As have obtained worldwide fame including The Mean Green Machine, a green and black 1931 Tudor sedan, that has been a staple of University of North Texas football games and special events since 1974. The Ramblin’ Wreck, a 1930 sport coupe, is the official mascot of the student body at the Georgia Institute of Technology and appears at sporting events and student body functions.

Owned by Joe Gualtieri

The Studebaker President was the premier automobile model manufactured by the Studebaker Corporation of South Bend, Indiana from 1926-1942. The nameplate was reintroduced in 1955 and used until the end of the 1958 model when the name was retired.

Albert Russel Erskine, Studebaker’s president, spared no expense in his goal of making the President the finest automobile on the American road, with prices ranging from $1,985 to $2485. Presidents produced from 1928-1933 established land speed records, some of which went unbroken for 35 years.

The primary advances of the 1931 engine were the increase in displacement to 337 cu in (5,520 cc) and the crankshaft was drilled for oil passage to each of its nine large main bearings. At this time, the straight-eight engines of many other firms had only five bearings; connecting the crank throws of every pair of cylinders between said bearings, their crankshafts had a heavy diagonal beam to take the stress, and the lubrication of the bearings was not as effective.

In 1931, Studebaker introduced “Ovaloid” headlights which were oblong in shape and made identification of the President and other “senior” Studebaker models easier. Presidents manufactured in this era were considered to rival more expensive marques such as Cadillac, Packard, and Chrysler’s Imperial model range. Studebaker went into receivership during 1933-34, and the era of the big, impressive President ended abruptly.

Owned by Craig Pearson, Crofton, KY

Packard was an American luxury automobile marque built by the Packard Motor Car Company of Detroit, Michigan, United States. The first Packard automobiles were produced in 1899, and the last Detroit-built Packard in 1956, when they built the Packard Predictor, their last concept car.
The company was considered the preeminent luxury car before World War II and built aircraft engines for the Allied war effort. Owning a Packard was prestigious, being the favorite with European Royalty, celebrities, and Corporate America.
The Packard Super Eight was the larger of the two eight-cylinder luxury automobiles produced by Packard. It shared frames and some body types with the top model Packard Twelve. The 1933-1936 Packard Super Eight was a big classic.
The Eight offered an optional four-speed synchromesh transmission. Like other Packard’s of this era, it featured Ride Control and a system of dash-adjustable hydraulic shock absorbers. The Eight also featured automatic chassis lubrication and “shatterproof” glass.
Packard become the best-selling luxury brand between 1924 and 1930, as well as selling almost twice as many abroad as any other marque priced over US $2000.

Owned by Martin McNamara

The Packard Twelfth Series One-Twenty was produced by the Packard Motor Car Company of Detroit, Michigan, from 1935 to 1937 and from 1939 through the 1941 model years. The One-Twenty model designation was derived from the wheelbase, and it was replaced by the Packard 200.
The One-Twenty signified the first time that Packard had entered the highly competitive mid-priced eight-cylinder car market. Packard enthusiasts view the production of the One-Twenty and the Six/One-Ten models as the start of Packard’s losing its hold on the market as the premier American luxury automotive brand.
The introduction of the One-Twenty (and later the Six/One-Ten models) was a necessary move to keep Packard in business during the final years of the Great Depression, expanding on an earlier approach with the Packard Light Eight. Branding the One-Twenty a Packard afforded buyers the cachet of owning a Packard
For 1936 Packard increased the displacement on the L-head eight, increasing its output to 120 bhp (89 kW), making the car capable of reaching a top speed of 85 mph. The One-Twenty added a convertible four-door-sedan model which was the most expensive model in the range priced at $1,395. A total 55,042 units rolled off the line in 1936, the highest production that the One-Twenty would reach. A built-in radio was available at a cost of $59.50.

Owned by Martin McNamara

The Packard Super Eight was the larger of the two eight-cylinder luxury automobiles produced by the Packard Motor Car Company of Detroit, Michigan. It shared frames and some body types with the top model Packard Twelve.

Distinguished visually by a four-door layout paired with a solid, padded top, this body style—like all other 1937 Super Eights—rode on a 134-inch wheelbase that shrunk five inches from that of the 1936 cars. The straight-eight engine also downsized for this model year, from 385 cubic inches to 320 and from 150 hp to 130. Despite losing the statistics battle to its ’36 predecessor, the ’37 Super Eight boasts a commanding presence—and today’s all-original example brings with it a princely lineage.

A very low production car when new, it is estimated that less than 100 of these cars survive today. Just 5,793 Super Eights were produced for 1937, and each included independent front suspension and hydraulic brakes for the first time in the Senior line. Packard’s continued to be owned by notables like Bob Hope, Jack Benny, Jean Harlow, Al Jolson, Dick Powell, Irene Dunne, and President Franklin Roosevelt.

Owned by Bill Vestevich

The Packard Motor Car Company operated from 1899 until 1958. From its founding through the 1930’s it focused on the ultra-luxury market building what many consider to be “the American Rolls-Royce”. When the Ford Model T sold for an average of about $300 and the Oldsmobile Runabout went for $650, Packard concentrated on cars with prices starting at $2,600. In 1938, Cadillac’s most popular model listed for $2090, while this Packard model sold for over $4300–the equivalent of about $120,000 in 2022. The marque developed a loyal following among wealthy purchasers both in the United States and abroad, competing with European marques like Bentley and Mercedes Benz. Packard was very popular among Hollywood personalities, and counted Bob Hope, Clark Gable, Charles Boyer and Judy Garland as regular customers. Packard was also the preferred motor car of Franklin Roosevelt, and Japan’s Emperor Hirohito owned ten!

This 1938 Twelve (so named because of its 12-cylinder engine) was Packard’s top-of-the-line personal luxury car. These cars were largely hand-built, and each was individually track-tested at the Packard Proving Grounds before delivery to the ordering customer. This particular car, chassis #11392020, was delivered new through Packard’s dealer in Beverly Hills, and spent most of its life in California. 1938 was the penultimate year for the Packard Twelve. Only 78 Coupe Roadsters were manufactured, and only handful remain today. Finished in Chinese Red with a coordinating red leather interior, it benefits from a Concours-level restoration and is considered one of the finest examples in existence.

• 437cubic inch V-12 engine producing 175 horsepower
• 3 speed Synchromesh manual transmission
• 5255 pounds 134-inch wheelbase

Owned by Barry Stowe, Nashville, TN

For 1938, Ford vehicles enjoyed some significant changes, especially the station wagons. Until 1938, Ford station wagons were regarded as commercial vehicles, but then they joined the passenger car lineup that year. In another significant shift, Ford differentiated Standard and Deluxe models with unique front-end treatments, which could get confusing as the years rolled on.

For 1938, Standard Fords featured a slightly modified 1937-style grille and hood, while the Deluxe models received a new, unique, heart-shaped grille. This design identity model would carry on through 1940, with Standard cars using hoods and grilles like the previous year’s Deluxe, while Deluxe cars would get an entirely new look. This was one of the first tasks by Ford’s new design division, which was headed up by E.T. Gregorie, who would pen many of Ford’s most memorable vehicles.

Powered by the 221/85 HP flathead V-8 engine and 3-speed, floor-shifted manual transmission with an exquisite “V-8” gear knob, the woody features Birdseye maple paneling—a rare wood indeed, with less than 1% of the world’s wood supply being Birdseye maple.

Ford’s Woody Station Wagons were some of the most desirable available and normally Ford’s most expensive car on the showroom floor. To ensure some of the finest quality woodies available, Ford bought a mountain to guarantee a steady flow of lumber and the ability to closely maintain quality control. It also hired artisans from the boat and fine cabinetry fields, which promised exquisite skill. Just 6,944 Deluxe station wagons were sold in 1938, making this woody respectably rare.

Owned by Greg Mashburn

The 1940 Packard 180 Super Deluxe Victoria by Darrin in Laguna Maroon was originally sold by E Gray Smith’s dealership to Miss Catherine Tyne in Nashville.  The car was equipped with a 150 HP V-8 engine and coachwork by the Hollywood builder, Dutch Darrin.  Nine years later, Miss Tyne married Mr Edward Potter, who firmly suggested that she sell the car.  In 1949 she did so, selling it to an employee of Belle Meade Country Club.  That person then sold it to Mr Frank Waterhouse who subsequently moved to California, taking the car with him.
Mr Waterhouse apparently didn’t like the attention the gorgeous maroon paint attracted, so he commissioned Dutch Darren, the original coach work builder of the car, to repaint it in California Cream and update the car with a more aesthetically pleasing dash from a 1938 V-12 Packard limousine.  Other modifications include the dual carburetor intake manifold system and various body stiffening struts.
This car was acquired by the present owner in 2022.  He is the great-nephew of the original owner, Catherine Tyne Potter!

John & Crispin Menefee

The LaSalle had its beginnings when General Motors’ CEO Alfred P. Sloan noticed that his carefully crafted market segmentation program was beginning to develop price gaps in which General Motors had no products to sell. What emerged as the LaSalle in 1927 was introduced on the GM C platform with the Cadillac V8. The 1927 LaSalle was designed by Harley Earl, who had a 30-year career at General Motors, eventually gaining control of all design and styling at General Motors.

Built by Cadillac to its high standards but at a dedicated factory at Wyoming Road Assembly, the LaSalle soon emerged as a trend-setting automobile. Earl was then placed in charge of overseeing the design of all of General Motors’ vehicles.

This LaSalle Series 50 Model 350 listed at US$1,550 ($29,986 in 2020 dollars) for a choice of coupes, sedans or convertibles and was now priced US$1,000 ($19,346 in 2020 dollars) below the least expensive Cadillac. Its mission was not to fill a price gap, but to keep the luxury-car division out of the red. But as the economy began to recover, the LaSalle did not, at least not commensurate with the economy.

The final 1940 LaSalles were introduced in October 1939 with a full array of semi-custom body styles, as it had in its first year, including a convertible sedan. Earl oversaw this redesign. The LaSalle emerged with a smooth-flowing design, its thin radiator flanked by a series of thin chrome slots. In its final year, sales of the LaSalle reached the second-highest level ever at 24,133.

Owned by Mike Wall

The Limited was Buick’s flagship limousine between 1936 and 1942. The origins of the Limited name date to 1936 when Buick added names to its entire model lineup to celebrate the engineering improvements and design advancements. The 90 Series shared its chassis with the top-level Cadillac Series 70 vehicles.
Behind the scenes, Cadillac executives lobbied to get the Limited out of production because it infringed on their market. While it was priced in the lower end of its Fleetwood series price point, the Limited was listed at US$2,453 ($47,787 in 2021 dollars) almost equaled Cadillac’s factory built Imperial Touring Limousine, which cost almost four times as much as the Buick, in its appointments.
Limited’s were the most expensive Buicks in production, riding on the company’s longest wheelbase of 138 in (3,505 mm), and the best-appointed cars that Buick built. All Limited’s were built at the Buick factory in Flint, Michigan, while all Cadillacs were built in Detroit at the Clark Street Facility while coachwork was provided by Fisher Body.
Production of the Limited, and all Buick continued until the eve of World War II when the last Buick was built February 2, 1942.

Owned by Robert Fritz

The Chevrolet Fleetmaster was produced by Chevrolet in the United States for the 1946, 1947 and 1948 model years. The Fleetmaster series included the Fleetline sub-series which was offered only in 2-door and 4-door “fastback” body styles.
The Series DK Fleetmaster was introduced as the top trim level model in the 1946 Chevrolet range, along with the lower-level Series DJ Chevrolet Stylemaster. The Fleetmaster, which replaced the prewar Chevrolet Special Deluxe, was powered by a 216.5 cu in (3.5 L) Straight-six engine driving through a 3 speed manual transmission. It was offered in 2-door Town Sedan, 4-door Sport Sedan, 2-door Sports Coupe, 2-door Convertible, and 4-door Station Wagon models. A Fleetline sub-series was available as the 2-door Aero Sedan and 4-door Sport Master Sedan, both of which featured “fastback” styling and additional triple moldings on all fenders.

The Fleetmaster was one of the first automobiles produced after World War II and was a part of the lowest production so far in the history of Chevrolet. Car factories throughout the country were quickly being retooled from primarily producing wartime vehicles and armory. The MSRP on the 1946 Chevrolet Fleetmaster was $1,225.

Owned By Shane Neal

While the iconic American “Woody” may not have been invented by Chrysler, it can certainly be argued that it was Chrysler that perfected the concept with the luxurious Town & Country series. Town & Country was a top-of-the-line luxury machine that combined the best of the New Yorker series from the windscreen forward, in combination with an artfully crafted and opulent wooden “country home” feel from the windscreen back. The name is credited to Paul Hafer of the Boyertown Body Works in Pennsylvania, who suggested the car looked “Town from the front and Country from the rear.” It was expensive to build, expensive to buy with a list price was approximately 25% higher than the most popular 1947 Cadillac Sedan, and required specialized maintenance, including the recommendations that the wood be refinished every six months. But it proved to be enough of a success that Chrysler continued production through 1948. Modified versions with more limited woodwork were available through 1950, when production ceased.

Because the Town & Country was a “Halo” model, meaning it was designed to draw people into showrooms who would ultimately purchase something more practical, only 2600 of these were manufactured, and few remain due to the difficulties involved in maintaining the extensive woodwork. Finished in Catalina Tan with a Red leather/Bedford cord interior, this National award-winning car is considered to be one of the finest examples in existence with an extraordinary restoration of the original wood trim.

• L Head Straight 8 Engine producing 135 horsepower
• Semi-automatic transmission with FluidDrive
• 4300 pounds 127.5-inch wheelbase

Classic Car Club of America National First Prize Winner 

Owned by Barry Stowe, Nashville, TN

The 1947 Ford line was similar to the short production 1946 offerings. Visual differences included the removal of the red accents from the grill and the two small lights located just above it.

For the first few weeks, the 1947 model was identical to the 1946. Ford then restyled the body slightly first by moving the parking lights from above the grill to below each headlight. Exterior moldings were changed from grooved to a smooth design. A new hood ornament with a blue plastic insert was installed. A new hubcap design became available in March 1947. The interior dash color was changed from red accent to gold. By September, the roof-mounted antenna was moved to the cowl. Horns were moved to in front of the radiator from the engine compartment.

The 1947 Ford Super Deluxe convertible was made famous in the 1984 film Karate Kid when Mr. Miyagi gives Daniel Larusso a restored convertible as a birthday gift, which Daniel used to drive his girlfriend, Ali Mills. A Ford Deluxe convertible was also the base car that was transformed into “Greased Lightnin'” in the movie Grease. In the 1985 film Back to the Future and its sequel Back to the Future Part II, the car which Biff Tannen owns in 1955 was a black Ford Super De Luxe convertible.

Owned by Ernest Gendron

Jaguar met the immediate postwar market in 1945 with its trusty 1.5-, 2.5- and 3.5-liter sedans dating back to 1935. Britain’s postwar “export or die” ethos spurred a concentrated effort to cultivate the crucial American market, and only six-cylinder models were officially sent to America. These early postwar cars, retrospectively known as the “Mark IV,” quickly gained a following, particularly in left-hand drive form starting in 1947. The elegant Three-Position Drophead Coupe variant remains a favorite. Of the 4,420 3.5-liter Mark IVs produced in total by Jaguar, only 560 were Drophead Coupes. Just 376 3.5-liter Mark IVs were built for export, rendering this very fine example rare indeed.

In its current ownership, the car has been properly and regularly maintained and exercised and remains in virtual concours-quality condition. It represents English motoring elegance at its best, and with precious few ever produced, especially in the most desirable left-hand drive, 3.5-liter form, it is truly a rare find.

Owned by Jerry Maler

The Continental traces its roots back to 1939 when Lincoln built a special Lincoln Zephyr convertible for Edsel Ford, who over the years had several one-off vehicles built for himself that he used as vacation cars and PR vehicles to show off new ideas and drum up interest in new company designs. The impressive 12-cylinder machine, with teardrop headlights, long hood and long, low profile was apparently a hit with Edsel’s well-healed friends, who inquired about getting one for themselves. A production version was born in 1940 and dubbed the Continental. It was designed by famed Ford stylist Bob Gregorie.

The Lincoln Continental was essentially a hand-built personal luxury vehicle from 1939-42 and continued to be so upon its post-war run as well. The 1948 model year was the last appearance of the Lincoln V-12 engine and the last Continental until the 1956 Continental Mark II. Sales continued to be brisk, with 847 coupes and 452 Cabriolets finding buyers. Lincoln’s venerable side-valve V-12 would give way to a truck-based, 337cid V-8 in 1949 in the new slab-sided Cosmopolitan.

Post-war Continentals have held their value well, helped by their limited production and their status as a Full Classic by the Classic Car Club of America. Prices for closed cars remain especially attractive, primarily due to the exclusivity and V-12 cachet the cars possess.

Owned by John Looney

This extremely rare 1950 Maserati A6 1500 is widely recognized as the first “production road car” for Maserati, a company that at the time primarily focused its efforts on racing car production. As one of the last ten A6 1500s built out of 60 total, it is one of very few A6 1500s without semaphore turn signals. It is also equipped with the extremely rare Tipo 36 DO4 Weber three-carburetor set-up.

In March 1950, A6 chassis number 0101 was delivered as a rolling chassis to Carrozzeria Pinin Farina in Turin. Three months later, the car’s body was completed. Before the end of 1950, the car was delivered to Maserati’s Rome agency, Gugliemo Dei. In 1951, this A6 1500 was first sold to Mr. Catullo del Monte, of Rome. Del Monte’s ownership of the A6 1500 was short. In 1952, an American living in Rome, Edwin Henry Morris, acquired the car. A few years later, he exported it home to the United States. Later ownership included a well-known Japanese enthusiast with an extensive collection of prominent historical rally cars.

This car, under its previous owner, competed in the 2011 Mille Miglia in Italy. Under the current ownership the car has competed in the 2016 Mille Miglia and the 2018 Copperstate 1000 in the USA and been shown at the 2016 Amelia Island Concours d’Elegance.

Chassis number: 0101
Engine number: 0101

Owned by Tom Smith, Nashville, TN

The story of Good Humor began in Youngstown, Ohio, during the infancy of the Roaring Twenties. Ice cream parlor owner and candy maker Harry Burt created a chocolate perfect for coating solid ice cream bars—a concept he replicated from Christian Nelson, who invented the Eskimo Pie.

At the suggestion of his children, Burt added a wooden stick to the ice cream bar, which would make it more convenient to consume. He called the handy cold snacks “Good Humor Ice Cream Suckers.” Burt then thought of an ingenious way to distribute the ice cream bars beyond the confines of his ice cream parlor: He outfitted 12 trucks with primitive freezers and bells from his son’s bobsled and took to the streets. Thus, was born the Good Humor Ice Cream truck, a 20th-century icon of summertime joy for American youth.

In the 1930’s, Good Humor started rolling out its converted Chevrolet pickup trucks. The conversion removed the roof, replaced the passenger seat with a compressor, and deleted the passenger side door with the refrigerator installed in the back. After World War II, Good Humor ice cream trucks were a pillar of suburban neighborhoods serving chocolate-coated ice cream bars to Baby Boomers.

By 1950 trucks accounted for 90 percent of ice cream sales, and by then, the Good Humor ice cream truck fleet had increased to 2,000 vehicles.

The fuel crisis of the 1970s turned Good Humor into a money-losing business. Aging Baby Boomers and increased labor costs resulted in a steep decline in sales. All the trucks were sold by 1978, and it’s believed that less than 100 have survived.

Owned by Deb and Barry Fodor

In 1936 the MG (which stands for Morris Garage) Car Company began production of the T-series. They introduced the MGTA Midget with just over 3,000 being produced. Then came the MGTB, and only a few were produced before World War II broke out. During World War II production of MG’s ceased as the company was put into service for the war effort, making tanks, airplane parts, and other military items. When the war ended, MG was anxious to get back to making sports cars, and the TC was produced from 1945-49. Seeing the U.S. had much more cash available to spend, the company made a drastic change in marketing to focus on North America. A total redesign of the MGTC was necessary which led to the MGTD. From the TD emerged the MGTF–with a restyled body, a more idealized shape, increased power output, and improved comfort and accessibility.

This is an excellent example of the 1250cc model produced in late 1953 and early 1954. It is one of the rarest of the MG T series models produced by Morris Garage between 1948 and 1955. Most of the autos produced during that time period were imported to the U.S. market.

Build date: November 4, 1953
Origin: Morris Garage (MG) Great Britain

Owned by Russ Dickinson

The first generation of the Ford Thunderbird is a two-seat convertible produced by Ford for the 1955 to 1957 model year, the first 2-seat Ford since 1938. It was developed in response to the 1953 Motorama display at the New York Auto Show, which showed the Chevrolet Corvette.

Dubbed a “a personal car of distinction” by Ford, the Thunderbird marked the first step toward the evolution of the personal luxury car as a mass market segment in the United States.

While light weight for its era and fitted with a standard V8 engine, the Thunderbird focused more on driver comfort than speed and proved more suited to the American market than the Corvette, with sales of 16,155, versus 674 Corvettes in 1955. While only 10,000 Thunderbirds were planned, 16,155 cars were sold with a listed retail price of US$2,944.

The engine was paired either with a Fordomatic automatic or manual overdrive transmissions, and the car featured four-way powered seats and pushbutton interior door handles. Other unique features were a telescoping steering wheel and a tachometer.
A rare domestic two-seater for the era, it was designed to be a brisk luxury tourer and not a sports car, capable of attaining speeds of 100 to 115 mph depending on the transmission ordered.

Owned by Ken Tarkington

The MG TF represents the end of MG’s venerable T-Series. The TF roadster brought a more modern take to the TD that it replaced by being three inches lower and sporting a sloping grill and faired-in headlights. The car’s dashboard was redesigned, with central octagon gauges (good for right- or left-hand drive), though there was still no gas gauge. Wire wheels were offered for the first time since the MG TC.

Like the MG TD, a 1,250-cc, XPAG inline-four engine was initially used to generate 54 hp. Shortly after introduction, however, a more potent 1,466-cc XPEG engine was installed.

The TF is considered the most desirable of the three post-war T-Series models, and this is reflected in prices of the best cars. All T-Series MGs are robust mechanically, though some engine and transmission parts are becoming more difficult to find. Engines and transmissions are relatively quiet, especially in first and second gear. It is also important to keep in mind that T-Series cars were designed for weekly maintenance, so a bit of vigilance is a required part of the ownership experience.

Owned by Richard Fonde

From 1948 through 1954, the brilliant XK 120 established Jaguar at the forefront of sports car manufacturers, with its graceful lines and impressive performance. While approximately 12,000 XK 120s were built, its original design, though sound, could easily be improved and updated. The resulting XK 140 arrived in late 1954, with a comprehensive list of improvements designed to maintain Jaguar’s appeal—especially in the all-important U.S. market. In all, some 3,350 XK 140 Roadsters were built from 1954 to 1957.

Upgrades included more interior space, improved brakes, rack and pinion steering, increased suspension travel, and telescopic shock absorbers instead of the older lever arm design.

The XK140 was introduced in late 1954 and sold as a 1955 model. Exterior changes that distinguished it from the XK120 included more substantial front and rear bumpers with overriders and flashing turn signals (operated by a switch on the dash) above the front bumper.

The XK140 was powered by the William Heynes designed 3.4 litre Jaguar XK double overhead camshaft inline-6 engine, with the Special Equipment modifications from the XK120, which raised the specified power by 10 bhp to 190 bhp (142 kW) gross at 5500 rpm, as standard.

Owned by Andy Lees

The Austin-Healey 100M was a Special Production model made in 1955 and 1956. The 640 cars produced over the two years are now legendary for their racing and rally successes.
Based on Austin A90 Atlantic mechanicals, the 100M was developed by Donald Healey to be produced in-house by his small Healey car company in Warwick, a market town in Warwickshire, England.

The high-performance 100M model was introduced in 1955 with larger carburetors, a cold air box to increase engine air flow, high-lift camshaft and 8.1:1 compression piston. It produced 110 bhp (82 kW) at 4500 rpm. The front suspension was stiffened, and the bonnet gained louvres, along with a bonnet belt. Approximately 70% of 100Ms were finished with a two-tone paint scheme, including one White over Red and another in Black over Pink for display at the 1955 London Motor Show. In all, 640 100Ms were built by the factory.

Owned by Mike Cronin, Nashville, TN

From 1948 through 1954, the brilliant XK 120 established Jaguar at the forefront of sports car manufacturers, with its graceful lines and impressive performance. While approximately 12,000 XK 120s were built, its original design, though sound, could easily be improved and updated. The resulting XK 140 arrived in late 1954, with a comprehensive list of improvements designed to maintain Jaguar’s appeal—especially in the all-important U.S. market. In all, some 3,350 XK 140 Roadsters were built from 1954 to 1957.

Upgrades included more interior space, improved brakes, rack and pinion steering, increased suspension travel, and telescopic shock absorbers instead of the older lever arm design.

The XK140 was introduced in late 1954 and sold as a 1955 model. Exterior changes that distinguished it from the XK120 included more substantial front and rear bumpers with overriders and flashing turn signals (operated by a switch on the dash) above the front bumper.

The XK140 was powered by the William Heynes designed 3.4 litre Jaguar XK double overhead camshaft inline-6 engine, with the Special Equipment modifications from the XK120, which raised the specified power by 10 bhp to 190 bhp (142 kW) gross at 5500 rpm, as standard.

Owned by Robert Wolle

The now-famous 1955 Ford Thunderbird’s origins came from the 1953 Ford Vega concept (not to be confused with the GM product of the 1970s). Ford’s Vega was a one-off, but generated some interest, which moved it from concept to reality as Ford’s stylish two-seater offering for the budding sporty two-seater market.

While the Corvette struggled in its inaugural year, the Thunderbird soared. Much of that had to do with how the car was marketed. It was a sporty “personal car,” rather than an out-and-out “sports car,” as the Corvette was positioned. The body-on-frame chassis used existing Ford parts and had a wheelbase that spanned 102 inches – identical to that of the Corvette.

Meanwhile, the Thunderbird was a more dignified, personal luxury cruiser. It had roll-up windows and standard V-8 power, both things that were not available on the first Corvettes. Other features included a removable fiberglass top, a fabric convertible top, and fender skirts for the rear wheels.

In just the first five days of being on sale, over 3,500 orders were placed for the 1955 Ford Thunderbird, indicating hot demand. Ford had planned to build 10,000 in its first year, but ended up selling 16,155 in its first year of production.

Owned by Ted Wylie

The Packard Four Hundred was an automobile built by the Studebaker-Packard Corporation of South Bend, Indiana during model years 1955 and 1956. During its two years in production, the Four Hundred was built in Packard’s Detroit facilities, and considered part of Packard’s senior model range.

Packard entered 1955 with several substantial new features including a complete switch to V-8 power, including a 352 cubic inch engine rated at 260hp in the Packard 400 two-door hardtop. Less obvious but equally important was a new Twin Ultramatic automatic transmission felt by many to be the best automatic built in Detroit in the Fifties.

This magnificent example is handsomely presented in a two-tone color scheme of Packard Ivory and turquois that was emblematic of Packard’s 1955 line with a Caribbean trim package.  Packard production would cease after the 1956 model year, making these last few years of production important milestones in American automobile history. Few are as attractive as this 1955 400 hardtop with its gorgeous gold-tone instrument panel and dashboard and optimistic color scheme.

Owned by Angie & Anthony Sanfilippo

Loved by thousands for generations, the Buick Roadmaster was built by Buick from 1936 until 1942, from 1946 until 1958, and then again from 1991 until 1996. Roadmasters produced between 1936 and 1958 were built on Buick’s longest non-limousine wheelbase. Designed for easy, smooth driving, the 1956 Buick Roadmaster was more elegant, and more powerful than any prior model.

Buick’s lone engine offered in each 1956 Roadmaster was the venerable 322-cu.in. V-8, also known among enthusiasts as the Fireball V-8.

In 1956, the interior became even more comfortable with a new perimeter heating system, which distributed warm air throughout the car by ducts leading from the heater to both front and rear seats. Several options could be ordered both years to make the interior more comfortable and inviting, such as E-Z-Eye glass, Deluxe-Handy mats, Sonomatic or Selectronic radio, a tissue dispenser, a visor-mounted vanity mirror and an electric clock. Factory air conditioning was available in both two- and four-door hardtops and sedans but was rarely selected.

11,804 Buick Roadmaster’s were manufactured in 1956 at an original base price of $3,503.00

Owned by Larry Arrowood

The 1957 Chevrolet Bel Air is without a doubt one of the most iconic American cars of the 1950s. Starting production in 1950, the Bel Air would premier at the height of the Chevrolet model range going under the name Deluxe Bel Air. However, by 1953 would mark the first year that the Bel Air was designated as its own series, and as a result sported newly designed front nose and rear tail, as well as re-styled body panels. The 1953 and 1954 models would remain largely unchanged; however their design bridged the gap between the 1955 and 1957 models, which would become cultural icons.

1955 marked the year that a V8 engine would be available to the Bel Air line. The new V8 at 165 cubic inches would produce 162 hp and 180 hp when ordered with a four-barrel carburetor and dual exhaust. Fittingly that with this new V8 the pace car for the Indianapolis 500 that year would be a Chevy Bel Air convertible.

Best recognized by the general public due to their distinctive styling, the 1957 Chevy Bel Air would take the world by storm. With a wheelbase of 115” the new Bel Air was almost 2.5 inches longer, and nearly 2 inches lower than it’s predecessor. Inspired by fighter jets, Chevrolet wanted consumers to know they were behind the wheel of something nearly supersonic.

This 1957 sports coupe runs and drives nicely, with all lights and turn signals working properly along with wipers and radio. Going down the road, the car feels good, stopping confidently with the assistance of its power brakes. Driving, the car shifts smoothly through the gears and idles nicely at stop lights.

Owned by Donald Potter

The Jaguar XK150 is a sports car produced by Jaguar between 1957 and 1961 as the successor to the XK140. Initially it was only available in fixed head coupé (FHC) and drophead coupé (DHC) versions. The roadster with full weather equipment which had begun the XK line was launched as the XK150 OTS (open two-seater) in 1958. The open two-seater was fitted for the first time with wind-up windows in taller high-silled doors but retained the very simple folding roof of its predecessors.

Announced in May 1957, the XK150 bore a family resemblance to the XK120 and XK140 but was radically revised. Most visibly, a one-piece windscreen replaced the split screen, and the wing line carried higher and more streamlined at the doors. The widened bonnet opened down to the wings, and on the coupés the windscreen frame was moved forward 4 inches (102 mm) to make passenger access easier.

XK150 Jaguars, so named due to their top speed of 150 mph, were generally more comfortable than their predecessors and offered the latest in safety equipment that Jaguar had developed in their race cars, particularly four-wheel disc brakes, which while most common on cars today were quite radical in 1958.

This XK150 OTS was completely restored in 2019 and has since been an active vintage rally participant, taking place in multiple rallies including the Copperstate 1000 in Arizona and the Mountain Mille in West Virginia. Finished in the classic Jaguar combination of Old English White with a red Connelly leather interior and fitted with optional chrome wire wheels, the owner plans on continuing to campaign it in vintage events throughout the country in the future.

Owned by Tom Smith, Nashville, TN

The rarest and most desirable MG of the post-World War II era is the MGA Twin Cam. This limited-production sports car was built from 1958 to the early part of 1960 and was offered in both roadster and coupe versions.
Based on the mass-produced MGA, which many consider the prettiest MG ever made—its flowing shape sharing many of the same highly attractive curves with ’50s-era British sports racing cars like the Jaguar D-type and Aston Martin DBR1 and DBR3—it’s deemed a standout design in terms of its appeal and overall good looks.
Three features that made the Twin Cam MGA so special were, of course, its unique twin-cam engine, but also its four-wheel disc brakes and Dunlop steel knock-off wheels.

Only 2,111 were built over its short 2½-year production run, and this is the primary reason that MGA Twin Cams have become so collectible; there simply aren’t that many around.

Now, six decades after its release, the MGA Twin Cam is considered a niche sports car, the kind that collectors value. It has all the right attributes: limited production, semi-exotic high-performance drivetrain, striking good looks, and road manners that make it fun and comfortable to drive.

Owned by John Rochford

The 1957 and 1958 Packard lineup of automobiles were based on Studebaker models: restyled, rebadged, and given more luxurious interiors. With the two companies merging in 1954, all models after this time were built by what was now known as the Studebaker-Packard Corporation.

This 2-door hardtop known informally at the factory as the “Starlight” was never officially given a model name and only 675 were produced. The 58L 2-door hardtop was the creation of the final year of Packard.

With the dual headlamps, traditional Packard “cusps” framing the headlights, and giving the scooped hood a happy landing. The grille, widely thought to be that of a catfish with its oval opening, big bumper, and mini-Dagmar’s complete the styling for the body.

A piece of automotive history, due to the changing times, and name change because of the Packard/Studebaker merger. The last Packard rolled off the South Bend assembly line on July 25, 1958 and in 1962 the Studebaker-Packard Corporation officially dropped “Packard” from its name.

Owned by Craig Pearson

A lot of cars can be called classics or even highly desirable, but few have had a cult following so wild that they can be called a legend. American Porsche dealer, Max Hoffman, realized that the 356a would sell better in the United States if it could be inexpensive enough to compete with the Triumphs and MGs at the time, so he requested a cheaper model from Porsche. Porsche’s answer was the 356a Speedster.

The Speedster was designed to be more affordable than the standard 356a, featured very few amenities. The most notable features include a low-cut and rounded front windscreen, a lightened body, and special gearing – undoubtedly the primary reasons as to why the Speedster was widely loved by racers. Other unique features included bucket seats, minimal weather equipment, and a very simplified dashboard that was inspired by Porsche Spyder race cars that were available at the time.

Originally priced at just under $3,000 before options, taxes, and delivery, this car completed manufacture on April 11, 1958, and was delivered to a California dealership. Purchased in 1997 by it’s fourth owner, this beauty was put into restoration in 2012. Body, paint and assembly by Deluxe Customs in Tempe, AZ and upholstery by Thomas Pocius Interiors in San Diego, CA. Complete engine rebuild by owner. This 356A Speedster has won 8 first place awards at various concours, including 356 Registry, Porsche Club of America, Cars on Kiawah Island SC and Tubac, AZ concours.

Owned by Steve Proctor

Automobile styling during the Fifties was filled with wonder and excitement in America, inspired by Jet-Age styling, and highlighted by exaggerated tailfins, ‘bullet’ rear lights, massive chrome grilles, excessive chrome, and dramatic increases in horsepower and power. The 1959 Cadillacs were among the ultimate expressions of this magical time, with new jewel-like grille patterns, distinctive rooflines, and long and low stances.

The Cadillac DeVille is the nameplate used by Cadillac over eight generations and the name “DeVille” is derived from the French de la ville or de ville meaning “of the town”.

The Cadillac DeVilles were luxurious, capable of carrying six passengers in style and comfort. The large rear fins were inspired by the space program and the era of jet engines. The interior had electric gauges, a full power complement, and the headlights would turn on at dusk and could switch from high beam to low beam when they sensed oncoming traffic. The eight road lights on the front were both stylish and functional.

This 1959 Cadillac Coupe de Ville is Ebony Black in color with Winter White Interior and is powered by a 390ci V8 petrol engine with a 4 speed Hydra-Matic automatic transmission. Standard equipment included power brakes with 15-inch wheels, power steering, automatic transmission, factory AC, fog lights, cruise control, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows and two-way power seats.

Owned by Chris Woodside

This TR3A is one of almost 75,000 TR3s sold between 1955 and 1962 and being a TR3A means that it is one of approximately 58K 3As, the best seller of the TR3 series.

You don’t climb into a TR3. Instead, you sort of pull it on like a boot. Once in, you can reach out and put the palm of your hand on the pavement and the windshield frame is just above eye level. This little car’s sporty no-nonsense, low-slung styling and masculine rumble are attention- getters.

The hood is opened using a T-shaped key to turn the latches a quarter turn on each side, similar to the Dzus fasteners used on racecars. The engine is a 2,138-cc (130.5 cubic inch) inline, four-cylinder, overhead valve, pushrod type, with free-flowing manifolds and twin SU H6 carbs feeding it.

The fuel tank is behind the cockpit, and the gas cap is centrally located for quick fills from either side. And under the trunk is a compartment for the spare tire, accessed from the rear using the same key as for the hood.

The TR3A’s accouterments seem quite Spartan today. But what passes for a sports car now is almost a mockery of the term. Originally, sports cars were built to enhance the enjoyment of driving, and the perception of speed. In a modern “sports” car you can do 80 miles per hour and not feel like you are going fast, but doing the same speed in a TR3A feels like you are going warp nine.

Classic British sports cars were geared to the amateur racer who wanted to dice around the hay bales at the local temporary airport racecourse on the weekends, and be competitive with the likes of the MGA, four-cylinder Porsches and smaller Austin-Healey’s.

Owned by Charlie Jordan

The Austin-Healey 3000 is a British sports car built from 1959 until 1967. It is the best known of the “big Healey” models. The car’s bodywork was made by Jensen Motors and the vehicles were assembled at BMC’s MG Works in Abingdon, alongside the corporation’s MG models.

In May of 1961 BMC upgraded their flagship model with three SU HS4 carburetors, modified valve springs and a new camshaft. Called the MKII, it was an alternative to the Triumph TR3A or Jaguar E-Type.

The MKII was initially offered as an occasional 4-seat roadster called the BT7 or the 2-seat variant known as the BN7. Both versions used flat front windscreens and detachable side curtains in the style of a roadster. The rear panel of the BT7 was cut out much deeper towards the trunk to make room for the small jumper seats in the rear.
Options on the MKII included 15×4 chromed wire wheels, a brake servo system and a tonneau cover that could be opened for just the driver.

This attractively finished Austin-Healey is a benchmark example of its breed and was the subject of a body-off restoration by British racing car and restoration expert Mark Lambert in 1995-1996. Mark skillfully refurbished or rebuilt all the original parts as needed and modified with a Nissan 280ZX engine and 280ZX 5 speed transmission.

Owned by Jess Settle

Known for practicality, reliability and safety, Volvo had never built a sports car or a grand tourer throughout its history. However, in the early 1960s it came close. The P1800 was a stylish 2+2 coupe whose proportion and egg-crate grille were reminiscent of the 1956 Ferrari 250GT Boano, while the sharp tailfins had a strong influence from Detroit. Designed by Swedish sailor and yacht designer, Pelle Petterson, and under the guidance of Italian design maestro Pietro Frua. Interestingly, Petterson’s father Helmer was the creator of PV444, which brought Volvo their first mass production success in the 1950’s.

Although it wasn’t powerful, its four-cylinder engine was known for bullet-proof durability as it was derived from a Volvo truck engine and allowed the coupe to cruise happily at 90 mph.

The beautiful body work was well built, strong and well insulated and assembly by Jensen in Britain, which subcontracted the bodywork production to another British coachbuilder.

A Volvo P1800S and its owner, Irv Gordon, (1940- 2018) of East Patchogue, New York, hold the Guinness World Record for highest mileage. Gordon began driving the car in 1966, and in 1987 the car reached the 1-million-mile mark. In 1998, it was registered as the vehicle with the highest certified mileage driven by the original owner in non-commercial service, by the Guinness Book of World Records, with a total of 1.69 million miles.

Owned by Somer & Loyce Hooker

The Rolls-Royce Silver Cloud II was introduced in October 1959 and was the first Rolls-Royce model to exceed Bentley in production numbers, with 2,716 built between 1959 and 1962; 299 of these rode the long wheelbase chassis. The car was also the first to utilize Rolls-Royce’s aluminum, 6.2-liter, 230-hp V-8 engine which had been in the planning stages since 1947. The introduction was so significant that the engine itself was displayed with the new Rolls-Royces at the London Motor Show.

The Motor published an extensive road test of the new Silver Cloud II, with the subhead, “Effortless speed and extreme quietness with a new V-8 engine.” Road & Track reported, “it is a pleasure to report that there is still a company in business dedicated to the task of producing the best car in the world, regardless of cost.”
The Silver Cloud II recorded a top speed of 104.7 mph, acceleration from 0-60 mph in 10.9 seconds and a fuel consumption of 13 miles per gallon. In the early 1960s, a brand-new Rolls-Royce cost about $8,000.

This car was originally ordered new, with a wool interior, by Nethercutt Laboratories in Los Angeles, CA through distributor Peter Satori.

Nethercutt Laboratories was the manufacturing facility for Merle Norman Cosmetics.  J.B. Nethercutt, Co-Founder of Merle Norman, and avid car collector, often ordered vehicles new with cloth interiors as he felt the leather got a bit warm for Southern CA.

Owned by Brent Elam

With the creative influences of such incredible engineering talents as Edward Cole, Zora Arkus-Duntov, and Bill Mitchell behind it, the C1 Corvette had emerged as an American classic, but one that was ready to undergo a transformation into something completely new and exciting.

With the second-generation Corvette now just one model year away, there were few within Chevrolet who did not view the 1962 Corvette as anything other than a transitional model between the classic styling of the C1 roadster and the far more competitive and edgy lines of the next-generation Corvette.

The 1962 model year represents the end of an era for the Chevrolet Corvette.  Over the course of ten years, the Corvette had evolved from Harley Earl’s conceptual two-seat sports car into a vehicle that rivaled sports cars around the world with an unabashed reputation for performance and fun.

The 1962 Corvette is considered one of the greatest of all the C1 Corvettes and the ‘62 model was the first to incorporate the 327 cubic inch V-8 engine in place of the smaller 283 cubic inch engine. They offered the driver enough power to satisfy their desire for speed and performance while remaining simple enough that they provided easy maintenance and repair.

The larger 327 V-8 produced power and torque that was unparalleled with anything seen prior to its emergence as the primary power plant of the 62 Corvette.  This new ‘Vette could run the quarter-mile in under fifteen (15) seconds and achieve speeds in excess of 100 miles per hour.

The 1962 model was faster, handled better, was more physically appealing, and was the most completely realized and most civilized of any Corvette made to date,

Owned by Will Cheek

This 1963 Porsche 356B Super 90 was completed on January 9, 1963, finished in its factory combination of Heron Grey over red and was sold new in the San Francisco Bay Area. The current owner bought the car in 2018. Power comes from the numbers-matching 1.6L flat-four engine and four speed transmission. Both received a complete overhaul in 2019.

This model has the Type 616/7 Super 90 engine which was an indirect replacement for the Carrera de Luxe models. The engine was fully revised with a new intake manifold, a larger Solex 40 PII-4 carburetor and the Carrera air filters. Other detail changes included 9.0:1 pistons, stronger valve springs, and a different crankshaft with 55mm main bearings. The other engines were only slightly upgraded for the T6, but the Super 90 received an A12 Haussermann clutch.

Owned by Nate J. Greene

The Chevrolet Corvette (C2) is the second generation of the Chevrolet Corvette sports car, produced by the Chevrolet division of General Motors for the 1963 to 1967 model years. For 1964 Chevrolet made only evolutionary changes to the Corvette. The decorative air-exhaust vent on the coupe’s rear pillar was made functional, but only on the left side. The car’s rocker-panel trim lost some of its ribs and gained black paint between those ribs that remained, wheel covers were simplified, and the fuel filler/deck emblem gained concentric circles around its crossed-flags insignia. Inside, the original color-keyed steering wheel rim was now done in simulated walnut.

Motor Trend timed a 1964 fuel-injected four-speed coupe with the 4.11:1 rear axle, aluminum knock-off wheels, perfected at last and available from the factory), the sintered-metallic brakes, and Positraction through the quarter mile in 14.2 seconds at 100 mph and the 0 to 60 mph in 5.6 seconds.

Road & Track tested the 300-bhp Powerglide automatic setup in a 1964 coupe and recorded a 0–60 mph time of 8.0 seconds, a quarter mile in 15.2 seconds at 85 mph, and average fuel consumption of 14.8 mpg.

This Corvette was purchased in 1975 by Bill Presley from the car’s third owner and, at the time, was white with a tangerine strip. Presley rebuilt the engine, transmission and drivetrain over the next year and continued to drive the car until 1979. Following a 20-year period of being garaged, the Corvette underwent a full restoration, including a return to the Riverside Red paint, at Automotive Expertise in Huntington Beach, CA. Today the car and owner reside in Nashville and they are enjoying the ride again.

Owned by Bill Presley

The fixed-roof MGB GT was introduced in October 1965 and production continued until 1980, although export to the US ceased in 1974. The MGB GT sported a ground-breaking greenhouse designed by Pininfarina and launched the sporty “hatchback” style. By combining the sloping rear window with the rear deck lid, the B GT offered the utility of a station wagon while retaining the style and shape of a coupe.

This MGB two-door sports car was manufactured by the British Motor Corporation (BMC) on September 26 & 27, 1966 and was dispatched to Camelot Motors, Inc. in Bergenfield, New Jersey on October 7, 1966. The car was originally titled in Massachusetts in April of 1967.

The body is a pure two-seater. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches shorter overall.

All MGBs (except the V8 version) used the BMC B-Series engine. Horsepower was rated at 95 net bhp with peak power coming at 5,400 rpm with a 6,000 rpm redline. Torque output on the MGB had a peak of 110 lb⋅ft and fuel consumption was around 25 mpg. The 1966 MGB GT reached 62 mph in 5.1 seconds.

The MGB was one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph (48 km/h) impact.

This MGB retains the original Black exterior color along with black interior with white piping. The original engine, body, and LHD are retained, and the chrome wheels are from the factory.

Period correct air conditioning was installed by the Dealer and period correct Lucas  front fog light and spot light are installed along with rear Lucas fog light and backup light.

Owned by John & Lisa Colwell

The fifth generation of the Ford Thunderbird is a large personal luxury car that was produced by Ford for the 1967 to 1971 model years. This fifth generation saw the second major change of direction for the Thunderbird. The Thunderbird had fundamentally remained the same in concept through 1966, even though the styling had been updated twice.

For 1967 the Thunderbird would be a larger car, moving it closer to Lincoln as the company chose to emphasize the “luxury” part of the “personal luxury car” designation. Ford decided to abandon the Thunderbird’s traditional unibody construction for this larger car, turning to a body-on-frame method with sophisticated rubber mountings between the two to improve noise/vibration characteristics and reduce weight by a small margin.

The 1967 design was radically different from what came before. Ford’s stylists delivered a radical shape that in many ways anticipated the styling trends of the next five years. A gaping wide “fishmouth” front grille that incorporated hidden headlights was the most obvious new feature. The look was clearly influenced by the air intakes on jet fighters such as the F-100 Super Sabre, and was enhanced by the flush-fitting front bumper incorporating the bottom “lip” of the “mouth”.

In contrast to the radically different exterior the new interior carried over nearly all of the themes established by the previous generation; most notably a dash panel with separately housed instruments along with a downward sweeping/integrated center console and a wraparound rear seat/”lounge”.

Dishner-Putnam Family Collection

The name “de Ville” is derived from the French de la ville or de ville meaning “of the town.” In French coach building parlance, a coupé de ville, from the French couper (to cut) i.e., shorten or reduce, was a short four-wheeled closed carriage with an inside seat for two and an outside seat for the driver and this smaller vehicle was intended for use in the town or city (de ville).

The first Cadillac Coupe de Ville was shown during the 1949 Motorama. In 1968, grilles had an insert with finer mesh and step-down outer section which held the rectangular parking lights just a little higher than before. Rear end styling was modestly altered with the deck lid having more of a rake. The most obvious change was an 8.5-inch-longer hood designed to accommodate recessed windshield wiper-washers, which now came with three speeds standard. Of 20 exterior paint color combinations, 14 were totally new. On the inside enriched appointments included molded inner door panels with illuminated reflectors and a selection of 147 upholstery combinations, 76 in cloth, 67 in leather and four in vinyl. New standard features included a Light Group, a Mirror Group, a trip odometer, and an ignition key warning buzzer. The Coupe de Ville also gained a new 472 cu in (7,730 cc) V8 engine rated at 375 hp (SAE gross). 1968 was also the last year for the “stacked” dual headlights, which were replaced with side-by-side dual headlights in 1969. This was also the last year for vent windows. Side marker lights in the rear bumper as well as front fender were also added. Side mirror changed from a round to rectangular shape. Also, of note front disc brakes were available starting in 1968. Cars built after January 1, 1968, got front shoulder belts per Federal safety standards.

This Coupe de Ville was repainted San Mateo Red in 2019, during a restoration of all body work and trim.  San Mateo Red is the original red Cadillac used in 1968. Cadillac is the only company to use this specific color and it was only used in 1968. Cadillac built about 18,000 convertible Deville’s in 1968.  While not overly rare, it is iconic and has been featured in films including A Bronx Tale, Planet Terror, Good Fellas, Scarface, The Help, 2 Fast 2 Furious, and many others.

Owned by Nelson Andrews, Brentwood, TN

This Tunis beige metallic 1969 280SL was delivered in Stuttgart as an early Christmas present in December 1968. After spending a month touring Europe, it was shipped stateside, and for the next 42 years, it was driven only during Michigan summers.

Shortly after its current owners acquired the car in 2010, this 280SL played the starring role in the 2011 Mercedes-Benz Super Bowl ad as a “barn find” that escapes its barn to Janis Joplin’s vocals and arrives home just in time to celebrate Mercedes-Benz’s 125th Anniversary. With 111 million television viewers, it is perhaps the most widely viewed 280SL in history.

In February 2015 it completed a two-year restoration at the Mercedes-Benz Classic Center. After restoration, the 280SL has been judged only five times, earning Best in Class at the 2018 Carmel-by-the-Sea Concours on the Avenue, Best in Class at the 2016 Hilton Head Concours d’Elegance, Best in Class at the 2015 Keeneland Concours d’Elegance, First Place at the 2015 Ault Park Concours d’Elegance in Cincinnati, and was shown at The Quail: A Motorsport Gathering in 2015.

Owned By Randy & Brenda Bibb

The Lotus Group of Companies was formed in 1959 by engineer Anthony Colin Bruce Chapman and the first factory was located in former horse stables in Hornsey, North London.

In its early days, Lotus sold cars aimed at privateer racers and trialists. Its early road cars could be bought as kits, to save on purchase tax. The kit car era ended in the late 1960s and early 1970s, with the introduction of the first cars manufactured by the company.

The Lotus Seven is a small, simple, lightweight, two-seater, open-top, open-wheel, sports car produced by the British manufacturer Lotus Cars between 1957 and 1972.
It was designed by Lotus founder Colin Chapman and has been considered the embodiment of the Lotus philosophy of performance through low weight and simplicity.

In 1970, Lotus radically changed the shape of the car to create the slightly more conventional sized Series 4 (S4), with a squarer fiberglass shell replacing most of the aluminum bodywork. It also offered some luxuries as standard, such as an internal heater matrix.

Chapman died of a heart attack in 1982 at the age of 54. The car maker built tens of thousands of successful racing and road cars and won the Formula One World Championship seven times.

Owned by Chris Winfree

The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car that was manufactured by Jaguar Cars Ltd between 1961 and 1974. Its combination of beauty, high performance, and competitive pricing established the model as an icon of the motoring world. It is rumored that, on its release on March 15, 1961, Enzo Ferrari called it “the most beautiful car ever made”.

The E-Type was introduced as a rear-wheel drive grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as a two-seater convertible “roadster” (OTS or Open Two Seater). A “2+2” four-seater version of the coupé, with a lengthened wheelbase, was released in 1966.

The E-Type Series 3 was introduced in 1971, with a new 5.3 L Jaguar V12 engine, uprated brakes and standard power steering. An automatic transmission, wire wheels and air conditioning were available options. The V12 was equipped with four Zenith carburetors, and as introduced produced a claimed 203 kW (272 hp), more torque, and a 0–60 mph acceleration of less than seven seconds.

The new longer wheelbase offered significantly more room in all directions. The Series 3 is easily identifiable by the large cross-slatted front grille, flared wheel arches, wider tires, four exhaust tips and a badge on the rear that proclaims it to be a V12. The final production E-Type OTS Roadster was built in June 1974.

Owned by John Rochford

The Lotus Europa name is used on two distinct mid-engine GT cars built by British automobile manufacturer Lotus Cars. The original Europa and its variants comprise the Lotus Types 46, 47, 54, 65 and 74, and were produced between 1966 and 1975.

By the mid-1960s, the mid-engine vehicle configuration was well-established as the optimal design for Grand Prix cars, however almost no road vehicles yet used this arrangement. Lotus planned the Europa to be a volume-produced, two-seater mid-engine sports coupe built to reasonable cost, quite an ambitious goal for the time. Like all Lotus vehicles of the era, the Europa was designed and built following Colin Chapman’s oft-stated philosophy of automotive design: “Simplify, then add lightness”. To this end, several ingenious design approaches were made by Lotus to allow it to economically overcome the many challenges presented by the novel mid-engine arrangement.

The Europa used a lightweight, folded and welded “minimalist” boxed-steel backbone chassis with a fiberglass molded body. The Europa’s main chassis member ran straight forward to intersect a large box-section crossbeam running across the car between the front suspension points. At the rear, the chassis split into a “U” shape behind the cabin to accommodate the combined engine, transmission and final-drive components, and to support the rear suspension.

Production of the original Lotus Europa ceased in 1975, with a total of 9,230 cars of all models having been built.

Owned by Chris Winfree

The Porsche 914 or VW-Porsche 914 is a mid-engine sports car designed, manufactured and marketed collaboratively by Volkswagen and Porsche from 1969 until 1976. It was only available as a Targa-topped two-seat roadster powered by either a flat-4 or flat-6 engine.

Originally intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America.

In 1974, Porsche produced a series of Limited-Edition cars for the North American market to commemorate Porsche’s victories in the Can Am racing series. They were equipped with individual color schemes and came standard with otherwise optional equipment. The factory is said to have produced about 1,000 of these vehicles, about 50% Bumblebee and 50% Creamsicle. Variants of this series were manufactured and distributed in very limited numbers to European markets and Japan.

The primary distinguishing feature of the 914 LE cars is their exterior paint schemes. When comparing Can Am racing car color schemes to the limited production 914 LE cars, there is no direct correlation. But the spirit of the racing cars was captured by the application of striking color contrasts using standard 914 Porsche colors, with bold accent color statements and specially-designed side stripes. Two unique color schemes were produced featuring a main body color, with wheel centers, bumpers, negative side stripes and valences in contrasting accent colors.

Owned By Mike Gillespie

Ferrari’s line of highly successful V8-engined road cars began with the 308 GT4 of 1973. Badged as a Dino, the all-new 308 GT4 2+2 superseded the preceding Dino V6. The newcomer’s wedge-shaped styling — by Bertone rather than the customary Pininfarina — was modern and up to date; absent were complaints about the performance of the 3.0-liter quad-cam V8 engine, which was then carried over to its successor.

The angularly styled GT4 was remarkable in its ability to hold the occasional rear passenger while maintaining a compact and aggressive appearance. The styling has aged well, and when finished in a period color, the result is quite sought after.

The interior was high-fashion Italian, luxuriously appointed with yards and yards of Connolly leather. The wraparound instrument panel put the gauges and controls in close sight and reach. The center console is reminiscent of the Daytona Coupe.

The GT4s have a cab-forward seating position, which gives a unique panoramic view over the steeply sloping front end and the a/c is more than adequate for a summer day in Nashville.

Despite their many virtues, GT4s have been underappreciated in the marketplace. The angular Bertone 2+2 styling was a hard sell against Pininfarina’s sexy 2-place 308 GTB and GTS. Meticulously restored 308 GT4’s have sold in the $150,000 range at auction.

Owned by John Baker

The TVR M series is a line of sports cars built by automaker TVR between 1972 and 1979. TVR is a British manufacturer of sports cars. The company manufactures lightweight sports cars with powerful engines and was, at one time, the third-largest specialized sports car manufacturer in the world, offering a diverse range of coupés and convertibles. The abbreviation TVR stems from the name of the company’s original owner Trevor Wilkinson, his first garage sporting the letters T, V and R.

The M-series cars use a front mid-engine, rear-wheel drive layout and body-on-frame construction. The bodies themselves were built from glass-reinforced plastic. The era of the M series is commonly associated with Martin Lilley who, together with his father, took ownership of the company in November 1965.

Because of the hand-built and low-volume nature of TVR production, there are many small and often-undocumented variations between cars of the same model that arise due to component availability and minor changes in the build process.

A total of 2,465 M-series cars were built over the nine years of production and approximately thirty dealers sold TVRs in the eastern part of the United States.

Owned by Paul Polycarpou

Ferdinand Innocenti’s company started in 1931 as a major steel tubing manufacturer. His patented “Innocenti pipe” is still used in scaffolding today. Before the war, the company also developed heavy press machinery.

After World War II, Innocenti was mainly known for their Lambretta scooters until they began production of a license-built Austin A40 in 1960. By 1961, the company was producing other models under license, including the Innocenti Spyder, essentially a re-bodied Austin Healy Sprite. Innocenti built and sold about a dozen different car models under license during its automobile production phase, but the Mini, first on sale in 1965, was by far its most popular car. Although the Innocenti Mini was much more expensive than the Fiat 850, the Mini was very well accepted and sold in large numbers.

The body, Hydrolastic suspension, and even the 998cc Mark II engine on this 1969 Mini Cooper trim were holdovers from the British version. Otherwise, Innocenti used locally sourced glass, different wheels, electrics, lever door handles, heaters, the three-instrument binnacles, and distinctive grilles. Notice that the labels for the controls are in Italian.

British Leyland bought Innocenti in 1972; by 1976 it had been sold to Fiat. Fiat still owns the rights, but the Innocenti name has not been used since 1997.

Specifications:

• Manufacturer:  Innocenti, built under license by British Leyland
• Country of Origin:  Italy (Milan)
• Drivetrain Configuration:  Front engine, front wheel drive
• Engine:  998cc, Water-cooled inline 4 cylinder, transverse mounted
• Transmission:  4 speed manual
• Top Speed:  90 mph
• Years of Production: 1965-1973
• Number Produced:  around 150,000

Owned by Lane Motor Museum

BMW’s Bavaria model was a US-only model, derived from Europe’s 2500/2800/3000/3300 series of sedans. Known as the E3 among aficionados, it shared everything under the skin with the E9 Coupe, which many consider BMW’s most beautiful design. It was called Bavaria here in order for BMW to reinforce to the US market that they were a German company, not “British Motor Works” as many thought.

The E3 sedans fit between where the 5 and 7 series cars of today fit, in BMW’s hierarchy. They were instrumental in establishing BMW as a manufacturer of high-performance, sporting sedans. Road & Track proclaimed its six-cylinder engine the best inline-six in the world, and in a Feb. 1973 comparison test, rated it as a “sensationally good buy” compared to its peers from Mercedes-Benz and Jaguar.
This car is rare in several ways. Other than a respray on the hood and front fenders, it is all an original, 13,000 mile one-owner car that was donated to the Lane. Upon arrival, the tires and battery still bore 1973 date codes, and the spare tire had never touched the ground. A true time capsule!

It features cold AC, an automatic transmission, dealer-option Coco-brand mats, and very rare Ceylon gold paint. It was owned by a family in west TN and had been modified for use by a disabled driver – likely why it is in such pristine condition. We have removed the hand controls, cleaned the fuel system, mounted fresh tires, and given it a thorough cleaning. We have driven the car a few hundred miles since its arrival, and it drives as beautifully as it looks.

Specifications:

• Manufacturer: BMW AG
• Country of Origin: West Germany
• Drivetrain Configuration: Front-engine, rear-wheel drive
• Engine: Water cooled M50; 2986cc, SOHC, dual Zenith carburetors, 176hp
• Transmission: 3-speed Borg-Warner automatic
• Top Speed: 124mph
• Years Produced: 1968-77 (all E3 models worldwide)
• Number Produced: 71,804 Bavarias; 34,660 3.0S
• Cost: Base Bavaria, approx. $7800; Fully-contented S models (leather, PS, AC, auto, radio); approx. $10,000

Owned By Lane Motor Museum

Harley Davidson is one of two major American motorcycle manufacturers to survive the Great Depression and has become one of the world’s largest motorcycle manufacturers and an iconic brand widely known for its loyal following. Founded in 1901 by William S. Harley and Arthur Davidson on the northside of Milwaukee, WI, their first prototype became functional on September 8, 1904, and was assembled in a 10 ft × 15 ft shed in the Davidson family backyard. Most of the major parts were made elsewhere, including some probably fabricated at the West Milwaukee rail shops.
In order to survive Great Depression, the company manufactured industrial powerplants based on their motorcycle engines and a three-wheeled delivery vehicle called the Servi-Car.
Sidecars were tremendously popular in the 1920s to 1950s around the world, when such an outfit represented the pinnacle of style and luxury for aspiring owners with a partner or small family to carry. They were a primary means of transport even in the U.S., despite the usurpation of the motorcycle’s role as an inexpensive utility vehicle once the price of a Model T dropped below that of a new Harley-Davidson.
This iconic motorcycle was Found in 1994 as a basket case in Alvin, TX and is one of four VC’s in existence on the International Register.

• 74 Cubic inches 3 speed tank shift with foot clutch
• Last year for heavy duty commercial motor with low compression nickel iron pistons
• Schebler DLX55 bronze body carb
• Lowest production year for 1930-36 “V” series 74’s
• 2671 produced and only 106 were “VC”
• Original selling price $310/$119 sidecar
• 2017 AMCA Judged “Winners Circle”

Owned by Bob Selph

In 1936, Harley-Davidson debuted the 40 bhp, 61 cubic inch EL “hemi” overhead valve model. Thanks to the prominent bumps on the cylinder heads, it quickly earned the nickname “Knucklehead”. While Harley-Davidson had designed and built overhead-valve race engines in the past (some even with four valves and double overhead camshafts), this was the company’s first fully overhead valve street engine.

The engine is a two-cylinder, 45 degree, pushrod actuated overhead valve V-twin engine with two valves per cylinder. It was the third basic type of V-Twin engine used by Harley-Davidson, replacing the Flathead-engined VL model in 1936 as HD’s top-of-the-line model. The engine was manufactured until 1947.

The base model was dubbed the “E”, while “EL” became the name of the Special Sport, and “ES” was given to bikes set up for use with a sidecar. In addition to being the first Harley with overhead valves, it was also the company’s first bike to come with a speedometer as standard equipment. 16-inch tires were introduced in 1940, and new cylinder heads had bigger ports.

This 1940 Harley-Davidson EL Knucklehead is a beautifully restored motorcycle on which an amazing amount of time has been lavished in its restoration and in documenting its history. In the process, the story of the Harley-Davidson factory and the rules for judging prewar Harley-Davidsons have changed, making this machine a landmark of motorcycle scholarship.

Owned by Donnie Eatherly

As a genuine 100 MPH machine, the FLH was Harley-Davidson’s fastest big twin while simultaneously being the company’s most comfortable motorcycle ever.  The big, gleaming machine reflected postwar Americans’ general prosperity and love of glamour. The FLH is a fast and stylish motorcycle that delivers on the promise of its big and beautiful image.

This meticulously restored example is simply gorgeous. Painted in stock Hi-Fi Red and White with whitewall tires and a solo seat, this is one hot motorcycle. This is the lightest of the stock FLH models and featurres a performance boost courtesy of high-compression pistons, polished engine internals and high-lift, long-duration sports cams.

This motorcycle has been featured in American Iron and EasyRiders magazines and was the class winner at Legends of The Motorcycle in Half Moon Bay, Ca; the Quail Motorcycle Gathering in Monterey, California and the EasyRiders Bikeshow in Oakland, California.

Owned by Paul Pardini

From the Dover White frame and hand pin-striped body pieces to the custom side cases and upholstery, this rig is a genuine head turner.

The 1967 BMW R60 is arguably the most reliable and effortless touring bike from the 1960s, and, just maybe, the best motorcycle ever made. Now considered a blue-chip bike worth investing in—not just riding on long journeys—these bikes have surged in value of late, some more than doubling their worth since 2020 to around $50,000 for the best examples.

The R60 became the first motorcycle to ride from the Arctic Circle at the top of Alaska to the tip of South America when Danny Lisko completed the journey in the 1960s.

Despite most having lived out their touring bike duties to the fullest, it seems more R 60’s survive today in good original condition than other bikes from the ’60s. They’re even frequently owned by the original owner or passed down in the family.

The engineering on the 1960s BMWs bests bikes 20 years newer, even from the same brand, and that fosters the trusting relationship between owner and machine. As one of the most collectible motorcycles ever and the most expensive of the line during the time, the R60 would logically sits atop the pedigree of the motorcycle world.

Owned by Charles Noble

The Kawasaki H2 was a 750 cc 3-cylinder two-stroke production motorcycle manufactured from September 1971 through 1975.  It created Kawasaki’s reputation for building “scarily fast, good-looking, no holds barred motorcycles”, and led to a further decline in the marketplace of the British motorcycle industry

The 750 had incredibly low engine speed torque, with a strong burst of power starting at 3,500 rpm to the 7,500 rpm red line and came with a single front disc brake and, an all-new capacitor discharge ignition system unique to the H2, a chain oiler, and two steering dampers; one friction and one hydraulic.

The H2 was Kawasaki’s flagship early-70s two-smoker, and is regarded as one of the most exciting motorcycles ever made. Known colloquially as the Widowmaker, the H2 was notoriously difficult to ride thanks to an engine so powerful it was barely contained by the crude frame and suspension technology of the day.

Owned by Michael Fair

The Suzuki T500, variously known as the Suzuki T500/Five, Suzuki Charger, Suzuki Cobra and the Suzuki Titan during its model life, is a 492 cc (30.0 cu in), two-stroke, twin-cylinder motorcycle produced by the Japanese Suzuki company between 1968 and 1975.

Before the four-stroke invasion took over, Suzuki’s big two stroke twin enjoyed an enviable reputation as a roadster, as well as proving very receptive to tuning for the racetrack. The motor boasted a very hefty bottom end on three ball main bearings, with direct oil injection into the crankcases via Suzuki’s CCI lubrication system.

Cynics said there was no future in big 2-stroke motorcycles; the Suzuki Titan T500 proved them wrong, and it is still one of the most popular classic Japanese motorcycles. The Titan 500’s were very durable and considered top high performance machines of the day.

When the 500 twin was finally phased out, it was a sad day for many dealers and customers, as the model had attracted somewhat of a cult following in its life and by 1977, the big two strokes were an endangered species, legislated out of existence in the United States.

Owned by Myke Schwartz

The Suzuki GT750 is a water-cooled three-cylinder two-stroke motorcycle manufactured from 1971 to 1977. It is the first Japanese motorcycle with a liquid-cooled engine. The Society of Automotive Engineers of Japan includes the 1971 Suzuki GT750 as one of their 240 Landmarks of Japanese Automotive Technology.

In 1973 the Suzuki GT750K was announced with extra chrome plating and two 295 mm discs replacing the drum front brake. No other manufacturer was offering dual front disc brakes at this time, so this was quite a marketing coup for Suzuki.

As with all big two strokes of the late 1970s, the GT750 was a victim of stricter emission regulations and competition from technical developments of four-stroke motorcycles and was discontinued in 1977.

Owned by Myke Schwartz

The Honda CB750’s arrival coincided with a period of notable motorcycle technology experimentation and Suzuki was one of the most experimental. The Suzuki GT750 was the first liquid-cooled Japanese production bike and was called the Le Mans in North America. but quickly earned the nickname ‘Water Buffalo’ due to its liquid cooling and 500-lb curb weight. In the UK, it was called the ‘Kettle,’ and Australians dubbed it ‘Water Bottle.

Its two-stroke engine is remarkably smooth and refined and has plenty of low-end torque, which is ideal for long-distance touring. Also good for long-distance touring? A wide, comfy seat and well-sprung suspension, both of which the GT750 has.

With the industry-wide move to four-stroke engines, the Suzuki GT750 was something of a last hurrah for two-strokes. As a result, its market value has risen in the last few years. A good-to-excellent-condition example typically costs around $6000-$9000, and only pristine GT750s go for more than $10,000.

Owned by Michael Fair