This 1964 Morris Mini Traveller is a left hand drive USA spec car originally sold in California. It spent many years in Las Vegas as the work vehicle of a cabinet maker before later undergoing a complete bare shell restoration.
Traveller models were two-door estate cars with double “barn”-style rear doors. They were built on a slightly longer chassis of 84 inches (2.1 m) compared to 80.25 inches (2.038 m) for the standard Mini. The all-steel estate was launched for the overseas market only. Approx. 99,000 Morris Mini Travellers were built.
This particular car would have originally come with an 850 cc motor but it was replaced at some point with an 1100cc unit.
This 1974 Porsche 914 was built by Rod Simpson for his wife and has remained under their ownership for many years. It is powered by a Camaro Z28-spec 302 that’s been fitted with aluminum AFR 65cc combustion chamber heads, Corvette exhaust manifolds, Holley 750 CFM carburetor, and more detailed below. Simpson is considered to be the father of the V8 Porsche, first swapping one into a 912 in 1968, shortly before starting Rod Simpson Hybrids. The car maintains a largely stock appearance and the seller says the swap is well done and looks and feels like a factory product. The car is easy to drive, reliable and very fast while retaining excellent, Porsche-like handling despite the added weight.
Power comes from a crate Z28-spec 302 that’s been fitted with aluminum AFR 65cc combustion chamber heads, Corvette ram’s horn exhaust manifolds, an Edelbrock intake, Holley 750 CFM carb, Mallory Unilite distributor and electronic ignition. Estimated to be making 350 HP, effective compression has been lowered from 11.5:1 to 9.5:1 via fitment of a custom ground cam which allows use of California 91 octane pump gas.
Fed from dual electric fuel pumps, the car runs a standard 914 transaxle that’s been professionally rebuilt with stock gear ratios. It shifts easily with a light and easily modulated clutch. Front brakes are BMW E21 3-series discs, with standard Porsche discs in rear. Dealer-installed A/C remains in place.
-On loan from The Mike Malamut personal collection
(Built by Fiat Special Vehicle Department for internal use in 1957) This Mirafiori is one of just five special-order Fiat 600 Multipla cars created by the Reparto Carrozzerie Speciali department of Fiat. They were built between 1956 and 1958 at the request of Fiat executive Gianni Agnelli, who specifically wanted a small fleet of vehicles to transport visiting dignitaries and the occasional movie star around the Fiat factory in Torino. The blueprint was futuristic for its time and featured an integral chassis/body with independent suspension all around and a 633 cc engine capable of a top speed of 60 mph. The Fiat 600 Multipla somewhat amazingly maneuvered six seats into the diminutive wheelbase. The Multipla-based 600 Mirafiori was lavished with special attention. The design team created a special Plexiglas hard top, which enabled visitors to move about the factory grounds in comfort during inclement weather with full visibility.
The plexi hardtop s currently being properly restored. Paint has been restored as well. Being that we have a nice range of early Fiats, this rare model fits in nicely. Once it is finished, it will be one of the more interesting cars in the collection and for shows.
-On loan from The Mike Malamut personal collection
This 1962 Chevrolet Corvair Monza Wagon had 93k miles from new and comes from the second and final year of Corvair wagon production. The car has been repainted in silver, but retains its largely original red vinyl interior. It is powered by the high output air-cooled 2.4L flat-six paired to a 4-speed manual transmission. No modifications are noted apart from functional retrofitted air conditioning and a hidden modern stereo.
The Corvair wagon was only produced in 1961 and 1962. This Monza was positioned near the top of the model range and has been repainted in metallic silver. All of the wagon-specific trim looks to be intact, including the ribbed stainless rocker trim. Due to the higher roofline, the glass on the wagons was unique.
To increase cargo capacity, the Corvair Wagon moved the spare to the front. The condenser and other hardware for the aftermarket A/C have been fitted in the trunk.
Corvair was the American Porsche. This particular has an added AC unit, 4 speed, and a striking silver/red color combination, and the fact that it is a station wagon. Mike’s second car was a Corvair. He purchased it by making monthly payments of $29 a month from his gas station job.
-On loan from The Mike Malamut personal collection
The Citroën 2CV (French: “deux chevaux” i.e. “deux chevaux-vapeur” (lit. “two steam horses”, “two tax horsepower“) is a front engine, front-wheel drive, air-cooled economy car introduced at the 1948 Paris Mondial de l’Automobile and manufactured by Citroën for model years 1948–1990.
Conceived by Citroën Vice-President Pierre Boulanger to help motorize the large number of farmers still using horses and carts in 1930s France, the 2CV is noted for its minimalist combination of innovative engineering and utilitarian, straightforward metal bodywork The 2CV featured a low purchase cost; simplicity of overall maintenance; an easily serviced air-cooled engine (originally offering 9 hp); low fuel consumption; and an extremely long travel suspension offering a soft ride, light off-road capability, high ground clearance, and height adjustability via lengthening/shortening of tie rods.Often called “an umbrella on wheels”, the fixed-profile convertible bodywork featured a distinctive and prominent full-width, canvas, roll-back sunroof, which accommodated oversized loads and until 1955 reached almost to the car’s rear bumper, covering its boot.
Manufactured in France between 1948 and 1989 (and its final two years in Portugal 1989–1990), over 3.8 million 2CVs were produced, along with over 1.2 million small 2CV-based delivery vans known as Fourgonnettes.
-On loan from The Mike Malamut personal collection
This 1956 Fiat Multipla is a largely original left-hand drive example with an indicated 11k km (~7k miles) from new. Around 243,000 Multiplas were produced over 13 years, with many seeing use as Italian taxis and few surviving in nice unrestored condition today. This uncommon first-year example was likely imported after military service and reportedly spent 40 years with its original owner.
Designed to seat four in relative comfort and six in a pinch, the spartan interior appears almost entirely original.
Out back, the water-cooled 633cc inline-four has received recent cosmetic attention and hoses, plug wires, and engine mount all look fresh. Induction is from a single downdraft carburetor topped by a factory air box, while electrics remain fed from an original-style generator. With approximately 22 original horsepower and meant for city use, the Multipla topped out at just under 60 mph in period tests.
A 633 cc, Multipla, was tested by the British magazine The Motor in 1956 and was found to have a top speed of 57.1 mph (91.9 km/h) and could accelerate from 0-50 mph (80 km/h) in 43.0 seconds. A fuel consumption of 38.4 miles per imperial gallon (7.36 L/100 km; 32.0 mpg-US) was recorded.
The Saab 95 is a seven-seater, two-door station wagon made by Saab.
Initially it was based on the Saab 93 sedan, but the model’s development throughout the years followed closely that of the Saab 96 after the 93 was taken off the market in 1960. It was introduced in 1959, but because only 40 were made in 1959, production is often said to have started in 1960.
The first engine was an 841 cc three-cylinder two stroke, but from 1967 onward, it became available with the same four-stroke Ford Taunus engine as used in the Saab 96, the Saab Sonett V4 and Sonett III, and the German Ford Taunus. It had a four-speed manual transmission. There was a small handle on the firewall that, when pushed, put the car into a ‘freewheeling” mode. This allowed the driver to coast downhill without seizing the two-stroke engine, but when power was needed the transmission would engage and the driver could power the car up hill again. As the 95 received the four-speed gearbox before the 96 (that still had the old three-speed unit) it was also used for rallying.
In the US, the Saab 95 received the larger 1.7 litre V4 for the 1971 model year, as a response to tighter emissions regulations. The compression ratio was lowered to 8.0:1, meaning that the power remained 73 hp (54 kW). The Saab 95/96 remained on sale in the United States until 1973.
A rear-facing folding seat was dropped with the 1976 model year, making the car a regular five-seater. Production ended in 1978 (when only 470 examples were built). A total of 110,527 were made.
Mike likes wagons! This one fits in nicely with the other Saabs.
-On loan from The Mike Malamut personal collection
This 1965 Nissan Patrol is a left-hand drive, three-door example with an indicated 75k kilometers (~47k miles). Fewer than 3000 60-series Patrols officially made it to the US during the 1960s, though they were more common in South America. This one remained with its original owner in Bogotá, Colombia until coming to the US in 2010. The truck retains an unrestored 4.0L inline-six, 3-speed manual, and 4×4 system.
The soft-top Nissan Patrol 60 (two-door; 2,200 mm (86.6 in) wheelbase) and G60 (two-door; 2,500 mm (98.4 in) wheelbase) were first sold in Australia in 1960. Left-hand drive L60/GL60 models were sold outside of Australia.
US customers could only get Patrols from 1962 until 1969. Patrols were sold through Datsun dealerships, making it at the time the only Nissan-badged vehicles sold in the United States until the early 1980s when the Datsun marque was being phased out.
The 4WD Nissan Patrol 60 series was produced in short, medium and long wheel-base versions. It had a manual transmission type-F3B83L at first with three and later with four speeds, two-speed transfer case with part-time four-wheel drive. The motor was the P engine, a 3,956 cc (241.4 cu in) inline overhead-valve six-cylinder
With two doors in front and one at the back and four seats (driver, and companion in front, two parallel back seats), the extra long wheelbase version (the H60) was available with eight-passenger capacity.
We have another Patrol that turned into a full restoration. We missed the car so this one was purchased to fill it’s place until the restoration is done.
-On loan from The Mike Malamut personal collection
This 1969 Jaguar XKE Coupe Series II was restored in Canada between 1997 and 2002 and has been with the seller for the last 10 years. The car is powered by a non-original 4.2L engine from an earlier E-Type and has been upgraded with a triple SU carburetor setup and covered headlights like the Series I cars.
The car was taken down to bare metal and repainted in its current black color scheme. The look is improved with backdated glazed-in early style headlights, and wire wheels have large-ear knockoffs with redline tires. The car was fitted with a 4.2L from an earlier XKE in 2004. Rather than the twin Zenith-Stromberg CD2S carburetors standard for US-market cars, this one has been fitted with a preferred triple SU setup used in other markets. The car has factory AC. It’s a fun driver.
This car has headed back to Canada to join a new collection.
-On loan from The Mike Malamut personal collection
The Nissan Pao is a retro-styled three-door hatchback manufactured by Nissan for model years 1989-1991, and originally marketed solely in Japan.
The Pao was available with or without a textile sun roof and was originally marketed without Nissan branding, by reservation only from January 15 through April 14, 1989. Orders were delivered on a first come-first served basis, with the production run of 51,657 selling out in 3 months.
Because of its origins at Pike Factory, Nissan’s special project group, the Pao — along with theNissan Figaro, Be-1 and S-Cargo— are known as Nissan’s “Pike cars.”
Part of Nissan’s “Pike” series, it was designed as a retro fashionable city car in the mold of the Be-1. It included external door hinges like the original 1960s Austin Mini which had become fashionable in Japan, ‘flap-up’ windows like those of a Citroën 2CV, and a split rear tailgate of the first British hatchback car the Austin A40 Farina Countryman.
This car has automatic, factory AC, power steering and brakes. It’s not very fast but more than makes up for it in style.
-On loan from The Mike Malamut personal collection
The BMC ADO16 (Amalgamated Drawing Office project number 16) was a family of economical small family cars built by the British Motor Corporation (BMC) and, later, British Leyland. It was launched in 1962 and for most of the next decade the ADO16 was consistently the UK’s best-selling car. It was known as the Austin America in the US.
The ADO16 was designed by Alec Issigonis. Following his success with the Mini, Issigonis set out to design a larger and more sophisticated car which incorporated more advanced features and innovations. In common with the Mini, the ADO16 was designed around the BMC A Series engine mounted transversely and driving the front wheels. As well as single piston swinging caliper disc brakes at the front, which were not common on mass-produced cars in the early 1960s, the ADO16 featured a Hydrolytic interconnected fluid suspension system.
At the end of May 1967, BMC announced the fitting of a larger 1275 cc engine. The new car combined the 1275 cc engine block already familiar to drivers of newer Mini Cooper S and Austin Healey Sprite models with the 1100 transmission.
-On loan from The Mike Malamut personal collection
We like cars that have rare accessories and utilitarian vehicles. Station wagons remind us of old America. Dad could take it to work during the week and the family could pile in on the weekends or a road trip. We have several types of station wagons in our collection. What first caught our eye was the striking color combination but also the factory AC and power everything.
This example is powered by a 350 cubic inch V8 paired to an automatic transmission and was not originally a 9-seater. During the restoration, it was equipped with a genuine Observation Deck (as Dodge called it on their options list at the time) rear facing bench and swivel front seats. Other options include factory power steering, power windows, power brakes, and original air conditioning. The roof rack is a factory item, and is quite an elaborate piece of trim in its own right.
The rear facing rear seat and the two front swivel seats were added during restoration, though the rest of the interior fittings are correct to the car. Dodge called the foldaway 3rd row seat the Observation Deck, which is somewhat narrower than the two forward benches. Though the seat is not original to this car, it is a factory item that was sourced from a Sierra of the same vintage.
The 350 cubic inch V8 is similar to what is found in the D-500. As fitted to wagons in 1958, this wedge-head engine featured an aluminum 4-barrel carburetor and 10:1 compression. This setup was good for 295 horsepower when new.
-On loan from The Mike Malamut personal collection
One of our earliest cars we purchased back in the early days of Autoland was a Mercedes Adenaur. In the 70’s they were cheap. I picked one up for $1000. I liked all of the accessories that they had.I purchased this one to bring back some of the memories of the past.
Back in 1959, it would have been difficult to find a more luxurious car. It has a central lubrication system that sends lubrication throughout the car. It was more like an owner-driver limousine. In it’s day, it was the epitome of Mercedes workmanship. They were the last generation of hand-built cars.
This 1959 Mercedes-Benz 300d Adenauer comes from the final evolution of this family of large touring sedans, which remained in production through March of 1962. Powered by a 3.0L SOHC inline-six paired to a 4-speed manual transmission, the D series cars were pillar-less and featured removable rear quarter windows. The interior is believed to be nearly all original, and features nicely finished woodwork.
The 300d was the final series of Adenauer, and the upper portion of the B-pillar was eliminated. The door windows are hand-cranked and move up and down smoothly. The rear quarter windows are removable and are shown in the trunk. Interior fittings are original and apart from the radio, everything is said to work correctly. The interior wood is original and in good condition throughout. The trim and grab handles are all quite elaborate, with some integrated into the wood and others made of cast metal.
The M189 used in the Adenauer was similar to the engine used in the 300SL, albeit without a 45-degree slant and direct injection. The Adenauer’s M189 used a more conventional fuel injection system that helped the 3.0L inline six produce 180 horsepower.
-On loan from The Mike Malamut personal collection
This 1962 Austin Mini “Super” was originally offered as an upmarket version of the Mini 850. It had the exterior chrome, two-tone colors and upgraded interior of the “Cooper,” but without its 997cc twin-carb engine and 7″ disc brakes. This grille is unique to the Super model.
This car has been modified with a 1275cc Cooper S engine, 7.5″ disc brakes, steel wheels, 120-mph speedo and a Serck RH fuel tank. In the ’70’s, it was a parts runner for Checkered Flag Automotive. It was then restored in the ’80’s. The Heritage Certificate provided indicates a March 1962 build date and Bermuda as its destination.
Being a Mini Super, this car was added for its rarity and the story behind it.
-On loan from The Mike Malamut personal collection
This 1960 Morris Mini Minor 850 is a left-hand drive example that has recently emerged from 50 years of storage. It is thought to have just over 26k miles on its original 850cc engine and 4-speed manual. Retro-style auxiliary gauges from Stewart-Warner have been installed to supplement the large, central-mounted Smiths speedometer.
This car was sold new to the owner of Gray’s Harbor Motors in Aberdeen, Washington and christened “Minnie.” He took his family of five on a trip to San Francisco in the car, which was chronicled in the June 1961 issue of the National Automobile Dealers Association magazine and resulted in an ad campaign.
We purchased this car mainly for the great story behind it. Being a former car dealer, Mike liked the way the car was promoted.
While the car was in our care, we did a refresh on it. We took care to preserve as much of the car’s originality as possible. Extensive photos and video of the car are available for viewing at this link. Please contact us for any questions on Minnie the 850 BMC!
-On loan from The Mike Malamut personal collection
This 1968 Saab Sonett II was purchased by Mr. Perry as a roller in 1997. It was restored it to 1967 SCCA specs and was raced the car from 1999 to 2015, entering an impressive 115 races during that time. The car features thoughtful modifications throughout and rare Sonett performance components.
The V4 engine is a 1500cc unit that was installed in 2011. It features MSS heads with dual exhaust ports and the MSS intake manifold allows for a Solex 40P11 carburetor. Other racing components include an oil cooler, anti surge baffle pan, Smith hollow pushrods, lightweight tappets, MSS dome pistons, and a lightened flywheel. The crank is magnafluxed and nitride rod bearing journals are cut .002 to accept 289 racing bearings. The cam is MSS with a powerband from 4500 to 7500 rpm. A gear-reduction starter and racing alternator are also fitted. The transaxle features Stage II close ratio gears and SAAB limited slip ring and pinion. The factory column shifter has been converted to a floor shifter from Sonett III.
The car is titled as a 1967, as that was required for the SCCA spec at the time of build, even though the car is technically a 1968.
-On loan from The Mike Malamut personal collection
This 1995 Range Rover County LWB is finished in Beluga Black with Sorrell Tan interior and has 123k miles on the clock. This first generation Range Rover is a final-year model of both the “Classic” body shape and 108″ LWB, which provided increased stability and rear-passenger legroom. It is powered by an aluminum 4.2L V8 paired with a 4-speed automatic. The truck remains cosmetically stock, though the often problematic air suspension has been converted to heavy duty coil springs.
Range Rover Classic body panels are lightweight aluminum, except for the two-section rear tailgate and bonnet. Steel was also used for the sills, floors, and inner fenders.
1995 was the only year for the soft-dash on Range Rover Classics, and this example shows well and retains its original fittings.
The 8″ wheelbase increase in this LWB configuration translates almost entirely to increased rear-passenger legroom.
-On loan from The Mike Malamut personal collection
This 1965 Toyota Land Cruiser is a restored example from relatively early in the model’s long production run. The truck is powered by a 3.9 liter straight-six paired to a 3-speed manual transmission and features the folding rear door, small windows, and other details of an early example. The 3.9 liter straight-six is unmodified and resides in a nicely detailed engine bay.
This car has the corrugated sides. Mike liked the unusual color. We did a lot of freshening to this example. This car is for sale because of the lack of space in the museum.
There have been few automobiles in modern history that exploded upon the scene quite like the Citroën DS did upon its debut at the 1955 Paris Motor Show. It, quite frankly, set the automotive world upon its ear with incredibly futuristic streamlined styling by Flamino Bertoni. (Yes, this most iconic of French automobiles was designed by an Italian.) Yet, the breathtaking styling of the DS was the least of its marvels. The steering wheel turned on a single spoke, providing a ready view of the dashboard instruments. The brake pedal was simply a button in the floor. The drivetrain was a remarkable combination of front-wheel drive, servo-assisted front disc brakes, hydraulically assisted steering, and fully independent hydro-pneumatic suspension with automatic ride control.
Simply put, the DS was a spaceship by the standards of its time. Yet in the first day of its exhibition at Paris alone, the factory had collected 749 orders of the car; by the end of the event, orders numbered well over 12,000; and by the time the ever-evolving DS series ended production 20 years later, 2,786,000 had been built and sold all over the world. Thus, the DS is remembered today as one of the most successful automobiles of all time, alongside such similar legends as the Ford Mustang and Volkswagen Beetle.
The “ultimate” DS 23 shown here represents the peak of the DS’s engineering and styling evolution, with the most powerful engine and best-developed chassis. Even more special, it is a European-specification model, with such desirable features as a five-speed manual transmission and headlamps that turn with the front fenders. Acquired by its current owner, a prominent Southern California collector and longtime Citroën enthusiast, in France in 2004, it received a transmission, clutch, and motor service by a French specialist the following year. Shortly thereafter it participated in the 50th Anniversary of the DS by being driven, by the owner and his wife, from Cannes to Paris, where it was used in a parade on the Champs-Élysées amidst much press coverage.
Since its return stateside, the DS 23 has had its hydraulic system serviced by Grand Central Citroën in Redlands, California. It has about 40,000 kilometers (24,000 miles) from new and retains a wonderful original interior; the body is straight, original, and in very good condition. Most importantly, the car has been titled in California, and is street-legal for American roads.
115 hp, 2,347 cc OHV inline four-cylinder engine, five-speed manual transmission, hydro-pneumatic suspension, and hydraulically assisted front disc and rear drum brakes. Wheelbase: 123 in.
128 hp, 139 cu. in. OHV inline six-cylinder engine with dual Weber twin-choke carburetors, four-speed manual transmission, double wishbone front suspension with torsion bars, hydraulic dampers, and anti-roll bar; solid rear axle with leaf spring suspension, hydraulic dampers, and anti-roll bar; and four-wheel servo-assisted disc brakes. Wheelbase: 104.3 in.
More famous in North America for small cars, Fiat has always produced a wide range of automobiles encompassing virtually every need. Its large “executive cars” were popular with Italian politicians during the 1960s, particularly the 2300, which featured a potent overhead-valve six-cylinder engine and, later, an automatic transmission. It was advanced, stylish, had fine handling and ride qualities, and was quite comfortable – everything that an Italian banker or senator required.
For the banker or senator who wanted to drive himself, in a style that Gianni Agnelli himself could appreciate, there was the svelte 2300 coupe. This limited-production coachbuilt model was styled by Sergio Sartorelli of Ghia and bore a striking resemblance to the ASA and Ferrari 250 GT of the same time period, with round headlights, a long hood, and an airy greenhouse. Power-operated windows, densely padded leather seats, and other cosseting comforts could be found within. The truly sporting 2300 S version boasted a more powerful engine, with two twin-choke Weber carburetors, and a standard four-speed transmission with 3.9:1 final drive, and was a true “driver’s car” with excellent performance.
The 2300 S offered here is one of very few of this model to have come to the United States, where they were not officially sold when new. Acquired in 2014 by a prominent collector and classic automotive museum owner, it underwent a two-year restoration that included stripping the body to bare metal, repairing it properly, and finishing it in a lustrous Blu Notte. The interior was restored as necessary, involving many new pieces; all of the chrome pieces were removed and re-plated, and new rubber seals for the door glass were installed. The brakes were disassembled, cleaned, and reassembled to work well, and the carburetors were rebuilt and properly tuned.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
We have placed our 1963 Chevrolet Nova SS Hard Top Coupe up for sale. The cr has been part of the collection for several years. This is the first year and the beginning of the Super Sport name and badge markings. This SS Nova 400 holds a six cylinder (yes, a 6 cylinder SS!), 120 horse power motor. The car was owned by only one family in Orange County. A rare find, it comes with an automatic stick on the floor. The AC was recently serviced and works great.
For extensive photos and driving videos, please visit our prior listing on bringatrailer.
For more information, contact us!
-Part of the Mike Malamut personal collection
The Safari wagon was Pontiac’s 2-door counterpart to the Chevrolet’s line of the Nomad wagon. In fact, they shared many of the same components and were created by Pontiac’s stylist Paul Gillian. The Safari wagon was produced in the sporty 2-door version from 1955-1957, but nonetheless was outsold by the Nomad 20,092 to 9,094. In 1957 Pontiac began making the full-size 4-door Safari Transcontinental, and added the Safari nameplate to their Chieftrain, Super Chief, and our Star Chief Custom seen here. By 58, Pontiac no longer made their original 2-door sporty Safari, but went on to continue their full-size models as their family wagon.
The ever so famed Metropolitan is best known for first being American car to popularize subcompact cars in the US market. In fact, the Metropolitan conformed to both the economy and subcompact car standards under US guidelines. While most U.S. automobile makers were following a ‘bigger-is-better’ philosophy, Nash Motor Company executives were examining the market to offer American buyers an economical transportation alternative. The Metropolitan was designed as a ‘commuter/shopping car’ with a resemblance to the big Nash, while incorporating a wheelbase shorter than a VW Beetle’s. Nash contracted with British Motor Corporation building its American designed Metropolitan using existing BMC mechanical components utilizing a 1,200 cc (73 cu in) OHV straight-4 Austin ‘A40’ series engine in their first coupes and convertibles models in 1953. In 1954, corporate restructuring began, merging the Nash-Kelvinator Corporation with the Hudson Motor Company to form the American Motors Corporation (AMC), additionally allowing the Metro to become available at Hudson dealers. Furthermore, all Metropolitans were upgraded with an Austin B-series 1200c engine. In 1955, major changes included the B-series engine increasing its capacity to 1,489 cc, two toning becoming available, and houndstooth interior being installed. In September 1957, AMC announced that it was dropping the Nash and Hudson brand names. The Metropolitan was subsequently marketed under the ‘Metropolitan’ name only, and was sold through Rambler dealers. It is believed that the Nash and Hudson Grille medallions were discontinued around September 1956. They were replaced with the ‘M’ style Grille medallion, so technically this could be an AMC Metropolitan or a just a Metropolitan if one wants be really critical.
Equipped with a 327 V-8 (350HP) 4-speed, PS, 3:08 Posi rear, fitted during restoration with 1967 Chevelle front power disc brakes. Additionally, this car has wire wheels, original SS wheel covers, red line tires, bucket seats, and console. It was sold new and one-family owned in Tucson, Arizona. All numbers are matching in this car that was featured as a Hemmings Magazine centerfold.
The first-generation Ford Mustang was manufactured by Ford from March 1964 until 1973. The introduction of the Mustang created a new class of automobile known as the pony car. The Mustang’s styling, with its long hood and short deck, proved wildly popular and inspired a host of competition.
It was initially introduced as a hardtop and convertible with the fastback version put on sale in August 1964. At the time of its introduction, the Mustang, sharing its underpinnings with the Falcon, was slotted into a compact car segment.
The standard interior features of the 1965 Mustang included adjustable driver and passenger bucket seats, an AM radio, and a floor mounted shifter in a variety of color options. Ford added additional interior options during the 1965 model year. The Interior Decor Group was popularly known as “Pony Interior” due to the addition of embossed running ponies on the seat fronts, and also included integral armrests, woodgrain appliqué accents, and a round gauge cluster that would replace the standard Falcon instrumentation. Also available were sun visors, a (mechanical) remote-operated mirror, a floor console, and a bench seat. Ford later offered an under-dash air-conditioning unit, and discontinued the vinyl with cloth insert seat option, offered only in early 1965 models. One option designed strictly for fun was the Rally-Pac. Introduced in 1963 after Ford’s success at that year’s Monte Carlo Rally and available on other Ford and Mercury compacts and intermediates, the Rally-Pac was a combination clock and tachometer mounted to the steering column.
-On loan from The Mike Malamut personal collection
An American classic, it comes with a 327 300 HP V-8 engine, automatic transmission, power steering, power brakes, AM/FM radio, power windows, posi-traction, factory air conditioning, original interior, and 61,000 miles. One of the of the first cars to be added to the museum collection, it is one of 270 Corvettes to have factory air conditioning.
-On loan from The Mike Malamut personal collection
Complete with a standard transmission and column three-speed, this car has an optional V-8 327 Vigalante engine and four-wheel drive. Additionally, it has power steering and brakes, air conditioning, and AM radio. The interior is original and in excellent condition.
1965 marks the final year of the big grill, a classic look to these Jeeps. This car is a black-plate, California car. In order to get the car, Mr. Malamut had to offer several cars and cash to pry it away from the previous owner. It’s a car he loves to drive because it reminds him of the sixties’ family SUV, where he could put the dog in the back seat and cruise down the road and at every stop sign receive compliments from people on the street and thumbs up from other drivers.
-On loan from The Mike Malamut personal collection
The Willys Jeep Station Wagon was an automobile which was produced by Willys in the United States from 1946 to 1965. It was the first mass-market all-steel station wagon designed and built as a passenger vehicle.
With over 300,000 wagons and its variants built in the U.S., it was one of Willys’ most successful post-World War II models. Its production coincided with consumers moving to the suburbs.
The Jeep Wagon was designed in the mid-1940s by industrial designer Brooks Stevens. Willys did not make their own bodies. Car bodies were in high demand and Willys was known to have limited finances. Brooks therefore designed bodies that could be built by sheet metal fabricators who normally made parts for household appliances and could draw sheet metal no more than 6 inches.
The Jeep Wagon was the first Willys product with independent front suspension. Barney Roos, Willys’ chief engineer, developed a system based on a transverse seven-leaf spring. The system, called “Planadyne” by Willys, was similar in concept to the “planar” suspension Roos had developed for Studebaker in the mid-1930s.
The steel body was efficient to mass-produce, easier to maintain and safer than the real wood-bodied station wagon versions at the time.
-On loan from The Mike Malamut personal collection
The Morris Minor was a British economy car that debuted at the Earls Court Motor Show in London on September 20th 1948. The development of Morris Minor was undertaken by the master British car engineer, Sir Alec Issigonis, whom oversaw the production of 1.3 million Morris Minors that were manufactured from 1948-1971, and was also responsible for pioneering the development of the Mini. Initially available as a 2-door saloon and tourer (convertible), the range was subsequently expanded to include a 4-door saloon in 1950, and in 1952 a wood-framed estate (the Traveller), panel van and pick-up truck variants. The Minor was manufactured in three series, Series I, Series II (1952) and finally the 1000 series (1956). This particular model is a late model Traveller, which features the estate wagon passenger compartment fashioned with wooden trim outlines and a 57.9 cubic inch 1000 series engine, exhibiting a bit of style packaged with economic prowess.
Jaguar’s first post-war sports car, the XK120 followed in the footsteps of the SS 100, which ceased production in 1940. Introduced at the 1948 London Motor Show, it met with a resounding response. Interestingly, the “120” in the name referred to the top speed of the car, making it the world’s fastest standard production car at its launch (with windscreen removed, it could actually go faster). Hand-built between late 1948 and the early 1950s, the car’s popularity forced mass-production as the new decade dawned.
-On loan from The Mike Malamut personal collection
The TR3A was produced from 1957 to 1962. The TR3A was a minor update from the TR3. This included a new wide front grille, exterior door handles, lockable boot handle and tool kit. The TR3 was the first European car to feature modern disc brakes, which were continued along the TR3A line and its other successors. The little Brit’s superior braking ability combined with its size and maneuverability made this car sportscar a popular choice for the road or track. The TR3A was quite a success totaling in 58,236 produced.
-On loan from The Mike Malamut personal collection
A rare Renault, this deluxe model has a Robri trim package. Imported from France in 1998.
When Citroen released the 2CV car in 1948 it began a 42 yearlong dominant reign of cost efficient transportation for the working class. The 2CV went on to materialize it own conceptions from its tried and tested platform, and in 1951 Citroen gained a foothold in the commercial vehicle market with a utilitarian vehicle that that had the genes of a 2CV, which the French commonly referred to as the “Fourgonnette or Camionnette” meaning little van or truck. The first model the AU putted out 375 cc’s of power and had a top speed of only 60 kph/27 mph but its 250 kg payload made it desirable and soon it became the preferred transport of most small entrepreneurs and artisans. Mechanical changes broadly reflected those of the saloons models and as a result the 425 cc engine became fitted in 1955 when the model designation became AZU. In 1963 the AZU received the 18 bhp engine that also was fitted to the saloons and the corrugations on the upper side panels were removed to facilitate sign writing and doors became hinged on the outside. With the exception of one minor 10cc engine upgrade in 1973 and some small body changes the maturation of the 250kg model was completed. This 250kg model along with a pair of extended 350 kg and 400 kg siblings went service the working public up until its retirement in 1977.
-On loan from The Mike Malamut personal collection
When Citroen released the 2CV car in 1948 it began a 42 yearlong dominant reign of cost efficient transportation for the working class. The 2CV went on to materialize it own conceptions from its tried and tested platform, and in 1951 Citroen gained a foothold in the commercial vehicle market with a utilitarian vehicle that that had the genes of a 2CV, which the French commonly referred to as the “Fourgonnette or Camionnette” meaning little van or truck. The first model the AU putted out 375 cc’s of power and had a top speed of only 60 kph/27 mph but its 250 kg payload made it desirable and soon it became the preferred transport of most small entrepreneurs and artisans. Mechanical changes broadly reflected those of the saloons models and as a result the 425 cc engine became fitted in 1955 when the model designation became AZU. In 1963 the AZU received the 18 bhp engine that also was fitted to the saloons and the corrugations on the upper side panels were removed to facilitate sign writing and doors became hinged on the outside. With the exception of one minor 10cc engine upgrade in 1973 and some small body changes the maturation of the 250kg model was completed. This 250kg model along with a pair of extended 350 kg and 400 kg siblings went service the working public up until its retirement in 1977.
In secrecy during the war, Louis Renault had developed the rear engine 4CV, which was subsequently launched under Pierre Lefacheux in 1946. The 4CV proved itself a capable rival for cars such as the Morris Minor and Volkswagen Beetle, and its sales of more than half a million ensured its production until 1961. Little is known about the French beach cruiser that shares its nickname “Jolly,” with a similar Ghia conversion Fiat 500/600, which was also produced during this time. Jolly, which literally translates to joker in Italian describes the light-hearted nature of these little cars that featured open-air style seating and wicker bucket seats. Exact production numbers are tough to reproduce as there were very few of them made and that they were obtained only through a special request of a secondary party, Ghia, the coach builder responsible for the conversion of both the Italian and French versions. We do know that French Renault Jolly is less common than the Fiat 500-600 version and there much less of the French Version in existence. Many believe they were used or taxis in warm resort towns across Europe and other places throughout the world, leaving many of these fun little cars to perish quickly over the years.
-On loan from The Mike Malamut personal collection
A sierra beige exterior with tan interior and four-speed engine, this car has an AM/FM factory radio. It’s completely original with 95,000 miles. The condition is rated #1. It’s rare to find an original car of this vintage in such pristine condition.
The BMW 700 was a small rear-engined car produced by BMW in various models from August 1959 to November 1965, and was the first BMW automobile with a monocoque structure. The 700 was a sales success at a time when BMW was close to financial ruin, and was also successful in its class in motorsport, both in its stock form and as the basis of a racing special called the 700RS. The first variant of the 700 to appear after the original coupe and saloon was the 700 Sport in August 1960. Available only as a coupe, the Sport used an updated engine with a pair of Solex carburetors and a 9.0:1 compression ratio bringing its power output to 40 horsepower (30 kW). The Sport also had a rear anti-roll bar and a ribbed oil pan that was used to reduce the oil temperature of the more powerful engine. BMW introduced a 700 Cabriolet shortly after the 700 Sport, featuring the Sport’s 40 horsepower engine and a body Karosserie Baur of Stuttgart. More than a total of 188,000 BMW 700s were sold before production ended in November 1965, and only 2,592 were cabriolets. Upon discontinuing the 700, BMW left the economy car market and did not return for many years until 2002, when they began to reproduce the Mini-Cooper.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
Restored in the museum’s shop by Bob Robertson, this van comes with an original 1500 engine. A California car, it also stocks the original black plates. Note the optional three-guage pod mounted on the dashboard as well as the hand-refurbished interior.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
The first year for the 240Z. One owner car, original 30,000 miles,
original paint, original interior, matching numbers (motor and transmission).
-On loan from The Mike Malamut personal collection
First year for the Acura NSX. This is a one-owner California car with an alloy body, mid-engine,
5-speed transmission. Original 270 horsepower engine, original paint and interior with 70,000 miles.
The Datsun 221 went into production in 1959 and lasted briefly until 1960 when it was replaced by the 222 model. The 221 pickup truck is visually identical to the previous 222 except for its cargo section. The bottom of the cargo section on the 221 ends just below the height of the wheel, on the 222 a small skirt section has been added. The 221 truck was available with either a 1000 or 1200 engine. Side mounted badges in the vehicle say DATSUN 1000. Typically, there is a round badge in the center of the dashboard that says DATSUN 1000, or 1200 for the 1200 version. This Datsun pickup happens to be a 1200cc model with a features the Nissan-E OHV 4 cylinder motor that puts out 48 horsepower.
The N600 was produced from 1967 to 1972. It was introduced to the USA in 1969 as a 1970 model, and was the first Honda automobile to be officially imported to the United States. It was technologically advanced for its time, with an all alloy engine that could achieve 9000 rpm. Engine output was 36–45 hp (27–34 kW) and the N600 was capable of 81 mph (130 km/h). It delivered surprisingly peppy performance because of its lightweight (around 550 kg/1100 pounds), due to compact dimensions and its utilization of plastic parts (such as the boot lid). The first brakes were very weak, despite having front disks and power assist. Rear suspension was a dead axle on leaf springs. US sales stopped in 1972, as it was replaced for the sportier Honda Z600 after about 25,000 had been sold there. However shortly after, the Z600 was also replaced, as the first generation Honda Civic proved to be something a little more suited to the American Interstate system. Nonetheless, in recent both of these little Honda shave been becoming more collectible. This maybe some coincidence as the N600 has been known for being called the Fu Gui, meaning ‘Wealth’ in Chinese.
-On loan from The Mike Malamut personal collection
Imported from Italy in 2007, this car is mostly original with a rare roof rack. Sporting a surf board, it’s reminiscent of a pleasant day at the beach.
A rare find, this vehicle is one of only a few which have survived. A model C, it was imported from Italy in 2008.
A four-door vehicle with a beige and white exterior, it’s one of two of it’s type in the Malamut collection
In the early 1920s, brothers Domenico and Attilio Giannini established a small company that prepared Fiats and other cars for the popular Millie Miglia (“thousand mile”) race in Italy. Following World War II, Giannini continued to modify Fiats, building radically altered race and street cars in small production runs that made use of their speed equipment. Because their cars were based on inexpensive and available Fiat components, enthusiasts of limited means were given the opportunity to acquire, operate, and maintain a performance microcar for a fraction of the cost of a Ferrari or Maserati. During the 1960s and 1970s, Carroll shelby had a similar relationship with Ford and constructed some of the best remembered American cars of the era.
Mr. Malamut has always admired this particular model of Fiat, agreeing with the Shelby comparison, whereas Ford would give Shelby a “base” car and he would create an instant classic with his modifications. Giannini would do the same with Fiat. This little Fiat has a dual Weber carburator, Giannini head and manifold, extended oil sump, external oil cooler, special gauge package, and sports a fiberglass hood and engine deck lid. They are very rare cars. Mr. Malamut spent many years looking to acquire one but was unsuccessful because of their rarity.
After becoming America’s first Vespa dealer in 2000 following more than a two-decade hiatus (Vespa was gone, unable to conform to safety and EPA standards) Mr. Malamut was instrumental in helping the Piaggio Corporation become a license/distributor, so much so that he gave Piaggio free office space in his Southern California corporate headquarters, asking nothing in return. One day, the “then” president of Vespa USA, Giancarlo Fantapia, asked Mr. Malamut to take a walk with him downstairs. Upon exiting the elevator, in the corner of his eye, he glimpsed a Giannini race car. He turned to Giancarlo and exclaimed, “I’ve been looking for one of these Gianni’s for years. What a beautiful car!”
He then walked over to the Giannini, both admiring it. After a few minutes, they walked away, but moments later stopped as Giancarlo handed him the keys. Mr. Malamut was perplexed. “I don’t understand,” he asked. The reply: “This is yours; a present. A small gesture from Piaggio for your help with our entry into the United States.”
The car today remains a proud piece of the Malamut Museum.
In 1957 Fiat introduced the Multipla. Using the successful genes of Fiat 600, the Multipla used the 600’s drivetrain, model 1100 coil, and wishbone independent front suspension, and built a compact van that could seat up to 6 people in a footprint just 50 centimeters (19.7 in) longer than the original Mini Cooper. The driver compartment was also moved forward over the front axle, eliminating the boot in effect maximizing the space in a one-box setting. Behind the front seat, the vehicle could be arranged with a flat floor area or a choice of one or two bench seats allowing the Multipla to transform back and forth from a cargo van to a passenger car. Until the 1970s it was widely used as a taxi in many parts of Italy and in other parts of Europe. This Multipla Taxi features both a working meter and cab lights, allowing one a real sense of the transportation that took place during this era.
Contrary to popular belief, Chrysler and Lee Iacocca did not invent the Minivan. There were many other similar models crawling halfway around the world before they even thought of it. One of such was this amazing six-passenger micro van called the Multipla. The Multipla was an economical transportation masterpiece using the proven Fiat 600 drivetrain, 1100 model coil, and wishbone independent front suspension, while only measuring 50 centimeters (19.7 in) longer than the original Mini Cooper. The driver compartment was moved forward over the front axle, eliminating the boot in effect maximizing the space in a one-box setting. Behind the front seat the vehicle could be arranged with a flat floor area or a choice of one or two bench seats allowing the Multipla to transform back and forth from a cargo van to a passenger car. A 633 cc right hand drive Multipla was tested by the British magazine The Motor in 1956 and was found to have a top speed of 57.1 mph (91.9 km/h) and could accelerate from 0-50 mph (80 km/h) in 43.0 seconds. A fuel consumption of 38.4 miles per imperial gallon (7.36 L/100 km; 32.0 mpg-US) was recorded. The test car cost £799 including taxes on the UK market.
-On loan from The Mike Malamut personal collection
The continuing success of the ‘Giardiniera’ Station Wagon prompted Fiat to introduce a more substantial all-metal Station Wagon in 1951, which they called the ‘Belvedere’. Mechanically, it was almost identical to the ‘Giardiniera’ having the same 500B type engine, same folding roof and the single rear door. A single raised bar ran horizontally across the doors instead of the Giardiniera’s two wooden style bars and the panels were painted in a contrasting color.
-On loan from The Mike Malamut personal collection
The Fiat 850 is a small longitudinal-rear-engined rear wheel drive car, which was produced between 1964 and 1973. Its technical design was an evolution of the very successful Fiat 600. The engine of the 850 was based on that of the Fiat 600, but had its capacity increased to 843 cc. The 850 came in two versions: ‘normale’ (standard) with 34 hp (25 kW) and ‘super’ with 37 hp (28 kW). The maximum speed was approximately 125 km/h (78 mph). While it was not a large step forward in technical development, it possessed a certain charm with its large rolling eyes and its short tail, in which the engine sat. The 850 family included several body styles with similar technical components underneath. Fiat launched their revised version of the 850 sedan in 1968. It shared the 47 hp (35 kW) tuned engine of the 850 Coupé that was introduced in 1965, and offered front disc brakes, sport steering wheel and improved trim. With a 25 percent increase in power, plus disc brakes nestled behind 13’ wheels, it was a ‘sport sedan’ in the vein of the BMW 2002, albeit on a smaller scale. This 850 special features a rare ‘Idroconvert’ or semi-automatic transmission. Meaning that it is designed with a normal ‘H’ pattern gearbox, and can be shifted like a manual, but is done without one having using a clutch pedal, as there isn’t one found anywhere on this particular vehicle, all making it very interesting, but a little awkward to anyone who is used to operating a standard manual.
-On loan from The Mike Malamut personal collection
1963 Henkel Trojan
1957 BMW Isetta 250
1963 Triumph TR4
This car has a V-8 with a three-speed transmission. Original color is turquoise black with factory trim rings on the wheels. Inside is a factory AM radio with interior restored to factory specifications. It is in number one condition.
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First year for the Acura NSX. This is a one-owner California car with an alloy body, mid-engine, |
The MG T series included the TA, TB, TC, TD, and TF models, a range of body-on-frame convertible sports car produced in sequence from 1936 through 1955. The last of these models, the TF, was replaced by the MGA. The TF launched in 1953 was a facelifted TD, fitted with the TD Mark II engine, headlights fared into the fenders, a sloping radiator grille, and a new pressurized cooling system along with a simulated external radiator cap. The 1954 engine, now designated XPEG, was enlarged to 1466 cc by increasing the bore to 72 mm (2.8 in), giving 63 bhp (47 kW) at 5,000 rpm; the car was designated the ‘TF1500’. Production ended on 4 April 1955 after 9,602 TFs had been manufactured, including two prototypes and 3,400 TF1500s. The TF was superseded by the MGA. The TF name was reused in 2002 on the mid-engined MG TF sports car.
A Texas car, this deluxe model is a recent acquisition to the Malamut collection. This car comes equipped with an automatic transmission, V-8 engine, power steering, power brakes, air conditioning, four-wheel drive, original interior, and has a factory hard-top with optional soft-top. This car, with 68,000 miles, is in #1 condition.
Evolved from the 4/4, the Plus Four arrived on the British market in 1950, sporting a four-inch longer wheelbase with a different, more powerful engine. This edition of the Morgan (originally restored in 1993) is a four-seat tourer equipped with two smaller back seats. It’s finished in British Racing Green with a tan interior, trimmed in leather with a wood dash and crisp, clean gauges. Discontinued in 1968 with period advertisements declaring it “the last of the real classics,” it is a timeless example of British motoring vehicles..
1941 American Bantam
This car has gone to a new home in Australia!
Part of the Malamut Auto Museum Foundation
The Figaro was introduced at the 1989 Tokyo Motor Show under the slogan “Back to the Future”. The name references the title character in the play The Marriage of Figaro by Pierre Beaumarchais.
Based on the Nissan Micra, the Figaro was built at Aichi Machine Industry, a special projects group which Nissan would later call “Pike Factory,” which also produced three other niche automobiles: the Be-1, Pao and S-Cargo.
As a fixed-profile convertible, the upper side elements of the Figaro’s bodywork remain fixed, while its fabric soft top retracts to provide a less fully open experience than a typical convertible. The fixed-profile concept is seen on other convertibles, including the Citroën 2CV (1948–1990)
The Figaro was marketed in four colors representing the four seasons: Topaz Mist (Autumn), Emerald Green (Spring), Pale Aqua (Summer) and Lapis Grey (Winter). Few, reportedly 2,000, were marketed in Topaz Mist.
The car was equipped with leather seats, air conditioning, CD player and a fixed-profile slide-back open roof. 8000 were originally available with an additional 12,000 added to production numbers to meet demand. Prospective purchasers entered a lottery to purchase a Figaro. Limited edition cars came with passenger side baskets and cup holders.
-On loan from The Mike Malamut personal collection
The 700 marks an odd chapter in BMW history, but it was also a lifesaver for them.
Like a lot of European cars in the post-war era, the 700 featured a rear-mounted engine that powered the rear wheels. Only one engine was used: a tiny 697cc flat 2-cylinder. Fortunately, with the balance and handling that a rear-engine provides, coupled with a relatively low curb weight of just 1,500 lbs., these were capable little cars. They were used in motorsport racing and did very well.
Styling is courtesy of Giovanni Michelotti, who would later design the iconic BMW 2002. Although the grille-less front is slightly off-putting, the overall shape is nicely handled. Note the ever-so-slight tail fins, rare on European cars. Europeans were never keen on the American styling cue. The compact “bathtub” proportions, thin pillars and plentiful greenhouse glass are signs of good things to come from BMW, however.
Inside, the interior has a minimalist deco-mod vibe, with a matching body color dashboard and neatly detailed steering wheel.
The 700 rescued BMW and provided much needed sales of 188,000 units, breathing new life into the company and guaranteeing them a future in the auto making business. Building upon the microcar 600 chassis, the 700 was actually BMW’s last economy car before they produced the MINI Cooper. It was the last economy car with their name on it. This New Class cars of the late 60s had a better profit margin and moved the whole brand upscale.
The final development of the 700 was the 700 LS Coupe of 1964. This was a long-wheelbase coupe with the Sport engine. 1,730 LS Coupes were built.
-Part of the Mike Malamut Collection
By the dawn of the 1950s, Alfa Romeo looked little like its pre-war self. Gone were ferocious engines and body-on frame designs; they were replaced with a sophisticated twin-cam four cylinder and the brand’s first foray into monocoque design. Despite a push toward the mainstream, which was necessitated by a changed economic climate in Europe, Alfa Romeo continued to possess the same spirit that had guided it to numerous grand prix victories prior to World War II.
Alfa Romeo’s new small-car lineup arrived to much fanfare in 1954 with the introduction of the stately Giulietta Sprint Coupe. A year later, a sedan, or berlina, version debuted, but the automotive world was turned on end a few months after, when a Pininfarina-designed giulietta spider was unveiled, first in prototype form, at the 1956 Turin Salon.
The production model that hit the road shortly thereafter stayed true to the prototype. Riding on a slightly shortened wheelbase than the Sprint and Berlina, the Spider was neatly and elegantly styled, with many design cues characteristic of Pininfarina. Underhood, the Spider initially offered Alfa Romeo’s 80-horsepower, 1,290-cubic centimeter four-cylinder. A drop-top was later available for a Veloce with more power and a number of lightweight components, although styling modifications were limited to a hood scoop. The Giulietta Spider eventually became the Giulia Spider, although the name change wasn’t accompanied by a full-scale redesign. As a result, the Spider’s basic look continued for almost a decade before being replaced by the Duetto.
The Giulietta Spider featured a 80 bhp 1,290 cc dual overhead-camshaft inline four-cylinder, synchronized four-speed manual transmission, front long and short control arms, coil springs and anti-roll bar with rigid rear axle suspension, and hydraulic drum brakes.
-Part of the Mike Malamut Collection
The Fiat 500 (Italian: Cinquecento)is a rear-engine two-door, four passenger city car manufactured and marketed by Fiat Automobiles from 1957 to 1975 over a single generation in 2-door saloon and 2-door station wagon body styles.
Launched as the Nuova (new) 500 in July 1957, it was a cheap and practical town car. Measuring (9 feet 9 inches) long, and originally powered by a 479 cc two-cylinder, air-cooled engine, the 500 is considered one of the first city cars.
The model seen here is a 500D. Replacing the original Nuova in 1960, the D looks very similar to the Nuova, but there are two key differences. One is the engine size. The D features an uprated 499 cc engine producing 17 bhp as standard. This engine is used right through until the end of the L in 1973. The other difference is the roof. The standard D roof does not fold back as far as the roof on the Nuova, though it was also available as the “Transformable” with the same roof as the Nuova. The D also features “suicide doors”.
-Malamut Auto Museum Foundation
This 1966 Jaguar S-Type is powered by a 3.8-liter twin cam inline-six paired to a 4-speed manual transmission with overdrive. The first owner took possession of the car in England used it to tour Europe, visiting Switzerland, France, Germany, and Italy before shipping it home it to Sacramento, California. The car was ordered under the special Jaguar endorsed Panocean Euro Delivery program by the first owner.
The interior features extensive wood and leather materials. Among a number of factory options, the car was equipped with power steering and overdrive. Power comes from a 3.8-liter twin cam inline-six fed by twin carburetors, which was the only engine option available for the US market. This example is paired to a floor-shifted 4-speed manual gearbox. The trunk contains a factory spare as well as an original tool kit.
-Part of the Mike Malamut personal collection
Used up Beetles were abundant in California and the surf culture was at its peak in the Sixties. The dune buggy epitomized the California lifestyle.
The concept was so simple, and so inviting, that it spread quickly. It took only a Sawzall, some wrenches, a tape measure, a simple one-piece mold and some cloth and resin to become a dune buggy builder.
Bill Harkey in inland San Fernando was one who advanced the concept with his Glitter Bug in 1966. His Glitter Bug started out by widening the front and rear fenders to keep dirt, dust and rocks from pelting occupants. His later Glitter Bug Sportsman Pickup kept the Beetle’s stock wheelbase, using the added length for a pickup-style bed that would accommodate rear seats or carry a weekend’s camping equipment. It even had a tailgate and its flared rear fenders were even more protective.
This 1956 Glitter Bug Sportsman Pickup is based on a Volkswagen Beetle and features a custom built fiberglass body. It was developed by Bill Harkley and sold as a kit in the mid-1960’s to compete with the ever-popular Meyers Manx. It is finished in Metalflake Orange gel coat and wears a set of Keystone alloy wheels. Power comes from a 1200cc single-port VW flat-four and 4-speed manual gearbox. The Glitter Bug has a matching hardtop.
-On loan from The Mike Malamut personal collection
The Porsche 928 is a luxurious grand tourer that was produced by Porsche AG of Germany from 1978 to 1995. Originally intended to replace the company’s well-known and famed 911, the 928 combined the power, poise, and handling of a sports car with the refinement, comfort, and equipment of a luxurious tourer to create what some Porsche executives thought would be a vehicle with wider appeal than the compact, quirky and sometimes difficult 911.
Since its inception in 1949, Porsche has manufactured only seven front-engined models, four of which were coupés, including the 928. The car has the distinction of being the company’s only coupé powered by a front-mounted V8 engine, and the company’s first production V8 powered model.
The body is mainly galvanized steel, but the doors, front fenders, and hood are aluminum in order to make the car more lightweight. It has a substantial luggage area accessed via a large hatchback. The polyurethane elastic bumpers were integrated into the nose and tail and covered in body-colored plastic; an unusual feature for the time that aided the car visually and reduced its drag.
The 928 included several other innovations such as the “Weissach Axle”, a simple rear-wheel steering system that provides passive rear-wheel steering to increase stability while braking during a turn, and an unsleeved, silicon alloy engine block made of aluminum, which reduced weight and provided a highly durable cylinder bore.
This 1983 Porsche 928S shows 50,652 miles and is a two-owner example that was originally purchased with European delivery. It is equipped with a 4.7L V8 and 5-speed manual transmission. Ordered in Slate Blue Metallic from the factory, the car was also optioned with side moldings. It is also a rare non-sunroof car.
-On loan from The Mike Malamut personal collection
This 1967 Triumph GT6 Mark I underwent a rotisserie restoration in 2001 to original specification. Powered by a rebuilt 1998cc inline-six and a 4-speed manual with overdrive, this example is one of 15,818 Mark I cars produced between July 1966 and September 1968.
Shown regularly shown by prior owners, this Mark I has attended many Pacific Northwest events. Past show awards include:
Best of Show, Dixon California All British Motoring Show
President’s Award, Triumphest
1st in Class, Niello Concours
2014 Best of Show Honorable Mention, Portland All British Field Meet (over 800 cars shown)
1st in Class, Portland All British Field Meet (each of 10 entries)
1st in Class, Western Washington All British Field Meet (each of two entries)
1st in Class, NW All Triumph Drive In (each of four entries)
In 1994, the prior owner purchased this GT6 in San Jose, intending to use its overdrive transmission for another project. Made aware the original color might be rare, he elected instead to do a full restoration, using many NOS parts previously acquired from closing dealerships. This owner had prior GT6 experience, and his work is documented.
A body tag confirms Cactus (15) as the original color. The BMHIT noted this was not a GT6 production color, and might have been used on as few as six cars.
-On loan from The Mike Malamut personal collection
The Toyota J40 is the model designation for a Toyota Land Cruiser 40 series made from 1960 until 1984. Most 40 series Land Cruisers were built as 2-door SUVs with slightly larger dimensions than a Jeep CJ.
This 1972 Toyota Land Cruiser FJ40 is an unmodified example that was acquired from a farm in Montana. The 3.8L inline-six, 3-speed manual transmission, interior and sheet metal are all believed to be original. The top is original as well, and was still folded in the original bag when we purchased the truck.
the original owner removed the standard top in favor of a pickup-style cab early in the truck’s life. The currently fitted soft top is original, and was still folded and in the original bag as-acquired by us. The correct steel wheels with hubcaps are still fitted, along with the correct badging and lights.
Power comes from a 3.8L F-series inline six, which is backed by a 3-speed manual transmission. Per the seller, the truck has only required tune-up work and has been very reliable. The seller states that the truck runs and drives well, with a smooth motor and transmission.
This 1969 Jeep Wagoneer remained with a single family in Illinois before being acquired by us and moved to California in 2005. The first owners reportedly only used the truck locally, and the interior and 350ci Dauntless V8 are believed original. The body was repainted in its factory color about 20 years ago, and the wheels feature the correct front hubcaps for engaging the front axles of the 4wd system.
A period-correct CB radio is fitted under the glovebox. The 26k indicated miles are believed to be accurate.
The Auto Union 1000 is a compact front-wheel-drive automobile manufactured by Auto Union GmbH between 1958 and 1965. It was the first (and in many markets the last) model branded as an Auto Union by the manufacturer since the 1930s.
This 1958 Auto Union 1000 Sonderklasse Saxomat is an updated version of the preceding DKW 3=6 equipped with a larger version of the same 3-cylinder two-stroke engine and a Saxomat semi-automatic transmission. The car was restored by a Long Island based enthusiast some time before 1992. In 1992 the restorer sold the car to another enthusiast in Virgina. Michael Kersnick purchased the car around 2012, and the current owner purchased it from him in 2014.
This example features a Saxomat semi-automatic transmission, a sliding sunroof, and pillarless coupe bodywork. The narrow steel wheels are fitted with Auto Union-branded wheel covers. There is a slight misalignment in the chrome trim at the bottom of the passenger’s door.
In 1957 Auto Union removed the confusing 3=6 badging from this model line, and the 1000 was marketed solely as an Auto Union rather than a DKW. Correct Auto Union, Sonderklasse and Saxomat badging is present.
The 1000 used a more powerful version of the three-cylinder two-stroke found in the preceding 3=6. It is paired to a semi-automatic 4-speed Saxomat transmission.
-On loan from The Mike Malamut personal collection
This 1947 Jeep CJ2A is a restored example that has been with the owner for about six years. The truck was purchased in Hershey, Pennsylvania from a reported Jeep expert named Fred Long who had owned the truck since 1993. Mr. Long performed the restoration, and drove the Jeep locally during his ownership. A Willys L134 “Go-Devil” inline-four provides power to all four wheels via a 3-speed manual transmission paired with Dana axles.
This CJ2A is finished in Harvard Red with contrasting white wheels and an included green canvas top. The top bars can be seen stowed inside the windshield, and on the left rear quarter panel in their correct stowage pockets. No modifications are present, and the truck sits at stock height. The axles are a Dana 25 at the front, Dana 41 at the rear, and the transfer case is a Dana 18.
The Jaguar XJ is the name of a series of full-size luxury cars sold by the British automobile brand, Jaguar Cars since 1968. Since 1970 they have been Jaguar’s flagship. The original model was the last Jaguar saloon to have had the input of Sir William Lyons, the company’s founder.
The car was introduced in September 1968. Power-assisted steering and leather upholstery were standard on the 2.8 L De Luxe and 4.2 L models and air conditioning was offered as an optional extra on the 4.2 L.
Daimler versions were launched in October 1969, in a series of television advertisements featuring Sir William. In these spots, he referred to the car as “the finest Jaguar ever”. An unusual feature, inherited from the Mark X and S-Type saloons, was the provision of twin fuel tanks, positioned on each side of the boot / trunk, and filled using two separately lockable filler caps: one on the top of each wing above the rear wheel arches. Preliminary reviews of the car were favorable, noting the effective brakes and good ride quality.
In March 1970 it was announced that the Borg-Warner Model 8 automatic transmission, which the XJ6 had featured since 1968, would be replaced on the 4.2-litre-engined XJ6 with a Borg-Warner Model 12 unit. The new transmission now had three different forward positions accessed via the selector lever, which effectively enabled performance oriented drivers to hold lower ratios at higher revs to achieve better acceleration. “Greatly improved shift quality” was also claimed for the new system.
This 1962 International Harvester Travelall remained with the previous owner in Idaho from 1972 until we purchased it several years ago. The truck had been kept in storage for 25 years. The 392ci IHC V8 was rebuilt seven years ago. It is equipped with a 4-speed manual transmission. We did an interior refresh which included new seat covers, floor covers, and additional sound deadening.
The Fiat 600 (Italian: Seicento, pronounced [ˌsɛiˈtʃɛnto]) is a city car produced by the Italian manufacturer Fiat from 1955 to 1969. Measuring only 10 ft 7 in long, it was the first rear-engined Fiat and cost the equivalent of about US$7300 in today’s money. The total number produced from 1955 to 1969 at the Mirafiori plant in Turin was 2,695,197.
The Fiat 600 mirrored the layout of the Volkswagen Beetle and Renault 4CV of its era. Aimed at being an economical but capable vehicle, its design parameters stipulated a weight of around 450 kg with the ability to carry 4 people and luggage plus a cruising speed of no less than 85 km/h.
The car had hydraulic drum brakes on all four wheels. Suspension was a unique single double-mounted leafspring—which acts as a stabilizer—between the front wheels coupled to gas-charged shock absorbers, and an independent coil-over-shock absorber setup coupled to semi-trailing arms at the rear. All 600 models had 3-synchro (no synchro on 1st) 4-speed transaxles. Unlike the Volkswagen Beetle or Fiat 500, the Fiat 600 is water-cooled with an ample cabin heater and, while cooling is generally adequate, for high-power modified versions a front-mounted radiator or oil cooler is needed to complement the rear-mounted radiator. All models of the 600 had generators with mechanical external regulators.
The top speed ranged from 95 km/h (59 mph) empty with the 633 cc inline-four engine to 110 km/h (68 mph) with the 767 cc version. The car had good ventilation and defrosting systems.
Ivan Hirst was born on the 4th March 1916 in Saddleworth, Yorkshire. Hirst Joined the Territorial Army and by 1939 had reached the rank of Captain. In 1940 Hirst was promoted to Major while serving with the British Expeditionary Force and then in 1942 transferred to the newly formed REME (Royal Electrical & Mechanical Engineers).
Towards the end of the second world war, the huge factory set up to produce Hitlers ‘Peoples car’ was in ruins, bomb damage from the daylight bombing raids was extensive. The Russian ground troops were the first to stumble on the factory after crossing the Mittelland canal but were not interested in it, next the US army but again it held no interest. Colonel Charles Radclyffe was looking for a workshop that could carry out much needed repairs to the alied transport and sent Major Ivan Hirst to check the factory out for suitablility.
Major Hirst quicky realised the potential of the factory, especially after they cleared some debris from the generating plant building and discovered it had been put there to disguise the fact that it was still operational.
Production of the Beetle started but raw materials were in short supply and it was a constant struggle to source the steel, the glass & the tyres. On many early cars from this period, it was not possible to buy sheets of steel large enough to press the roof section – the solution was to weld two sheets of steel together, and this seam is sometimes visible on the inside of the roof of surviving cars. Malnutrition amongst factory workers was also a big problem as food was also in short supply, so the lawns next to the factory were turned into vegetable gardens to grow extra food.
In March 1946, the British Army had produced its 1000th Volkswagen.
The Topolino was one of the smallest cars in the world at the time of its production. Launched in 1937, three models were produced until 1955, all with only minor mechanical and cosmetic changes. It was equipped with a 569 cc four-cylinder, side-valve, water-cooled engine mounted in front of the front axle, (later an overhead valve motor) and so was a full-scale car rather than a cyclecar. The radiator was located behind the engine which made possible a lowered aerodynamic nose profile at a time when competitors had a flat, nearly vertical grille. The shape of the car’s front allowed exceptional forward visibility.
Rear suspension initially used quarter-elliptic rear springs, but buyers frequently squeezed four or five people into the nominally two-seater car, and in later models the chassis was extended at the rear to allow for more robust semi-elliptic springs.
With horsepower of about 13 bhp, its top speed was about 53 mph (85 km/h), and it could achieve about 39.2 miles per US gallon (6.00 L/100 km; 47.1 mpg‑imp). The target price given when the car was planned was 5,000 lire. In the event the price at launch was 9,750 lire, though the decade was one of falling prices in several part of Europe and later in the 1930s the Topolino was sold for about 8,900 lire. Despite being more expensive than first envisioned, the car was competitively priced. Nearly 520,000 were sold.
This 1969 Bounty Hunter is a Volkswagen-based dune buggy that was produced in Burbank, California and served as the base for several other models in the USA and Europe.
The blue fiberglass body rests over a Volkswagen chassis of unknown origin. Accessories include front and rear roll bars, the first of which is home to a pair of driving lights and second tied into a custom rear tube bumper and engine guard. A front nerf bar is present along with wind wings and dual 1980s-era mirrors. Aluminum slotted mag wheels are 4-lug up front and 5-lug in the rear, and are mounted with older staggered-size radials.
Quilted vinyl seats are serviceable and blue carpeting is lifted to show the condition of the perforated floor beneath. Interior accessories include a radio and seat belts for front and rear passengers. Instrumentation is a mixture of VW and aftermarket and includes two fuel gauges as well as a 5-digit odometer showing 45k miles.
Power is from a Volkswagen flat-four of unknown year, displacement, or specification. An engine rebuild tag is present according to the seller, and visible upgrades include a pair of period Race-Trim finned valve covers, an electric fuel pump, and a mesh pulley guard. Shifting is via a 4-speed manual gearbox. A carburetor cleaning and tune-up have been performed under current ownership along with fabrication of new brake lines.
This 1963 Volkswagen Beetle has a 129k miles example and comes with handwritten records from the long-term second owner covering 1970-2015. The notebook covers the car’s whole life with it’s second owner, from maintenance and repairs to fuel fill-ups, with mileage and prices noted. The car has been with the current owner for the last several years, and both the 1200cc flat-four and transmission were rebuilt at 121k miles. This Beetle is outwardly unmodified, and retains its original wide-five steel wheels with chrome hubcaps. The original trim and lighting appear to be intact. The paintwork is original, save a few minor touchups noted on the engine cover and trunk. This car still features off-white fender beading, and other original looking body rubber.
The interior has been reupholstered in red vinyl to match the original patterns on the seats. The rest of the interior upholstery is original. This Beetle has a metal sunroof which is in good working order, with an intact cream-colored plastic crank. Very little evidence of wear and tear is apparent on the original materials and paintwork in the cabin.
Both the 1200cc D-Code flat-four and transmission were rebuilt at 121k miles, and in the last few thousand miles the car has required only basic maintenance. The generator was replaced about two thousand miles ago. The car’s electrical systems have been converted to 12v from the original 6v. The original service books and manuals are included in their original plastic sleeve, and the original toolkit is present in its cloth roll. The second owner kept extremely detailed notes on the car for their entire ownership from 1970-2015.
-On loan from the Mike Malamut Auto Collection
This 1947 DeSoto Suburban is a long wheelbase three-row sedan that was originally purchased in Connecticut before use by the Mount Washington Hotel in Bretton Woods, New Hampshire. The Desoto Suburban was built from 1946 to 1954 in several variations for private and public use. It recently had a carburetor rebuild, and white wall tires were fitted by the previous owner. It is equipped with a semi-automatic transmission that is reported to work well.
DeSoto continued the Suburban line into the mid-1950s and the design was revised several times to include larger rear windows and a more capacious trunk. The wheelbase measures 139.5 inches and this early body style was only used in the model’s first two years of production.
The Suburban was built on a long wheelbase chassis to offer three rows of seating, as Desoto did not offer a suitable wagon at the time. Rear seats are simple fold-away items accessible from a folding middle bench. The trunk is lined with hardwood on the floor and molded plywood along the sides and rear. The spare tire has a white vinyl cover to match the rest of the cabin. Wood trim appears to have been redone by a previous owner. The flathead straight-six is believed to have a 236ci displacement.
-On loan from the Mike Malamut Auto Collection
The Austin Gipsy is an automobile which was produced by Austin from 1958 to 1968. It was designed as a replacement for the Austin Champ to compete with Rover’s Land Rover.
Austin picked the name with an “I” spelling rather than gypsy. The Gipsy was visually similar to the Land Rover, but unlike the Land Rover, the Gipsy’s bodywork was steel. The suspension was sophisticated, independent suspension all round using Flexitor rubber springs, which gave the Gipsy the ability to travel at high speeds over rough terrain. As an option, later models offered leaf springs on the front and rear. It used a BMC 2199 cc petrol engine based on the one in the Austin A70; the compression ratio was 6.8:1, making the petrol-powered vehicle tolerant of low octane fuel.
With the merger of BMC with Leyland to form British Leyland the Austin Gipsy and the Land Rover were being produced by the same company. Production of the Gipsy was stopped after some 21,208 vehicles had been sold.
This 1967 Austin Gipsy G4M10 is a restored, late production example that was sold new in North America, and resided in Regina, Saskatchewan for most of its life. The second owner reportedly owned the truck for 45 years, and took the truck off the road in 1999 to begin a restoration. The seller purchased the truck as a partially dismantled project in 2016, and restoration work included a rotisserie repaint, re-galvanizing steel parts, and mechanical refurbishment. The truck has been entered in events since the work was completed, and won first place at the May, 2017, VanDusen All British Car Show in Vancouver, BC.
The first-generation Chevrolet Camaro appeared in Chevrolet dealerships in September 1966, for the 1967 model year on a brand-new rear-wheel drive GM F-body platform. It was available as a 2-door, 2+2 seat, hardtop (no “B” or center pillar) or convertible, with a choice of six-cylinder and V8 power plants. The first-generation Camaro was built through the 1969 model year.
Almost all of 1967-1969 Camaros were built in the two U.S. assembly plants: Norwood, Ohio and Van Nuys, California.
This 1967 Chevrolet Camaro RS was purchased new at Valley Motors in Indio. The RS was an appearance package that included hidden headlights, revised taillights with back-up lights under the rear bumper, RS badging, and exterior bright trim. It was available on any model.
The Deluxe Interior Package featured white vinyl seats with black accents which are still in very good condition. Options include power steering, four season A/C, GM air injector reaction, push button AM radio, and an electric clock. An accessory temperature gauge and a hidden glove-box kill switch were installed. 26k miles are shown, and the odometer is believed to have rolled over once.
The original owner used this car to commute to classes while attending UCLA. Period parking permit decals can still be seen on the rear bumper. After a brief stint at grad school in Tennessee, the car was returned to California where it was eventually stored for many years. It is powered by a 327ci V8 paired with a 2-speed Powerglide Automatic Transmission. The car was optioned with the Rally Sport and Deluxe Interior packages. The original owner named the car Pebbles, inspired by the original black California license plates beginning with the letters PEB.
The Saab Sonett is an automobile manufactured between 1955 and 1957 and again between 1966 and 1974 by Saab of Sweden. Sonetts shared engines and other components with Saab 96s and 95s of the same era.
The first prototype, now known as the Sonett I, was a two-seat, open-top, lightweight roadster racer which, ten years later, evolved into the commercially distributed Sonett models II, V4, and III.
The 1970 redesign of the Sonett V4, named the Sonett III, was initially undertaken by Sergio Coggiola, but Gunnar A. Sjögren altered it to fit the existing chassis without expensive manufacturing-line changes. Hinged rear-window glass replaced the Sonett II/V4 rear compartment hatch door. With the mandate for a “bulge-less” hood, the engine compartment opening evolved into a small front popup panel, resulting in more limited access than in the Sonett V4. Extensive engine work required the removal of the entire front hood section.
To help adapt the car to US market tastes, the Sonett III featured a floor-mounted shifter (instead of the Sonett V4 column-mounted shifter) and optional dealer-installed air conditioning. The Sonett III’s hidden headlamps were operated manually using a lever. US safety regulations required new low speed impact proof bumpers after 1972, significantly detracting from its Italian-inspired design. All Sonett III were LHD.
Disappointing sales, especially during the 1973 oil crisis, led Saab to end production in 1974. A total of 8,368 Sonett IIIs were manufactured between 1970 and 1974.
This 1973 Saab Sonett was purchased and kept in Seattle, Washington before it was acquired by the seller over a decade ago. The car was given various cosmetic and mechanical updates at Fantom Works in Norfolk, Virgina in 2013.
The BMW 02 Series is a range of compact executive cars produced by German automaker BMW between 1966 and 1977, based on a shortened version of the New Class Sedans. The 02 Series caught enthusiasts’ attention and established BMW as an international brand. Helmut Werner Bönsch, BMW’s director of product planning, and Alex von Falkenhausen, designer of the M10 engine, each had a two litre engine installed in a 1600-2 for their respective personal use. When they realized they had both made the same modification to their own cars, they prepared a joint proposal to BMW’s board to manufacture a two litre version of the 1600-2. At the same time, American importer Max Hoffman was asking BMW for a sporting version of the 02 series that could be sold in the United States.
This 1972 BMW 2002 is a modified example that has been with previous owner for over a decade. It was repainted Fjord Blue in 2006. Other refurbishment performed at that time included adding H&R springs, Bilstein shocks, Girling front brake calipers, a 320i rear drum conversion, rebuilt heater box, Dynamat sound deadening under updated carpet, new headliner, and European grille. Power comes from a factory re-manufactured 2.0L inline-four that the seller had rebuilt with upgraded pistons, an upgraded camshaft, and Stahl long tube header mated to an Ireland Engineering stainless exhaust system.
-Part of the Mike Malamut Collection
The original Elan 1500 was introduced in 1962 as a roadster. After a very short production run of just 22 cars the engine was enlarged and the car was redesignated the Elan 1600.
It was the first Lotus road car to use a steel backbone chassis with a fiberglass body. At 1,600 lb, the Elan embodied the Colin Chapman minimum weight design philosophy. Initial versions of the Elan were also available as a kit to be assembled by the customer. The Elan was technologically advanced with a DOHC 1557 cc engine, 4-wheel disc brakes, rack and pinion steering, and 4-wheel independent suspension.
The “Lotus TwinCam” engine was based on Ford Kent Pre-Crossflow 4-cylinder 1498 cc engine, with a Harry Mundy-designed 2 valve alloy chain-driven twin-cam head. The rights to this design was later purchased by Ford, who renamed it to “Lotus-Ford Twin Cam”. It would go on to be used in a number of Ford and Lotus production and racing models.
-On loan from the Mike Malamut Personal collection
The Mercedes-Benz W108 and W109 are luxury cars produced by Mercedes-Benz from 1965 through to 1972 and 1973 in North America only. The line was an update of the predecessor W111 and W112 fintail sedans. The cars were successful in West Germany and in export markets including North America and Southeast Asia. During the seven-year run, a total of 383,361 units were manufactured.
This 1973 Mercedes-Benz 280SE was purchased new at Hutchinson Motors Inc. of Walnut Creek, California and acquired via the European Delivery program. Included documentation from new reportedly shows single-family ownership in Northern California from new until a move to Montana around 2002. This example is finished in Pine Green Metallic and is powered by a 4.5L V8 mated to a 3-speed floor-shift automatic transmission. The car is said to have been special ordered in Pine Green Metallic (862), a rarely seen shade on W108 models. Documentation from new includes an original bill of sale, customs paperwork, brochures, dealership and buyer correspondence, and a stamped service booklet.
-Part of the Mike Malamut personal collection
Concerned that the considerable price increase of a Type 911 with flat opposed six-cylinder powerplant over the Type 356 would cost the company sales and narrow brand appeal, Porsche executives decided to introduce a new four-cylinder entry-level model. Like the 911 (original internal factory designation “901”), the four-cylinder 912 was originally known at Zuffenhausen by a number with a zero in the middle, but the “902” designation was never used publicly.
In production form, the Type 912 combined a 911 chassis / bodyshell with the 1.6L, four-cylinder, push-rod Type 616/36 engine, based upon the Type 616/16 engine used in the Type 356SC of 1964-1965.
As production of the 356 concluded in 1965, on April 5, 1965 Porsche officially began production of the 912 coupé.[6] Styling, performance, quality construction, reliability, and price made the 912 a very attractive buy to both new and old customers, and it substantially outsold the 911 during the first few years of production. Porsche produced nearly 30,000 912 coupé units and about 2500 912 Targa body style units (Porsche’s patented variation of a cabriolet) during a five-year manufacturing run. Production of the Targa, complete with removable roof and heavy transparent plastic rear windows openable with a zipper (later called ‘Version I’ by Porsche and the ‘soft-window Targa’ by enthusiasts), commenced in December 1966 as a 1967 model. In January 1968, Porsche also made available a Targa ‘Version II’ option (‘hard window Targa’) with fixed glass rear window, transforming the Targa into a coupé with removable roof.
This particular car was an in-house restoration at the museum.
-On loan from the Mike Malamut personal collection
We are placing our Triumph 2000 up for sale. We are out of space! This is a beautiful original, rust-free survivor car. To view an extensive photo gallery and test drive videos, please visit the following link:
Please contact us for more information!
A little history on the Triumph 2000
Triumph’s 2000 competed with the contemporary Rover P6 2000, which initially was offered only with a four-cylinder engine. The Rover was also released in October 1963, just one week before the Triumph. Together the cars defined a new market sector in the UK, promising levels of comfort and luxury hitherto associated with larger Rover and Jaguar models, but with usefully lower running costs and purchase prices, all in a modern package.
Although the Mk 1 was presented to the public at the London Motor Show in October 1963, volume sales began only in January 1964. Continuing in production until 1969, this version came in saloon and, from 1965, estate forms. The estate, its body shell partly built by Carbodies, was in the Mk 1 version the same length as the saloon. Various minor improvements were made during the period of which the most noteworthy, probably, was a significant upgrade in October 1966 to the “previously rather ineffective” ventilation, with eyeball vents added in the center of the facia and the heater controls repositioned beneath them.
The 2000 used the six-cylinder engine first seen in the Standard Vanguard at the end of 1960. However, the last of the six cylinder Vanguards had applied a compression ratio of 8.0:1 which the increasing availability of higher octane fuels enabled the manufacturers to increase to 8.5:1 for the Triumph. This and the fitting of twin Stromberg 150 CD carburettors made for a claimed power output increased to 90 bhp from the Vanguard’s 80 bhp.
-On loan from the Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
The Fulvia Sport was a fastback 2-seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions.
Three peculiarities of the Sport body were the engine bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of inches to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate. The tail lights were sourced from the NSU Prinz.
In 1966 the Sport was upgraded to a 1,298 cc engine from the Rallye 1.3, producing 87 hp at 6,000 rpm. Early versions still had all aluminium bodyshells (700 were produced with both 1,216 cc & 1,298 cc engines). Later ones (as the one seen here) were fitted with steel bodyshells with aluminium bonnet, doors, and spare wheel hatch. The first Sport was homologated as a two-seater. The car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver’s side front wing. This car is fitted with period competition wheels.
-Part of the Mike Malamut private collection
The Clark Forklift Company began making these small motorhomes in 1963 in Battle Creek, Michigan and are commonly referred to as Clark Cortez motorhomes. Class-A motor coaches are built as an integrated unit, including the chassis and engine, whereas Class-B and C motorhomes are built on top of an existing truck chassis.
Cortez Motorhome was a Class-A motor coach made in the United States between 1963 and 1979, with 3,211 units built.
The Clark Forklift Company began making these small motorhomes in 1963 in Battle Creek, Michigan, and are commonly referred to as Clark Cortez motorhomes. Class-A motor coaches are built as an integrated unit, including the chassis and engine, whereas Class-B and C motorhomes are built on top of an existing truck chassis.
A four speed manual front wheel drive transaxle was used to eliminate a driveshaft tunnel that would have increased height or diminished interior headroom.
Early units used a Chrysler 225ci industrial slant-6 engine. In 1969 a V-8 engine was introduced, using a Ford 302ci engine but still using the 4-speed manual transaxle. In 1971, the Oldsmobile Toronado front wheel transaxle with a 455ci engine in conjunction with a GM 3-speed automatic was used.
In 1970, Clark Forklift sold the Cortez Motorhome division to Alco-Standard’s Kent Industries located in Kent, OH. The motorhomes produced from 1971 are commonly referred to as Kent Cortez motorhomes. In 1975, the company was acquired by 26 owners of Cortez coaches and production continued through 1978 when the company folded. A final batch of units were completed by a bank in 1979.
Clark management had envisioned a variety of uses for the Cortez. They were made as mobile offices, classrooms, and ambulances. NASA used a Cortez to shuttle astronauts to the launch pad, which now resides in a museum at Cape Canaveral.
Cortez motorhome owners included Vincent Price, a devoted fan of this early motorhome. Cortez Motorhomes still enjoy a devoted following. Aficionados prefer its all-steel body despite rust issues, its smooth ride, and its moderate size.
Our 1968 Clark Cortez was formerly owned by the president of the Cortez club David Munday. Munday was instrumental in developing upgrades for Clark motorcoaches. He modernized this Cortez with a 360 V8 motor, disk brakes, and polyeurethane bushings for the independent suspension. Munday designed one piece steel rims, featured on this coach, to replace the dangerous original split rim design. It’s a very rare 20′ long coach design that sleeps 6.
-Part of the Mike Malamut personal collection
Coming soon to bringatrailer!
The Jeep Wagoneer is the first luxury 4×4, sold and produced for Jeep by several automakers from 1962 to 1991. Marketed as a station wagon, the design became known as “sport utility vehicle” (SUV) when Jeep first used the term for the 1974 Cherokee version, the 4WD Wagoneer stayed in production for 29 model-years (1963–1991) with almost unchanged body-structure, making it the third longest-produced single generation car in U.S. automotive history.
After the introduction of the Cherokee, AMC began to move the Wagoneer upmarket, and that brought high demand from a new market segment. Midway through 1978 the “Limited” was introduced, more luxuriously equipped than the earlier Super Wagoneer, offering Quadra-Trac, power disk brakes, air conditioning, power-adjustable bucket seats, power door locks, power windows, tilt steering wheel, cruise control, leather upholstery, plush carpeting, AM/FM/CB radio, leather-wrapped steering wheel, roof rack, forged aluminum wheels, and “wood grain” trim on the body sides. The two-barrel, 360 cu in (5.9 L) AMC V8 engine was standard with a four-barrel, 401 cu in (6.6 L) available at extra cost. Even though the US$10,500 suggested retail price was in luxury Cadillac territory,[23] the Limited’s high-level specification attracted buyers and sales were strong with a total of 28,871 Wagoneers produced in 1978, and 27,437 in 1979.
-Part of the Mike Malamut personal collection
Features original factory AC.
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
The Toyota Corona was an automobile manufactured by the Japanese automaker Toyota between 1957 and 2001. The word “corona” is Latin for “crown”, a reference to an earlier vehicle Toyota offered called the Toyota Crown. It was exclusive to Toyopet Store dealership channels in Japan, while the larger Crown was available only at Toyota Store locations.
In many countries, the Corona was one of Toyota’s first international exports, and was shortly joined by the smaller Toyota Corolla, providing buyers with a choice of a larger car, with similar operating expenses to the smaller Corolla. The Corona was Toyota’s second sedan in their hierarchy of products, just below the Crown until 1968 when the Corona name was used on a larger, all new platform called the Toyota Corona Mark II.
The Toyota automatic transmission, marketed as Toyoglide, was introduced on this version of the Corona. Disc brakes were also introduced for the front wheels. Exports of this Corona proved popular in the US and Europe, with increased engine performance and durability improvements over previous versions. In September 1967 alone, Toyota produced 80,000 cars, with 30,000 being Coronas.
-On loan from the Mike Malamut Personal Collection
-Part of the Mike Malamut personal collection
-Part of the Mike Malamut personal collection
The Civic was largely developed as a new platform, and was the result of taking the previous Honda N600 and increasing the length, width, height, and wheelbase. The engine displacement was almost double the previous N600 (599 cc) at 1,170 cc, with two more cylinders added. The car produced roughly 50 hp and included power front disc brakes, vinyl seating, reclining bucket seats, and a woodgrain-accented dashboard. The hatchback version added a fold-down rear seat, an AM radio, and cloth upholstery. The car had front and rear independent suspension. A four-speed manual transmission was standard. Options for the Civic were kept to a minimum, consisting of air conditioning, a two-speed semi-automatic transmission called the Hondamatic, radial tires, and a rear wiper for the hatchback. The car could achieve 40 mpg US on the highway, and with a small 86.6-inch wheelbase and 139.8-inch overall length, the vehicle weighed 1,500 pounds.
For 1974, the Civic’s engine size grew slightly, to 1237 cc and power went up to 52 hp. In order to meet the new North American 5 mph bumper impact standard, the Civic’s bumpers grew 7.1 inches, increasing overall length to 146.9 inches. A five-speed manual transmission became available in 1974.
The first generation Honda Civics were notorious for rusting in less than three years from purchase where salt was used in the winter. The U.S. importer, American Honda Motor Company, signed a final consent decree with the Federal Trade Commission that provided owners of 1975-1979 Civics with rusted fenders the right to receive replacements or cash reimbursements. In the end, almost 1 million Honda owners were notified that their fenders could be repaired or replaced by the automaker at no charge. At the time, Honda’s rust recall was the largest safety action among all the brands imported into the U.S. Civics became known for their “typical Honda rust” in the used car market.
Our Honda has left the collection to start a new chapter in its life with a Honda dealership in Texas.
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
The NSU Spider was produced by NSU Motorenwerke AG from 1964 to 1967. The Spider was the first Western production car in the world to be powered by a Wankel rotary engine.
Invented by Felix Wankel, the Wankel engine differed from a piston engine because the quasi-oval design of the combustion chamber, containing a rotor that ascribed within the chamber an Epitrochoid shaped trajectory, enabling the combustion pressure to be converted directly into a rotary motion. There was no need to lose energy converting reciprocating movement into rotational movement. The result was a remarkably compact free-revving engine which, in the 1960s, was hailed by some as the next major step forward in automobile design. It was later found that the characteristics of critical materials selected and applied by NSU to build production rotary engines were inappropriate to the stresses they would bear, and rotary-engined cars earned a reputation for unreliability. Engines required frequent rebuilding to replace worn apex seals,[3] and warranty costs associated with installation of the engine in NSU’s second Wankel-engined model destroyed the financial viability of NSU, forcing a merger with Audi in 1969.
First appearing at the Frankfurt Motor Show in 1964, the Spider featured a two-door cabriolet body based on that of the NSU Sport Prinz coupé introduced back in 1959. In addition to the folding roof, the Spider was distinguishable from the hard top car by a grill at the front. As with all NSU cars at the time, the engine was rear-mounted: in order to improve weight distribution, space was found for the Spider’s radiator and for its fuel tank ahead of the driver. The front luggage locker was in consequence small. There was a second luggage area in the rear of the car above the engine.
This car is all original with 21,000 original miles.
-Part of the Mike Malamut Private Collection
During the 1950s, the BMW line-up consisted of luxury cars with displacements of two liters or greater, economy cars powered by motorcycle engines, and motorcycles. With their luxury cars becoming increasingly outdated and unprofitable and their motorcycles and economy cars becoming less attractive to an increasingly affluent society, BMW needed a car in the 1.5 to 2 liter class to become competitive. Prototypes powered by a 1.6 L engine based on one bank of the BMW OHV V8 engine were built and evaluated without a convincing result.
In 1960, Herbert and Harald Quandt invested heavily in BMW, and gained a controlling interest in the company. That year, the “Neue Klasse” project was begun. Led overall by Fritz Fiedler, the project had Eberhard Wolff in charge of chassis design, Wilhelm Hofmeister in charge of styling and body engineering, and Alex von Falkenhausen in charge of engine design.The team was to produce a new car with a new engine, which BMW had not done since the 303 in 1933.
The prototype was introduced in September 1961 at the Frankfurt Motor Show as the BMW 1500 four-door saloon, alongside the BMW 3200 CS, the last BMW with the OHV V8.
The term New Class referred to the 1.5–2–liter class of automobiles from which BMW had been absent since World War II.
The engines from the 2000C and 2000CS coupes were used in the 4-door sedan body for the 2000 and 2000TI models. The 2000 sedan, released in 1965, used the 101 hp engine from the 2000 C.
Intended as an upscale version of the 1800, the 2000 featured distinct wide taillights, more exterior trim, and unique rectangular headlights. The American market 2000 sedans could not have the rectangular headlights due to government regulations. A different grille with four individual round headlights, similar to the design that BMW later used in the 2500 sedan, was offered in the US.
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
This 1967 Toyota Land Cruiser FJ45 was reportedly used on a sheep ranch in California before it was acquired by the current owner out of Colorado three years ago following a period of disuse. Power is provided by a 3.9L 1F inline-six sourced from a 1971 FJ40 and paired with a 3-speed column-shifted manual transmission and 2-speed transfer case.
The body is thought to retain much of its original paint, which shows heavy patina and wear throughout.
Part of the Mike Malamut Personal Collection
This 1971 Porsche 911T Sportomatic has been part of the collection for 6 years. We have decided to let it go because we are simply running out of space. Too many cars! Contact us for more information!
A little history on the Sportomatic
Sportomatic provided a nifty answer to a question seemingly no one was asking in the mid-1960s. It was an era when sports cars had shift-for-yourself transmissions. The Germans saw a need to help in those times when even the hardest-core sports-car enthusiast grew weary of clutching in and out through heavy traffic. Porsche described Sportomatic as an “automatic” transmission, even though it had no fully automatic setting. A modified four-speed 911 gearbox, Sportomatic is essentially a manual with a vacuum-operated single-disc dry clutch. A torque converter replaced the flywheel and existed both to smooth the transmission’s electro-mechanical shifts and to allow the car to remain stationary with the clutch engaged. When a driver grabbed the shift lever, the clutch would disengage, re-engaging as soon as one’s hand was removed from the stick. To change gears, the driver needed only to move the lever to the desired gate and let go of the knob.
The “gears” are labeled L, D, D3, and D4. Porsche suggested using L only for steep grades. It was essentially first gear. Gears D, D3, and D4 are really the transmission’s second, third, and fourth speeds, and there is an automatic-like “park” setting enabled by a pawl that both engaged and locked a countershaft gear.
Our Sportomatic features an original interior.
-Part of the Mike Malamut personal collection
We have placed our AMC Ambassador Wagon up for sale. It is a very original and clean rust-free survivor car. It has been part of the collection for 3 years. The AC was recently serviced and works great. For extensive photos and driving videos, please visit our prior listing on bringatrailer.
For more information, contact us!
-Part of the Mike Malamut personal collection
In 1979, VW offered an Epilogue Edition of the convertible. This would be the last year of convertible production worldwide as well as the final year for the Beetle in the US and Canada. As the museum’s collection didn’t feature a late model Beetle, Mike thought this would be a nice example to display among the earlier cars.
-Part of the Mike Malamut Personal Collection
Coming soon to Bringatrailer at no reserve!
Fuel-thirsty vehicles built for rugged off-road were on the market, but AMC “predicted that consumers would embrace a vehicle with the comfort of an automobile, but the ride height and foul-weather capabilities of a four-wheel-drive utility vehicle. The objective was for affordable cars offering a comfortable ride and handling on the pavement together with superior traction in light off-road use through AMC’s innovative engineering and packaging.
The initial proposal for production of what would become the AMC Eagle came from Roy Lunn, the chief design engineer for AMC Jeep.”Project 8001 plus Four” was Lunn’s code name for a new “line of four-wheel-drive vehicles with the ride and handling conventions of a standard rear wheel drive car” built on a uni-body platform. In February 1977, AMC contracted FF Developments to build a prototype vehicle based on a production V8 powered AMC Hornet with drive torque split 33% front and 66% rear. Testing and further development proved the feasibility of a vehicle with greater ground clearance, larger 15-inch wheels, as well as a torque split closer to 50% – 50%, with Lunn recommending using the AMC straight-6 engine coupled to an automatic transmission.
The AMC Eagle came about when Jeep’s chief engineer joined a Concord body with a four-wheel-drive system. Such a vehicle was a logical step for AMC, according to then CEO Gerald C. Meyers, as a second energy crisis had hit in 1979, and sales of AMC’s highly profitable truck-based Jeep line dropped, due in part to their low fuel efficiency, leaving AMC in a precarious financial position.The Eagle provided a low-cost way of bridging the gap between AMC’s solid and economical, but aging, passenger car line and its well-regarded, but decidedly off-road-focused, Jeep line, as the Eagle used the existing Concord (and later, Spirit) automobile platform.
The Eagle also bridged the sizable price gap between the low-end imported 4WD Subaru and the large-sized domestic four-wheel-drive vehicles like the Jeep Wagoneer. The Eagle models provided the biggest new boost to the automaker’s profit mix. Sales were brisk since Day One, with the manufacturer’s suggested retail price (MSRP) for the basic 2-door model starting at $6,999 (US$21,718 in 2019 dollars) and the 4-door station wagon at $7,549 (US$23,424 in 2019 dollars). The Eagle represented a “burst of AMC’s genetic creativity…quickly captured the attention of many American drivers who found its unique union of four-wheel drive safety and security with the comfort of an automobile.
A first in mass production passenger cars, the early AMC Eagles came with a true full-time automatic system that operated only in permanent all-wheel drive. The four-wheel drivetrain added approximately 300 pounds (136 kg) to the Eagle’s curb weight.The AMC Eagles were also the first mass-produced U.S. four-wheel-drive vehicles with an independent front suspension.
-Part of the Mike Malamut Personal Collection
This 1975 Dodge B200 Sportsman Maxiwagon is a pop-top camper conversion which was first sold by Verne’s Auto Sales of Antigo, Wisconsin and spent time in Illinois before it was acquired by the prior owner in summer 2017. The van was moved to Florida following a road trip on the Lake Michigan Circle Tour in August 2018. Power is from a 318ci V8 paired with a three-speed TorqueFlite automatic transmission. Features include power steering and brakes, cruise control, a 36-gallon fuel tank, and an AM radio as well as a refrigerator, stove, heater, sink, toilet, and other camping equipment.
Built on the B platform (later AB), the full-size vans entered production for the 1971 model year. Due to a one-welded-piece “Uni-frame” design, the Dodge platform was lighter and stronger and featured a lower cargo floor than the competition, at the expense of noise, vibration, and harshness (NVH). The resulting lower center of gravity improved handling versus the competing products. The B-series van was popular for cab-over motorhome conversion until Chrysler Corporation’s egress from that market during their financial difficulties in the late 1970s.
All generations of the B-series van feature similar construction, with only small variation from era to era. The most pronounced changes were to the front fenders, hood, grille, and bumpers, which tended to follow their full-size truck counterparts in each era. Much of this was a result of the need to meet Federal “crashworthiness” standards. Similar construction for the entire 32 years of production made the Dodge Van very popular with upbuilders, service companies, and other fleets due to the compatibility of installable options from year to year without necessitating a redesign. It was also popular in class-C RV and ambulance conversions.
Dodge was the last of the four major full-size van makers to market a short-wheelbase van and passenger wagon. The rest of the Big Three took their shortest full-size vans off the market early in the 1990s. All American vans are now produced with wheelbases proportional to the body length (i.e. made longer to match van size), rather than a fixed length that does not change with body or roof size extensions (as with the E-series and Ram vans).
-Part of the Mike Malamut Personal Collection
This 1973 Citroën SM is finished in Crystal Green Metallic over brown leather and is powered by a 3.0-liter Maserati V6 paired with a five-speed manual transaxle. Features include a a hydropneumatic suspension system, self-centering power steering, air conditioning, power-operated windows, and 15″ wheels.
The SM model utilizes a hydropneumatic suspension system with a self-leveling and adjustable ride height. Amenities include power windows, DIRAVI self-centering power steering, and an air-conditioning system. The 3.0-liter V6 was sourced from Maserati, a subsidiary of Citroën at the time.
-Part of the Mike Malamut Personal Collection
This 1979 Mazda RX-7 GS was first sold by Charles A. Bott Toyota Mazda of Philadelphia, Pennsylvania, and is said to have been primarily kept in storage since new. The car is powered by a 1.1-liter 12A rotary engine paired with a five-speed manual transmission. Equipment includes pop-up headlights, 13″ wheels, a rear glass hatch, a power antenna, air conditioning, and a Clarion push-button AM/FM stereo. This RX-7 shows 4,100 miles from new. The 1.1-liter 12A twin-rotor engine was factory rated at 100 horsepower and 105 lb-ft of torque.
-Part of the Mike Malamut Personal Collection
For sale! 1978 AMC Pacer. Powered by a 258ci inline-six paired with a three-speed automatic transmission. The station wagon variant of the Pacer offered a wider rear hatch compared to the standard model, and the D/L trim package added special wheel covers and exterior trim. The car features an elongated passenger-side door to ease rear seat access. Lots of recent mechanical work performed in-house:
– Transmission service
– Cap/rotor/wires
– Non-op horn has been fixed
– Non-op right reverse light has been fixed
– New carburetor
– Cooling system service
– Flush brake system
– New motor mounts
– New belts
– Oil change
– Power steering service/new high pressure line
– AC service
– New starter motor
– Passing CA smog check
Look for a listing coming soon on Bringatrailer!
-Part of the Mike Malamut Personal Collection