In the early 60’s, many American families were now in the market for a second car, and market research showed women especially thought the full-size car had grown too large and cumbersome.
At the same time, research showed many buyers would prefer to buy US or Canadian if the domestic manufacturers offered a smaller car with lower cost of ownership. Thus, all three introduced compact cars: the Ford Falcon being Ford’s answer.
The only time a V8 option was available in a first-generation Falcon was the 1963½ model, and these cars were produced in very limited numbers (Sprint two-door hardtop (bucket seats) 10,479 produced and Sprint convertible (bucket seats) 4,602 produced).
These first-generation Falcon Sprint cars were the basis for the 1964½ Mustangs released by Ford one year later. Many (if not most) of the interior, chassis, suspension, and drivetrain components were derived from those used on the 1963½ Ford Falcon Sprint and/or Fairlane models. In simplest terms, the 1963½ Falcon Sprint is nearly mechanically identical to the 1964½ Mustang while being aesthetically different.
-On loan from The Mike Malamut personal collection
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.
This 1941 Chris-Craft 17′ Deluxe (hull #71785) is a “Barrel Back” runabout with fewer than 120 operating hours on a mid-2000s restoration. Just 425 17′ barrel backs were produced from 1939-1942 before Chris-Craft production turned to the war effort, and they were replaced with boxier designs after war’s end.
Power is from a 1950s Chris-Craft Hercules KLC straight six which was removed, magnafluxed and overhauled in 2005. The block was bored over, porting and polishing were carried out, and the engine was balanced before reassembly and paint. Usability and performance modifications were performed and the motor is said to make roughly 130 horsepower in its current form.
A restored generator supplies a stock six-volt electrical system including new period-correct wiring, a refurbished starter and a modern battery. A muffler was added to keep engine noise reasonable, and is noted as being the only other visual change from stock in the engine compartment.
We purchased the boat to make a fine addition to go behind our 1941 Chrysler Town and Counrty Barrel back woody. We first saw the barrel back at Pebble Beach in a woody class around the year 2000. Being a woody collector, we thought it was the most beautiful woody built. The craftsmanship of the car matches the craftsmanship of the boat perfectly. The boat will eventually make its way to some of the boat shows in Lake Tahoe and Lake Arrowhead.
-On loan from The Mike Malamut personal collection
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
The idea for a new 50cc (3.1 cu in) motorcycle was conceived in 1956, when Honda Motor’s Soichiro Honda and Takeo Fujisawa toured Germany and witnessed the popularity of mopeds and lightweight motorcycles.
Fujisawa said the designs had “no future” and would not sell well. His concept was a two wheeler for everyman, one that would appeal to both developed and developing countries, urban and rural. The new motorcycle needed to be technologically simple to survive in places without up to date know how and access to advanced tools or reliable spare parts supplies. The common consumer complaints of noise, poor reliability, especially in the electrics, and general difficulty of use were addressed. It quickly earned a reputation for high reliability.
This bike was part of a package deal with a 1959 Datsun pick-up that we purchased. The bike was displayed in the back of the truck. Being a former new car Honda dealer, Mike likes the products.
-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 1960 Saab 93F comes from the final year of production. It is believed to have been sold new in the Southern US. The car was in the longterm possession of a Saab enthusiast in Arkansas, who sold it to a Florida dealer. It was purchased from them by another owner before the museum purchased the car. The car is powered by a later-model 841cc two-stroke three-cylinder paired to a 3-speed manual gearbox. Much of the original blue lacquer paint is said to remain. The interior was partially reupholstered at some point in the past. The 93 features a smaller rear window than its successor. The original trim has been retained.
“We have some Saabs in our collection. I like the shape of the early 60. Early Saabs are interesting pieces. This car makes a nice early representation in the collection.”
-Part of the Mike Malamut personal collection
This 1988 Porsche 911 Turbo has just 28,882 miles and is an unmodified original example powered by its stock turbocharged 3.3 liter flat-six paired to its factory 4-speed manual transmission.
Mike is a Porsche guy. He has worked on them and has collected them for years. The turbo came out after Mike quit working on Porsches. This is a first for the collection.
-On loan from The Mike Malamut personal collection
This 1994 Range Rover County LWB is a well-maintained example with 55k kilometers (~34k miles) that is powered by a 4.2 liter Rover V8. The truck was sold new at Lone Star Mercedes-Benz Range Rover in Calgary, Alberta, and has been registered in Vancouver, British Columbia since 1995. Cosmetics are in good order with the paint and interior well-preserved. It truck features numerous factory options like brush guards and running boards. It has no modifications from stock, and the A/C system and air suspension are fully functional. This Range Rover features The aluminum body panels and a steel bonnet and tailgate. The County LWB variant increased the wheelbase of the Range Rover to 108 inches long, which offered more legroom for rear passengers and a larger cargo area.
The 4.2 liter Rover V8 sits in a tidy engine compartment and features Lucas 14CUX electronic fuel injection. The permanent four-wheel drive truck utilizes a 4-speed ZF automatic transmission coupled to an LT230 transfer box. It was advertised at producing 202 horsepower and 251 lb.ft. of torque when new.
-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.
Purchased New by Members of the Vanderbilt Family with Bespoke Details
Stored in Original Family Ownership from 1971 to 2015
Retains Original Sleeping Bags, Towels, Side Tent, Matchbooks, Glassware, and More
Extraordinarily Well-Preserved and Rare Coachbuilt Aluminum Reisemobil
One of the Most Unusual and Fascinating Discoveries in Recent Memory
1,489 CC Austin Inline 4-Cylinder Engine
Solex 32 PICB Carburetor
In 1959, Hungarian Count Anton Szapary and his family visited the New York Auto Show, touring the displays and eventually happening upon an extraordinary creation. It was a coachbuilt camper by the German firm Mikafa, clothed in an aluminum body with innovative details. The count was so impressed that he comissioned the firm to build a “Landyacht” for his family. The family was accustomed to luxury, since the countess was the granddaughter of Cornelius Vanderbilt II, and was raised in The Breakers, the legendary 62,482 square-foot Newport, Rhode Island, mansion built by her grandfather. This camper would become a Vanderbilt home on wheels.
Mikafa, a former aircraft manufacturer, was known for its hand-built trailers and reisemobils (campers). A propane stove, refrigerator, heater, and high-fidelity Becker/Blaupunkt radio were fitted. Mikafa focused on reducing weight, even using lightweight German-made cookware. The landyacht weighed only about 4,500 pounds, and was built on the chassis of a Tempo Matador truck, powered by a 1,500 cc Austin A50 Engine.
The Szapary family chose a blue and yellow color scheme that carried into the seating, curtains, and even into a set of sleeping bags and towels. The camper was equipped with etched glassware depicting wildlife scenery, bone-handled cutlery, and soup bowls from Biarritz, France. They named it Czigany, and had the word painted on the side of the camper. A handwritten note in the documentation hints that, as equipped, the vehicle’s cost may have been upward of $15,000. At the time, a Mercedes-Benz 300 SL Roadster was priced around $11,000.
The Szapary family took delivery in 1959 in Germany and embarked on the first of two three-month journeys throughout Europe. The Landyacht was then shipped to the US, where it traveled between the family’s home in Pound Ridge, New York, and The Breakers. It was parked in 1971 with 13,000 miles in a garage that the family custom-built for it, and remained there until the consignor purchased it from the Szapary family in 2015.
The camper reportedly had been untouched, but the consignor was not prepared for what he found. Original auto club badges, a guest book, and a 48-star American flag remained, among other treasures, along with extensive original manuals and correspondence. Even the coasters and matchbooks printed with “Czigany” survived, as did the cookware, glassware, sleeping bags, towels, and fitted camping tent.
It is believed six examples of the Mikafa Reisemobil may survive in Europe and one in the US, according to the consignor. This example probably the most well-preserved and significant of all. It is a completely intact and rolling Vanderbilt family time capsule. It offers a very personal and highly detailed window into the lives of one of the wealthiest families in history.
-On loan from The Mike Malamut personal collection
After the Second World War, The Greatest Generation set out to define the American Dream. Education was inexpensive, jobs were plentiful, and the ever-expanding suburb housing market offered affordable home ownership for young newlyweds ready to pop a bun in the oven. These all-American families needed transportation to take Jimmy Jr. and little sister Sally to and from school, escort the family on cross-country excursions, and pick up visiting family from the airport.
Thankfully, the Big Three in Detroit offered family haulers in spades. From big body coupes and convertibles, four-door sedans, and wagons—the ultimate roadway utility vehicle of the 1950s—when did we collectively trade these in for SUV? Of the many trim levels offered, a five door Woodie made the boldest statement. There’s just something so inviting about warm wood slab sided wagons. All the American Iron makers offered long roofs during the period, but the Pontiac Streamliner might be the most red, white, and blue.
Make no mistake: if you drove a Pontiac Streamliner Woodie estate in the late 1940s and 1950s, your family was doing A-OK. Large, powerful, luxurious, expensive, and finished in enough brightwork to make a B17 Flying Fortress jealous and more bark than the Redwood National Park, the Pontiac Streamliner Woodie was the epitome of American excess when American excess was something to be proud of, guilt free.
This 1947 Pontiac Streamliner Deluxe-Eight Woodie Wagon is probably the cleanest example on earth—likely even nicer than when it left the Ionia factory 70 years ago. In the 1990s, a carpenter by the name of Chris Messano picked up this then battered Pontiac in hopes that some day, he’d restore the car back to its former glory. Over the years, Chris Messano Woodworks earned a well-deserved reputation for being the United States’ (if not the world’s) finest Woodie panel restorer. After a decade of labor totaling more than 5,000 man hours, the no-expense-spared resurrection was complete.
The woodwork alone totaled more than $65,000, the bodywork and dark nonmetallic paint job cost upwards of $25,000, and the upholstery fetched $15,000 to fabricate. But it’s not the restoration expense tally that makes this motorcar exceptional, it’s the inconceivable attention to detail that elevates this restored Woodie from wonderful to extraordinary.
For example, the door hinges are estimated to have more than 80 hours of work, the $3,000 rain channels had to be handmade, and the front floor mats required the construction of custom molds to ensure the carpets sat properly. Under the long hood lies the original numbers-matching Deluxe-Eight engine, rebuilt and topped with the appropriate valve covers. Perhaps most impressively, every bolt was painted with no thread mark scarring on the finish!
Chris unveiled the the car at the 2008 Pebble Beach Concours d’Elegance where it received 2nd place in the GM Woody Class—which we’re told was a dice roll win and after seeing the car first hand we’re inclined to agree. Since the restoration, the car has seen just 700 miles of use and maintains Chris’ impeccable standards throughout. Every feature on the car works precisely as it should down to the passenger side dash mounted clock and flip-down taillights so the car can be legally driven with the tailgate down—how trick is that?
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
In November 1957, Datsun introduced the type 220 pickup truck, the second generation of its pickup series as the successor to the 120 series. The type 220 was produced from 1957 to 1961. During this time four models were produced: 220 (1957-1958), 221 (1959-1960), 222 (1960), and 223 (1961). The chassis was based on the 210 sedan series. 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 was available with either a 1000 or 1200 engine. Side mounted badges in the vehicle say DATSUN 1000. There is a round badge in the center of the dashboard that says DATSUN 1000, or on the 1200 version these badges all say Datsun 1200. This 221 Datsun pickup is a 1000cc model with a Nissan C OHV 4 cylinder motor that puts out 37 horsepower.
This quarter-ton pickup was one of only ten models that were first sold in the US as a test series for the American market. There are only couple of these 59’s known have survived, and this one is believed to be the only restored one in existence. This truck deserves some credit for being one of the founding fathers of the Japanese compact pickup line in the America.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
The NSX was designed by a team led by Chief Designer Masahito Nakano and Executive Chief Engineer Shigeru Uehara. It benefited from advanced aerodynamics and styling inspired by a F-16 fighter jet cockpit and input from the late Formula One World Champion, Ayrton Senna, during the final development stages.
The NSX became the world’s first mass-produced car to feature an all-aluminium body. It was powered by an all-aluminium 3.0 L V6 engine, which featured Honda’s VTEC (Variable Valve Timing and Lift Electronic Control) system developed in the 1980s and a 5-speed manual transmission. Starting in 1994, the SportShift 4-speed automatic transmission, also known as F-Matic, was offered. It allowed the option of conventional automatic shifting or manually shifting with a fingertip shift lever on the steering column.
It was built in a purpose-made factory in Japan. It was originally available as a coupé and, from 1995, a targa top. North American models were sold as the Acura NSX.
This 1991 Acura NSX has 23k miles and is finished in Berlina Black with Ivory interior. This example was with the previous owner for over 20 years. It is one of 525 cars delivered to the US in this color combination during the first model year. It features a semi-monocoque body, extruded alloy frame and suspension components, and an all-aluminum 3.0 liter VTEC V6 paired with a 5-speed manual. The car carried a $62k MSRP when new and has been kept mechanically and cosmetically stock throughout.
-On loan from The Mike Malamut personal collection
The Toyota Sports 800 is Toyota Motor Corporation’s first production sports car. The prototype for the Sports 800, called the Toyota Publica Sports, debuted at the 1962 Tokyo Auto Show, featuring a space age sliding canopy and utilizing the 28 hp power train of the Toyota Publica 700, a Japanese market economy car. The Toyota Sports 800 is affectionately called the “Yota-Hachi”, which is a Japanese short form for “Toyota 8”.
The car had aerodynamic styling by Shozo Sato, a designer on loan from Datsun, and Toyota engineer Tatsuo Hasegawa. Hasegawa had been an aircraft designer in World War II and the resulting Sports 800 was a lightweight and agile machine.The Sports 800 was one of the first production cars featuring a lift-out roof panel, or targa top, pre-dating the Porsche Targa. The aluminum targa top could be stored in the trunk, when not in use.
Between 1965 and 1969 approximately 3,131 units were built by Toyota subcontractor Kanto Auto Works. Only about 10% of those vehicles are known to have survived, most being in Japan. Production Tables show 1,235 cars manufactured in 1965, 703 in 1966, 538 in 1967, 440 in 1968, and 215 in 1969.
The vast majority of the 3,131 cars were right hand drive, but some 300 were left hand drive models, built primarily for the Okinawa market. (Okinawa, having been American occupied, drove on the “other side” from the rest of Japan.) A very limited number of left hand drive cars were used by Toyota to “test drive” in the US, but Toyota made a decision not to import or sell the cars in the US market.
Weight was kept down by using aluminum on selected body panels and thin steel on the unibody construction. For the first few years of production even the seat frames were made of aluminum.
The Toyota S800 is the little brother to the 2000GT. Mike has always found them a must have for the micro car collection. He dreamed of pairing the 2000 GT & the S800 together in the museum. There are many RHD examples around but few good LHD for sale.
Rich Street referred the seller of this one to Mike. Rich specializes in parts and is a go to guy for these cars. He has parts and knows where the great examples hide.
Besides having the rare working gas heater, this car also has a working original radio. These are rare options.
Chris Hill from Autodino in Kansas did the mechanical restoration. He specializes in Ferarri restorations.
-On loan from The Mike Malamut personal collection
This 1973 Mercedes-Benz 450SL was originally purchased in Washington and has remained in the Pacific Northwest with the same family from new. This example shows 118,345 miles and is powered by an unmodified 4.5 liter V8 mated to an automatic transmission. This car is said to retain the majority of its factory Light Ivory paint along with a nicely preserved red MB Tex interior. The car wears slim factory bumpers and Light Ivory paint.
The factory hardtop is claimed to have OEM glass and a taut headliner. The factory brown soft top is in nice shape throughout with original Wopavin markings on the windows. The functional Hirshmann antenna is still fitted, and the factory Kinonglas-Kristall windshield is still there. The soft top storage well and bottom section of the hardtop are like new. Both tops fit snug with good seals and clean weatherstripping.
The trunk retains its factory rubber mats, tool kit, and jacking equipment. The original Dunlop spare is said to be unused and the spare tire well is stated to be rust free.
The early 3-point seat belts with slotted holders for the shoulder strap remain in place. The factory Becker radio is operational, as is the instrumentation, power windows, exterior lighting, signals, horn, windshield wipers, and heater.
Under the hood, the 4.5 liter V8 is believed original and is mated to an automatic transmission. The engine bay presents nicely. All factory ID tags and stampings remain present on the core support. The often-missing factory distributor cap water shield cover is also present.
These 350’s & 450’s were the first version of the new style Mercedes sports car. and came with some great options: V8 motor, Small bumpers, etc. Mike thinks they are the ones to own. He has had his eye out for this model: 1972 or 1973. It is hard to find an original example in good shape. Most are run down with cracked dashes, lots of bodywork, bad repaints, etc.
They make great cruisers. Mike liked the color combo and the back area for luggage or a seat for Barney.
-On loan from The Mike Malamut personal collection
1947 Mercury 79M Woodie Wagon. Part of the museum’s collection since 2008. Drives like a dream! Features include original wood in beautiful condition, original chrome, and original interior with the exception of the front seat. Upgrades include a replaced top and a Columbia two-speed rear end. Motor rebuilt by prior owner.
We have an extensive photo album of the Mercury available for review. Also, please check out this recent driving video. We have a few additional videos available for review. Asking $100k obo. Please contact us for more info!
-Part of the Mike Malamut personal collection
In 1941, Chrysler introduced a unique wood-bodied car to the six-cylinder Windsor line. Neither sedan nor station wagon, it had a fastback profile with twin hinged doors at the rear. In contrast to most wood-bodied utility vehicles, the new Town and Country Car, as the company initially called it, had lavishly-varnished wood inside and quality upholstery.
This first edition of the Town and Country has become known as the “barrelback,” from its rounded rear styling combined with “clamshell” rear doors. The doors lead to a large and useful storage area behind the rear passenger seats. An innovation taken for granted today, the rearmost seat could be stowed in a forward position, enlarging the cargo area, or placed rearward, increasing passenger legroom. A nine-passenger version was also offered, with a limousine-type folding bench seat between the two rows of standard seats.
Exactly 999 were built, 200 of them in six-passenger configuration and the rest as nine-seaters. In addition, a single prototype was built on an eight-cylinder chassis. A similar lineup was continued into 1942, with nearly identical production despite the war-shortened model year. This car features original wood, a 6 cylinder, and fluid drive semi automatic transmission. It is thought that only 15 remain.
Model C-28. 108 bhp, 241.5 cu. in. L-head inline six-cylinder engine, four-speed Vacamatic semi-automatic Fluid Drive transmission, coil spring independent front suspension, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 121.5″
-On loan from The Mike Malamut personal collection
The two-door Nomad differed from other station wagons of the era by having unique styling more reminiscent of a hardtop sedan than that of a standard station wagon. Chevrolet shared this body with its sister Pontiac, which marketed their version as the Pontiac Safari.
The Nomad’s unique design had its roots in a General Motors Motorama show car of the same name that was shared with the Corvette, Pontiac Bonneville Special, and the Oldsmobile F-88. The Concept was introduced at the GM Motorama in 1954 as one of Head Stylist Harley Earl’s “dream cars”.
GM approved production of the vehicle if the design could be transferred to its standard model, because top GM brass felt that they could sell more models if it were attached to the popular Bel Air model. In fact, following the product debut in 1955, it was not uncommon for the car to be referred to as the Chevy “Bel Air Nomad”.
While considered to be a milestone vehicle design, General Motors discontinued the original Nomad Sport Wagon at the end of the 1957 model year due to low sales and the introduction of a new body for 1958.
The Nomad’s relatively short wheelbase and overall length in comparison to Chevrolet coupes, sedans and station wagons of the same time period show modern similar characteristics to hatchbacks in later years. The platform used was GM’s smallest, a two-door bodystyle with a rear bench seat that folded down to accommodate cargo, and a two-piece tailgate with a glass upper portion that swung up, with a tailgate that folded down were the features that made the Nomad very popular.
-Part of the Malamut Auto Museum Foundation
-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
In 1936 the Chevrolet Suburban was born and has built its brand recognition in being the one of largest vehicle choices to support all the transporting needs of the American nuclear family owning up to its name in today’s competitive markets. The Suburban was based on a commercial panel truck, but instead of having a huge windowless cargo area there was a large passenger compartment. Throughout the years the Suburban has underwent some style changes and the one pictured here is an example the 47-55 era of marking the beginning of flush-mounted headlights and a more broad-shouldered stance with a wider grille and passenger compartment. This particular car has been upgraded to Z/28 Camaro engine and is used for hauling trailers and other showpieces for the purposes of the auto museum.
-Part of the Malamut Auto Museum Foundation
An automatic with a 110HP six-cylinder engine, it boasts a deluxe interior and exterior, and original upholstery.
This was General Motor’s attempt to compete with the Volkswagen Microbus. The Corvair has more room, more power, and can carry a heavier load with twice the horsepower. Unfortunately, due to Ralph Nader’s mission to have GM stop building Corvairs (due, in his opinion, to their questionable safety), 1965 was the last year for the Greenbrier Family Wagon. This vehicle is a mostly-original California car that continues to roll down the highway. It has never been in an accident, which is a testament to GM and possibly contradicts Mr. Nader’s findings.
-On loan from 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.
After WWII, American automakers were limited on steel to make the bodies and parts for their production cars. Thus, leaving the automaker inconsistent to change or update the styling cues for many of their vehicles. However of all the Big Three middle-price makes, Pontiac was the only one to vary the looks of their models from 1946-1948. The Streamliner came with two engine types, a straight 6 and straight 8. This 47 Streamliner Wagon has the straight 8 and can also seat up to 8 passengers. The full-body woody became discontinued in 49, which resulted in Pontiac making a half bodied model just for that year only, and was changed to all steel in 1950, ending the wooden era.
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.
In the United States and Canada, the history of travel trailers can be traced back to the early 1920s, when those who enjoyed their use were often referred to as ‘tin can tourists’. However as time progressed, trailers became more livable earning its new name, the house trailer during the 1930s and 1940s. By the 1950s and 1960s this industry began to split, creating the two types that we see today, the recreational vehicle (RV) industry and mobile home industry. Very little information can be found of the original Terry Coach Industries, Inc. the initial producers of the Terry Travel Trailer that resided in El Monte, California. That’s because its success was overshadowed by John C. Crean and the takeover of the Terry Travel Trailer line in 1964 by his mobile home company, Fleetwood Enterprises, which went on to produce six traveler trailer brands and eight motor home brands, staking its claim as the RV industry leader at a time when an ever increasing number of U.S. outdoor enthusiasts wanted to travel. The company’s line of travel trailers included sleeping, eating, and bathroom facilities. This pre-Fleetwood Industries Terry Travel Trailer is restored back to its original condition boasting the all of these same home-style amenities proving itself as a precursor to future industry benchmarks far beyond its inception in 1955.
-On loan from The Mike Malamut personal collection
The 1965–1966 cars were the smallest and lightest of the GT 350 models. These cars are often called “Cobras”, which was the Ford-powered AC-based two-seat sports car also produced by Shelby American during the same period. Both models use the Cobra emblem, similar paint scheme, and the optional “Cobra” valve covers on many GT350s that were part of a marketing tie-in by Shelby, as well as one of his iconic symbols.
The 1965 and 1966 G.T. 350s were delivered from Ford’s San Jose assembly plant in body in white form for modification by Carroll Shelby’s operation, originally in Venice Beach and later at Los Angeles International Airport. San Jose cars carried an “R” in the Ford VIN denoting that facility. The only year that Shelby Mustangs from the 1960s came from another plant was 1968, where they came from New Jersey, “T” in the VIN,[4] and were modified by A.O. Smith.
For 1966, the GT 350 lost its Mustang tag and was marketed simply as the Shelby GT 350. The new model year also saw the introduction of non-white colors, including blue, red, green, and black. Other changes included special rear quarter-panel windows replacing the factory extractor vents, functional brake scoops on each side, and optional SelectShift 3-speed automatic, as well as an optional Paxton supercharger. The battery was no longer relocated to the trunk for 1966, and the over-rider traction bars were discontinued. The normal factory fold-down rear seat was optional. While early 1965 cars had black engine blocks, 1966 and later cars had their engines painted the regular factory Ford dark blue. The 1966 models came with a dual-exhaust exiting in the rear.
The first 252 GT 350s for 1966 began as 1965 Mustang K-Code Fastbacks. These cars were specifically ordered by Shelby American for conversion into 1966 GT 350s. Upon delivery to Shelby-American, the cars were randomly picked for conversion. The Shelby VINs do not correspond in numerical order with Ford VINs. The Ford VINs were shipped in ‘blocks,’ but many differ significantly because the order they were taken for conversions.
Total production for 1966 was 1,373 fastbacks, including two prototypes and four drag cars, and the 252 early production models with Ford Mustang 1965 bodies. In order to help Shelby sales, Ford, the major shareholder of Hertz, persuaded the rental car giant to purchase 1,003 fastbacks, including two prototypes. Four “experimental” G.T. 350 convertibles were also built for test purposes in anticipation of a 1967-1/2 convertible offering, bringing total production to 2,378 units for 1966. A small number of the 1966 models were fitted from the factory with Paxton superchargers, but not the No-Spin limited slip differential; with an option price of $670 USD, the engine was rated at 440 hp.
1966 Shelby G.T. 350 Hertz models
’66 G.T.350-H
The deal with the Hertz Corporation to offer ~1,000 G.T. 350s for rental that, after their rental-car lives were finished, were returned to Ford, refurbished, and sold to the public as “G.T. 350H” models. Most Hertz cars were black with gold LeMans stripes and rocker panel stripes, although a few were white with blue stripes. The first 85 Hertz cars were available with four-speed manual transmissions and Hertz advertised them as “Rent-a-Racer” cars. During rental, these cars were sometimes used as production class cars at SCCA events, and were rumored to have been returned to Hertz with evidence of roll bars being welded in. Ford pushed another 800 models on Hertz with black paint, gold stripes and black interior, as well as automatic transmissions.
When the Hertz cars were returned to Ford to be prepared for sale to the public, the high-performance parts were often “lost” (presumably at the manufacturer) before final sale.
-On loan from The Mike Malamut personal collection
An American classic, this GTO has power steering, power brakes, power windows, factory air, red line tires, with a four-speed Hurst shifter and Hurst wheels. Under the hood, find a 389, 360 horsepower tri-power engine. A rare find as it has matching numbers.
A teenager’s dream, when Mr. Malamut attended high school, the only car he could afford was a ’55 Chevy. The “rich kids” parents bought them GTOs, as this was the “hot car” to own and an automatic “chick magnet” for the guys.
After many years and in a position to afford one, he searched but never found the right combination of color and equipment. In January 2002, while attending the Barrett-Jackson auction, destiny arrived.. About midway through the auction, his wife, Barbara, came running, exclaiming, “Mike! There’s a great looking GTO in line to be auctioned. You must take a look at it.”
They both went running and made it to the podium as the GTO became the next in line to go on the block. Looking at the vehicle, it became love at first sight. Everything was perfect; the right color, interior, and options. As the bidding began, he kept his arm in the air, regardless of price, until the auctioneer’s gavel dropped.
After receiving congratulations from Barbara, the GTO became an important part of the Malamut family of cars.
-On loan from The Mike Malamut personal collection
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
Originally owned by Southern California Chevrolet dealer Jack Wall, this was his personal car until obtained by the Malamut Museum after Mr. Wall became terminally ill. The car still sports his personal California license plate, “63 WALL.”
With a 327, 340 HP engine, it comes equipped with a stock four-speed, matching numbers, power steering, power windows, posi-traction, AM/FM radio, tinted glass, and original navy blue interior. This car has only 57,000 miles and is in number one condition. It is a high-scoring NCRS top-flight car.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
The Helms Bakery in Culver City, California was a notable industrial bakery of Southern California that operated from 1931 to 1969. In 1926, Paul Helms of New York took an early retirement for health reasons and moved his family to Southern California. Helms started construction on a building between Washington and Venice Boulevards in 1930 and, on March 2, 1931, the Helms Bakery opened with 32 employees and 11 delivery coaches (trucks). Divco or the Detroit Industrial Vehicle Company manufactured the Helms. Interestingly the brake pedal setup also doubles as a clutch when depressed slightly, making it a tricky little truck to operate. Both the owner and wife can recall the name of their Helm’s delivery truck driver and the fresh milk and baked goodies he delivered to their homes. Fond memories such as these make this an incredibly sentimental piece to this museum.
-Part of the Malamut Auto Museum Foundation
-On loan from The Mike Malamut personal collection
An orange beige exterior with orange beige, black cloth interior, this truck has an automatic transmission, V-8 engine with factory AM radio, original paint and interior with original 55,000 miles. It is unrestored with factory markings clearly shown in the engine bay. Immaculate, it drives like a brand new truck.
-On loan from The Mike Malamut personal collection
An American classic, this car has four-wheel drive, automatic transmission, power steering and brakes, V-8 engine, AM radio, bumper guards, roof rack, optional clock, trim rings, and a vintage CB radio. This Jeep has an original interior and 26,000 original miles. This car has the subtleties of the past with a hint of the future.
-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 Jaguar E-Type (UK) or XK-E (US) is a British automobile, manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. More than 70,000 E-Types were sold during its lifespan. The Series 1 was produced from 1961-1968. The cars at this time used the triple Skinner Union (SU) carbureted 3.8 liter six-cylinder Jaguar XK6 engine from the XK150S. All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted, bringing the vehicle way ahead of its time. This beautiful roadster is an example of an all-original survivor with less than 8,000 miles logged.
-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.
When Andre Citroen’s first car rolled off the line in 1919 another French Revolution has begun, claiming stake in the mass production of the automobile. In fact, Citroen was the first automotive company outside the US to mass-produce the automobile, and was the largest of manufacturers in Europe. Pierre-Jules Boulanger early 1930s design brief, after a pioneering market research survey done by Jacques Duclos to meet the needs of rural French whom were accustomed to horse drawn labor much less the automobile, was to be astonishingly radical for the time. The initial design called for a low-priced, rugged ‘umbrella on four wheels’ that would enable two peasants to drive 100 kg (220 lb) of farm goods to market at 60 km/h (37 mph), in clogs and across muddy unpaved roads if necessary while using no more than 3 L of gasoline to travel 100 km (78 mpg). Most famously, it would be able to drive across a plowed field without breaking the eggs it was carrying. Boulanger later also had the roof raised to allow him to drive while wearing a hat. This gave way to Citroen 2CV, a car that was released in 1948, which spawned a 42 yearlong reign of cost efficient transportation for the working class. 2CV stood for deux chevaux,” which referred to the two horsepower units that was taxed under French law of taxable horsepower, that realistically calculated engine output based on the number cylinders and bore size, not its actual horsepower. Because the 2CV’s 375 cc engine was both so small and efficient, and the car itself was so affordable, sales of the 2CV exploded, putting its numbers in the millions rivaling that of the Volkswagen Beetle. This Citroen is a more modern version known as the Charleston 2CV6, which features an Art Deco style having two-tone paint job, and striping. This model could do a top speed of 71 mph with 29 hp, and has seat belts and front disc brakes, as the 83’ model was the first year to offer both these safety features.
-On loan from The Mike Malamut personal collection
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
The era that this Volvo falls under is known as the Duetts, which were produced from 1953 to 1969. The name Duett was intended to signify a car that could be used as a delivery vehicle during the week and as a comfortable sedan while away from work. The Duett was produced in three body styles: an estate car (station wagon), a panel van, and, in small numbers, a bare chassis with no body from the windshield rearward. Its design is based on the Volvo PV sedan and sharing the same engine platform and front suspension. However, unlike the PV, which had a unibody design and a coil spring rear suspension, the Duett used a ladder frame using leaf springs to support the rear. While the Duett has been criticized as a regressive design by those who point out that a ladder-frame car was based on Volvo’s first unibodied car, the use of a separate ladder chassis provided Volvo with an easy solution in producing a suitable commercial vehicle. The availability of the bare chassis also allowed Swedish coach builders such as Grip, Valbo and Nordbergs to build Duett-based pickup trucks, convertibles and specialized commercial vehicles. In addition, the ladder-frame’s versatility also made the Duett a popular choice as a base for customized vehicles such as hot rods and EPA tractors. The Duett was the only automobile marketed by Volvo in the United States that utilized a separate frame. All other models were of unibody construction. The P210 replaced the Volvo 445 in the early 1960s, and is distinguishable from the P445 by its use of a single-piece curved windshield, which it shares with the PV544.
-On loan from The Mike Malamut personal collection
Assar Gabrielson and Gustaf Larson founded Volvo, which now stands as the largest industrial corporation in the Scandinavia region today. The big Volvos of the 1930s were delivered from Volvo fitted with front wings, bonnet, sills and rudimentary A-pillars in order to be transformed into vans or pickup trucks by the many coachbuilders in Sweden at the time. Due to the fact that the larger Volvo cars were still built on separate frames after World War II, these bare chassis versions were still offered in the sales catalogue throughout the 1950s but they were large so the need for a smaller and lighter chassis version became evident. At the time Volvo’s PV444 car had a unitary construction body design and therefore could not be used for this kind of vehicle. A commercial equivalent built on a strong but light separate frame had to be designed. The production of this chassis started in the summer of 1949, and in 1953, the Volvo 445 was released, dawning the Duett era of estate cars (station wagons) that also possessed the strength and toughness for commercial use. In fact, the Duett became a staple in the commercial market and like its name Volvo, (the Latin equivalent of “I roll”) continued to roll on with the safety and efficiency that it founders had instituted at its roots.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
| 1955 Mercedes-Benz 300 SL Gull Wing Coupe
A frame-off restoration done in 2000, it won Best Mercedes at the Greenwich Concourse the following year. Subsequently, it’s won top awards at various local concourses. Ever since Mr. Malamut’s boyhood years, he had always admired the beauty and lines of the 300 Gull Wing Mercedes. He’s been quoted as saying, “If I could own any car, this would be the car.” After starting to collect cars on a small scale at the age of 16, his budget allowed for cars from the newspaper or ones that needed mechanical work, most of which he repaired, later to sell, to pay bills. Later, at the age of 21, he entered the car business, and founded Autoland, a business predicated on helping credit union members purchase their new vehicles. As a sideline, Mr. Malamut opened a small classic car lot, buying and selling various models. As the business flourished, he began to assemble a small collection of classics that would form the beginnings of what the collection is today. Never forgetting his goal, Mr. Malamut continued to admire them. After selling his company in 2002, he found himself in the position to make the dream come true. At the Christie’s auction in 2004, he spotted this stunning Gull Wing. Seeing his dream car, he decided then and there that, regardless of price, he’d become an owner. He kept his hand up in there until the gavel dropped and the auctioneer announced, “Congratulations. You’re the new owner of this beautiful Gull Wing.” Mr. Malamut believes in driving his cars and not just garaging them. After being invited by Mercedes Benz to be a participant in the 2006 Colorado Grand Rally, he drove the car in 80 degree weather, in the mountains, and through snow blizzards. At times, speeds were in excess of 140 MPH. The Gull Wing, true to its design, performed flawlessly, traveling over 2,000 perfect miles. |
-On loan from The Mike Malamut personal collection
This 1960 Mercedes 190B falls under the category, which many including Mercedes called the “Pontons.” Ponton, the German word for pontoon marked the style of Mercedes production cars during the nine-year period of vehicles churned out from 1953 to 1962. There are two general theories as to why this name surfaced as the indicator of these cars. The first is the body shape, as that the car’s front and rear fenders during this time resembled a pair of pontoons. Another theory is that the U-shaped bridge that connected its sub frame also resembled the bridge of a pontoon boat. Whatever the reasoning, the Ponton is revered by both Mercedes-Benz fans and car collectors. The 190B describes this particular model’s features. The ‘190’ is for the 1.9-liter straight-4 cylinder M121 engine, and the ‘b’ signifies the modifications that Mercedes put in place for their 190 model to accommodate the redesigned sub frame for their suspension unit in 1959 that lasted till 1962. Mercedes also produced a diesel variant of the 190 and 190B during this period.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
With a four-speed, fully synchro transmission, this vehicle has a six-cylinder overhead cam engine and original brown leather interior.
While working his way through college, Mr. Malamut became quite fascinated with German automobiles. Working at a VW/Porsche dealership, he enjoyed using his spare time collecting and repairing many lines of German cars. Quickly, an appreciation for the quality of Mercedes cars was formed.
In the next decade, he attended an auto show at Fashion Island in Newport Beach where he saw a beautiful 220 Cabrolet A where he saw a car similar to this one that was meticulously restored and shown by its owner, Jim Weins. After talking with Jim, he told him how much he loved the car. Naturally, it wasn’t for sale.
Mr. Malamut then searched for several years and found that purchasing a nicely restored Cabrolet A was beyond the budget. Upon scanning various periodicals, he found an ad where a seller was selling two identical 1953 Cab A vehicles that were mainly parts. One had the beginnings of a restoration where the frame was stripped and painted. The other was just piles of parts.
He purchased the two parts vehicles for $6,000. At the time, Autoland was ten-years-old. He also owned a Volkswagen dealership. After taking two repair bays and parking the parts cars there, he hired a couple of restorers from the east coast to help with the restoration. They spend a year sorting out the best of the parts from the two cars with the mission of making one good car out of the two. The process began with a total ground up restoration.
The parts were sorted (in particular, the chrome), and picked the best pieces for rechroming. Having never painted a complete car, Mr. Malamut decided he would like to tackle this feat with this one. The car, in pieces, but after the assistants prepped the various parts, he sprayed them one-on-one in a makeshift spray booth that built with 2 X 4s as framing and plastic sheathing as walls. He would wet down the floors and spray three to four coats of beige Mercedes lacquer. Then, they would color sand and buff each panel. It was a daunting task, but car started to come to life once their was paint on the various surfaces.
As the Mercedes inter support of this vintage are made out of wood, they then were perplexed by how to handle this task and none of the crew had experience with major woodworking. Mr. Malamut had raw oak stock from the previous owner, using it to create replacement pieces with the raw stock. It was quite difficult as the restoration fell to a standstill.
Then one day, one of the car detailers of Mexican descent, sensing his frustration, approached Mr. Malamut and said, “Let me help you. I can make the wood for you.” He replied, “You have cars to wash,” and sent him on his way. They continued to move forward with continued frustration.
Soon, it dawned on him, he seemed sincere; maybe he knows how to work with wood. Calling him over, he asked him to say more about his woodworking abilities. He said that when he lived in Mexico, he worked in a furniture shop, and his job was to build furniture.
Mr. Malamut apologized, and asked if he was still willing to lend a hand. In short, the man was an expert. It took him little time to shape the panels like a real artist. For this car, one has to make the inner panel first, and then tack the metal panel to the wood support before putting it in place to check the spacing of the door’s opening. Then, the outer metal panel is removed while working with the inner panel, carving it while making slight adjustments, then checking the outer panel to check the fit.
This three-month process was needed to fit the doors, top, etc. When the young man finished, the car began to take shape. All the mechanical refurbishing was done along with attachment of the doors and numerous chrome pieces. While fitting the chrome pieces, new problems arose. Some of the pieces fit well, others were too short or too long.
Scratching their heads, they couldn’t find the problem, Mr. Malamut called Jim Weims. He explained these cars were hand-built and each piece should fit the vehicle. Each piece had a number on the back. These numbers are the last two digits of the ID number of the vehicle. His suggestion was to take all the pieces from both cars and separate them by ID numbers. Then fit the pieces to the vehicle being restored with the matching ID number, and the problem would be solved.
Magically, after sorting the pieces, they all fit perfectly. They then completed the interior and top work, and the car was complete. The Mercedes was finished in 1981 and still sports its original paint job. It runs beautifully and has required only oil changes and very little maintenance through the years. Mr. Malamut reports that today, he would feel quite comfortable cruising down the freeway at 70 miles per hour.
This vehicle holds a special place in the collection as it’s one of a few that Mr. Malamut has personally brought back to life.
-On loan from The Mike Malamut personal collection
A one-owner car, this vehicle has been driven only 73,000 miles. It sports original paint, original interior, original motor, and has won several first place awards for its pristine condition. The car’s history is an interesting one: A favorite of the owner, his biggest joy was to drive the car into town (he was from Merced, California) after waxing and polishing his Ghia. He would frequently get stopped as individuals would plead wth him to sell the car. However, his love for his car stopped him from accepting any and all offers.
After the original owner passed away, his grandchildren realized how important the car was to him and became concerned about driving the car as they would feel terrible if it was damaged. After garaging it, they decided they would put the vehicle up for sale.
When advertising it, they found there was an extreme amount of interest. However, their biggest concern was that it be sold to the right party that would appreciate it.
When Mr. Malamut traveled to Merced to meet with them and view the vehicle, he brought with him pictures of his musuem and Volkswagen collection, accumulated over 25 years. Deciding they had found the next owner, they sold the car to the Malamut Museum, the perfect home for their grandfather’s cherished Karmenn Ghia.
Since its acquisition, the vehicle was detailed and freshened up, and has won many first place awards in All-Volkswagen shows as well as being featured in a multi-spread article in Hot VWs Magazine.
-On loan from The Mike Malamut personal collection
In September 1961, Volkswagen introduced the VW 1500 Karmann Ghia, or Type 34, based on its new Type 3 platform. It featured Volkswagen’s new flat 1500cc engine design and styling by Italian engineer Sergio Sartorelli.
Due to model confusion with the Type 14 1500 introduced in 1967, the Type 34 was known variously as the “Der Große Karmann” (“the big Karmann”) in Germany, “Razor Edge Ghia” in the United Kingdom, or “European Ghia” (or “Type 3 Ghia” among enthusiasts) in the United States. Today the name Type 34 is recognized as the worldwide naming convention.
An electrically operated sliding steel sunroof was optional in 1962, the second automobile model in the world to have this option. The styling offered more interior and cargo room than the original Karmann Ghia. It featured an electric clock, three luggage spaces, built-in fog lights, round tail lights, upper and lower dash pads, door pads, and long padded armrests. It was the fastest production VW model of its day.
Until it was replaced by the VW-Porsche 914, it was the most expensive and luxurious passenger car VW manufactured in the 1960s — at the time costing twice as much as a Beetle in many markets. 42,505 (plus 17 prototype convertibles) were manufactured from 1962-1969.
Although the Type 34 was available in most countries, it was not offered officially in the U.S. – VW’s largest and most important export market. This was another reason for its low sales numbers. Many still made their way to the USA (most via Canada). The USA has the largest number of known Type 34s left in the world (400 of the total 1,500 to 2,000 or so remaining).
-On loan from The Mike Malamut personal collection
Founded in 1924 by Friedrich Rometsch, the company took advantage of the German custom of their buying a chassis complete with an engine and then employing a coachbuilder to add a custom-built body to it. By the late 1930s it was more usual to buy the complete vehicle.
Friedrich Rometsch and his son Fritz Rometsch earned their experience while working for the coachbuilder, Erdmann & Rossi.
Johannes Beeskow, a Rometsch designer, built the first prototype of a four door sedan in 1950; the donor vehicle being a Volkswagen Beetle in scrap condition. Rometsch took this concept into the production of a taxicab. The wheelbase had been stretched by about 11 in. Access to the backseats was made more accessible by adding suicide doors. Thereafter, original doors were modified.
The Beeskow was twice the price of its platform and parts donor, the Volkswagen Beetle. The Beeskow became “the Beetle for the high society”. The design of falling lines on head and tail of the pontoon body caused it to be nicknamed “the banana”. A third seat was installed behind the driver seat, turned by 90 degrees, facing the nearside. The actor Viktor de Kowa bought the first Beeskow at the Geneva Automotive Show. As Friedrich Rometsch had not thought of a price, he took a look at the Porsche exhibition booth next-door where the Porsche 356 was offered for 10,000 DEM and Rometsch offered the car for 9,800 DEM, which was accepted. Today that price would equal 47050 EUR. Both Gregory Peck and Audrey Hepburn also bought Beeskows. In the late middle 1950s, the design engineer Johannes Beeskow moved to the Karmann company in Osnabrück as their department manager of technical research. Some of the design elements from the Beeskow were found later in other vehicles such as the so-called “wheelbrows” on the bumpers of the Mercedes-Benz 300 SL and also the roof of the Audi TT.
When sales declined, mainly due the competition from the mass production of the Type 14 Karmann Ghia, which was 1,500 DM cheaper and also built on the Beetle chassis, the general director of Volkswagen, Heinrich Nordhoff, stopped the supply to Rometsch. He also prohibited dealers from selling either chassis or vehicles to Rometsch. When Rometsch realised they were selling the Lawrence at a loss, he was forced to cut wages to piece rate.
A further blow hit Rometsch in the summer of 1961 when the construction of the Berlin Wall separated them from nearly half of their 90 employees overnight. The production of the sports car ended later that year.
-On loan from The Mike Malamut personal collection
The Amphicar is still the only amphibious automobile ever mass-produced for sale to the public. The power plant was the 1147 cc (69 in³) engine from the British Triumph Herald 1200 introduced by the new owners Leyland Motors Ltd. Many engines were tried in prototypes but the Triumph engine was “state of the art” in 1961 and had the necessary combination of performance, weight, cool running and reliability. Updated versions of this engine remained in production in the Triumph Spitfire until 1980. The Amphicar engine had a power output of 43 hp (32 kW) at 4750 rpm. Called the “Model 770”, the Amphicar could achieve speeds of 7 knots in the water and 70 mph (113 km/h) on land. Later versions of the engine displaced 1300cc and 1500cc and produced up to 75bhp. Some Amphicar owners have fitted these engines to improve performance.
In water as well as on land, the Amphicar steered with the front wheels making it less maneuverable than a conventional boat. They are capable of about 7MPH in water and 70+MPH on land, hence the “770” model designation. They are also very capable boats in rough waters. Two crossed the English Channel in 1968 enduring 20′ waves and gale force winds.
-Part of the Malamut Auto Museum Foundation
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
Restored in 1985, this ranked as the most expensive restoration of its time at $20,000 (as per Hot VW Magazine).
-On loan from The Mike Malamut personal collection
This very rare vehicle, originally restored by Dr. Richard Christiansen, has won first in class at every show it has attended. Once owned by “Shakey Jake” Babbit, it was purchased from an Arizona collector Bob Everts. The 18-month restoration included an imron black and cream paint combo, leather upholstery, Telefunker Radio, locking glove box doors, 16″ wheels, and comes with the original tool kit.
-On loan from The Mike Malamut personal collection
As they said in their advertisements, “First we paint the car, then we paint the paint.” This Volkswagen’s finish was restored to exact factory standards, with Glassurit Single-Stage Polar Silver Metallic applied in two complete applications. The result is the heavy “orange peel,” customary on brand new VW’s, the main reason so many original paint Volkswagens have survived.
This 36-horse motor has been blueprinted with N.O.S. pistons and cylinders, and fully detailed with correct carburetor, fuel pump, distributor, and all fitments. The split-case transmission has been completely rebuilt with new first through fourth gears and ring and pinion, and is detailed to the same level as the motor. The suspension has been built with all N.O.S. parts, including backing plates, spindles, torsion springs, along with all new brake components.
The interior was hand crafted by VW So-Cal legend Dave Lumeda. Using factory patterns, he built the door panels, seats, square weave carpets, Stay-fast sunroof top, and wool headliner to match the exact factory fit and finish. Correct color red vinyl and black piping was sourced and all padding and stitching replicates the factory appearance. The gray German square weave carpets have specially dyed welting.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
Manufactured in late 1965, this model comes with a big back window, making it a rare car. Inside, note the original wood cabinet options, while overhead, find the flip top (as opposed to the pop top of later models). Velvet green in color, it has enjoyed a partial restoration that includes an exterior painted “velvet green.”
A symbol of the hippy and surf culture that became popular in the mid to late sixties, this popular “bus” became an icon in British and American culture. Certainly, the utilitarian functioning of this vehicle makes it suited for a trip to the beach, a picnic outting, and, of course, a good night’s sleep.
-On loan from The Mike Malamut personal collection
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Restored by Robert Davis of Santa Barbara, this $50,000 project was finished in 2003. With an original wood interior and painted in “mango green,” it has won “best camper” in every Volkswagen show in which it has been shown. |
-On loan from The Mike Malamut personal collection
This rare “flip seat” model has only 46,000 miles. Drivers can charm passer-bys with a rare “ding dong” heel horn.
-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
Unbelievable but true, this van has an original 8,000 miles on it and remains unrestored, yet almost in mint condition. Originally from Pennsylvania, the car’s only owner purchased it for family outings, which happened about one time per year. He then serviced the vehicle, and placed it in the garage for use the following year. It’s a once-in-a-life find that is completely documented.
-On loan from The Mike Malamut personal collection
Painted in “ceiling wax red” and chestnut, note the rare blade bumper (no overrides) on this van that was originally owned by Jim Cacorus. Inside, the interior is original, as is the engine.
-On loan from The Mike Malamut personal collection
Complete with a 1964 Eriba Puck trailer, this tailing piece weighs only 500 lbs., designed for small horsepower units. The aluminum side and fiberglass top were painted to match the 23-window van.
-On loan from The Mike Malamut personal collection
With only 36,000 original miles, this van has special significance to Mr. Malamut as it’s identical to many of those he worked on in his early days as a mechanic.
-On loan from The Mike Malamut personal collection
With 22,000 original miles, this car remains in good shape, thanks in part to being a California car.
-On loan from The Mike Malamut personal collection
The Volkswagen Type 3, also called the Volkswagen 1500 and later the Volkswagen 1600, was a range of small cars from German manufacturer Volkswagen (VW) introduced in 1961. They featured ponton (an enveloping coach with slightly protruding bulbous-like fenders) three-box styling (where the cars body pillar separate it into three compartments or boxes: engine, passenger and cargo) in a notchback (softened three-box look where the final “C’ pillar slopes to shorten the appearance of the protruding trunk space into what looks like a little notch). Type 3’s also featured the Karmann Ghia 1500 (also known as the Type 34 Karmann Ghia) with a coupé body and the Variant (known as the Squareback in the USA) with an estate body (the two box style that defines a station wagon or hatchback), which first followed in 1962. The Type 3s such as the Variant and the others mentioned helped diversify Volkswagen´s product range beyond its existing models, while retaining their engineering principles, notably the air-cooled engine and the rear-engine, rear-wheel drive layout.
-On loan from The Mike Malamut personal collection
Rumor is that in the early 1950’s a florist went to BINZ a German coachbuilder that was synonymous for special purpose vehicles, requesting a vehicle that he could use for transporting materials, workers and plants in, but also had an area that was safe from the weather. Apparently, the single cab, which VW had in production in 1952, didn’t fit his needs. Binz’s solution was to take the Volkswagen Single cab and modify it into what is now known as the Binz double cab. Binz realized that they had a good idea in there hands and began to produce and market the double cab. They would make the conversion, upholster a rear seat that they made, and then paint the new double cab (the single cab came from Volkswagen primed). Because of its success Volkswagen contracted Binz to start making the VW double cab. Although Binz Started making the double cab Type 2s in 1953 for Volkswagen, by 1958 VW took the production of the double cab in house started making the vehicles at their own facilities. They sold for about $1800 that was about $300 more than the single cab.
-On loan from The Mike Malamut personal collection
The Carrera 2 was surely one of the highest quality, exceptionally roadworthy GT cars of its day. The Carrera engine was the ultimate development of the Porsche 356 power plant. However, while its four overhead cams, dual ignition, and internal gear systems yielded impressive power, the engines were complicated, challenging to tune, and not particularly happy running at low RPM. This car is displayed as delivered from the factory in May 1963.
-On loan from The Mike Malamut personal collection
From the earliest, 1100 cc Gmünd beginnings, the overall shape of the Porsche 356 remained more or less set. In late 1954 Max Hoffman, the sole US importer of Porsches, convinced Porsche to build a stripped down roadster version with minimal equipment and a cut-down windscreen. Towards the end of the original 356’s time (in 1955, when the 356 A was about to be introduced) Hoffman, wanting a model name rather than just a number got the factory to use the name “Continental” which was applied mostly to cars sold in the United States. Ford, makers of the Lincoln Continental, sued. This name was used only in 1955 and today this version is especially valued.
-On loan from The Mike Malamut personal collection
The 356 was created by Ferdinand “Ferry” Porsche (son of Ferdinand Porsche, founder of the German company), who founded the Austrian company with his sister, Louise. Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Sr. had designed), the 356 is a four-cylinder, air-cooled, rear-engine, rear-wheel drive car with unitized pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda. Certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen.
Ferry Porsche described the thinking behind the development of the 356 in an interview with the editor of Panorama, the PCA magazine, in September 1972. “…I had always driven very speedy cars. I had an Alfa Romeo, also a BMW and others. ….By the end of the war I had a Volkswagen Cabriolet with a supercharged engine and that was the basic idea. I saw that if you had enough power in a small car it is nicer to drive than if you have a big car which is also overpowered. And it is more fun.
In late 1955, with numerous small but significant changes, the 356 A was introduced. Its internal factory designation, “Type 1”, gave rise to its nickname “T1” among enthusiasts. In the US 1,200 early 356s had been badged as the “Continental” and then a further 156 from autumn 1955 to January 1956 as an even rarer T1 “European” variant after which it reverted to its numerical 356 designation. In early 1957 a second revision of the 356 A was produced, known as Type 2 (or T2). Production of the Speedster peaked at 1,171 cars in 1957 and then started to decline.
-On loan from The Mike Malamut personal collection
The last revision of the 356 was the 356 C introduced for the 1964 model year. It featured disc brakes all around, as well as an option for the most powerful pushrod engine Porsche had ever produced, the 95 hp (71 kW) “SC”. Production of the 356 peaked at 14,151 cars in 1964, the year that its successor, the new 911, was introduced to the US market. The company continued to sell the 356 C in North America through 1965 as demand for the model remained quite strong in the early days of the heavier and more “civilized” 911.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
The Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356. The new car made its public debut at the 1963 Internationale Automobil-Ausstellung, better known to English speakers as the Frankfurt Motor Show.
It was initially designated as the “Porsche 901”, after its internal project number. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. It went on sale in 1964.
The earliest editions of the 911 had an air-cooled, rear-mounted, 2.0L (1991 cc) 130 PS flat-6 “boxer” engine, similar to the 356’s four-cylinder 1.6L unit. It was mated to a five-speed manual “Type 901” transmission. The car had 2+2 seating, though the rear are very small, also like the 356. The styling was largely by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche.
This car is an unrestored example with original paint.
-On loan from The Mike Malamut personal collection
The first roadworthy model bearing the Porsche name was the 356. Introduced in 1948, it underwent continuous development during the production run. Production of the 356 finally ended in 1965. By production’s end, the car had come a long way. Engine output more than doubled, from 40hp in the early cars to just under 100hp in the final examples. The ultimate development from these years was the 356 C, which represented huge advances over earlier models, including the adoption of disc brakes. They were available in several configurations as both coupes and cabriolets, and with several motors.
This particular car has taken part in two international rallies since we have owned it: The Peninsula Tokyo Rally in Japan and the Holy Land 1000 in Israel.
-On loan from The Mike Malamut personal collection
The 356 originated as a coupé only 1948-1955. Over time a variety of other styles appeared, including roadster, convertible, cabriolet, and a very rare split-roof.
The basic design of the 356 remained the same throughout the end of its lifespan in 1965, with evolutionary, functional improvements rather than annual superficial styling changes.
The car was built of a unibody construction, making restoration difficult for cars that were kept in rust-prone climates. One of the most desirable collector models is the 356 “Speedster”, introduced in late 1954 after Max Hoffman advised the company that a lower-cost, somewhat spartan open-top version could sell well in the American market. With its low, raked windscreen (which could be removed for weekend racing), bucket seats and minimal folding top, the Speedster was an instant hit, especially in Southern California.
-On loan from The Mike Malamut personal collection
The last revision of the 356 was the 356 C introduced for the 1964 model year. It featured disc brakes all around, as well as an option for the most powerful pushrod engine Porsche had ever produced, the 95 hp “SC”. Production of the 356 peaked at 14,151 cars in 1964, the year that its successor, the new 911, was introduced to the US market. The company continued to sell the 356 C in North America through 1965 as demand for the model remained quite strong in the early days of the heavier and more “civilized” 911.
-On loan from 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. 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.
This particular model features original paint.
-On loan from the Mike Malamut personal collection
The Porsche 356 was the company’s first production automobile. It was a lightweight and nimble-handling rear-engine rear-wheel-drive 2-door sports car available in hardtop coupe and open configurations. Design innovations continued during the years of manufacture, contributing to its motorsports success and popularity. The basic design of the 356 remained the same throughout its lifespan, with evolutionary, functional improvements rather than annual superficial styling changes. Nevertheless a variety of models in both coupe and convertible forms were produced from 1948 through 1965. The sunroof is a rare option that adds substantial collectability to this already sought after classic.
-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 Nissan Patrol is a series of four-wheel drive vehicles manufactured by Nissan in Japan and sold throughout the world.
The Patrol has been available as either a short-wheelbase (SWB) three-door or a long-wheelbase (LWB) five-door chassis since 1951. The LWB version has been offered in pickup truck and cab chassis variants.
The Patrol was available in Australia, Central and South America, South Africa, parts of Southeast Asia and Western Europe as well as Iran and the Middle East.
The soft-top Nissan Patrol 60 (two-door) and G60 (two-door; 98.4 in wheelbase) were first sold in Australia in 1960. Left-hand drive L60/GL60 models were sold outside of Australia.
American customers could get Patrols only from 1962 until 1969. Patrols were sold through Datsun dealerships, making it the only Nissan-badged vehicle sold in the USA until the early 1980s when the Datsun marque was 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, featuring bathtub-shaped combustion chambers and a fully balanced seven-bearing crank shaft.
-On loan from The Mike Malamut personal collection
A series of roadsters produced by Nissan in the 1960s, this series was a predecessor to the Z-car in the Fairlady line, and offered an inexpensive alternative to the European MG and Triumph sports cars. The line began with the 1959 “S211” and continued through 1970 with the “SP311” and “SR311” line.
-On loan from The Mike Malamut personal collection
The Toyota Land Cruise is a series of four-wheel drive vehicles produced by the Japanese automobile manufacturer Toyota. It is Toyota’s longest running series of models. Production of the first generation of the Land Cruiser began in 1951 as Toyota’s version of a Jeep-like vehicle.
Traditional body on frame SUVs, most 40 series Land Cruisers were built as 2-door models with slightly larger dimensions than the similar Jeep CJ.
The Land Cruiser has been produced in convertible, hardtop, station wagon and cab chassis body styles. The Land Cruiser’s reliability and longevity has led to huge popularity that continues to this day.
-On loan from The Mike Malamut personal collection
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
The S800 is a sports car from Honda produced from 1966–1970. Introduced at the 1965 Tokyo Motor Show, the S800 would replace the successful Honda S600 as the company’s image car and would compete with the Austin-Healey Sprite, MG Midget, Triumph Spitfire and Fiat 850 Spider. The 791 cc straight-4 engine produced 70 hp (52 kW) at 8000 rpm, thus making this Honda’s first 100 mph (160 km/h) automobile, but still allowing for 35 mpg (6.7 L/100 km). In April 1967 the car was described as the fastest production 1-litre car in the world thanks to its high revving engine (up to 10,000 rpm) and the manufacturer’s history of manufacturing powerful relatively low capacity motorcycle engines.
-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.
Its name evoking happiness and fun, the Fiat Jolly was one of a number of beach buggy conversions of regular production cars constructed by Italian coachbuilders. They were distinguished by open sides, a chopped windshield, and a fringed surrey top with stripes, and were available in pink, corral, white, pale yellow, and sky blue. Although the Jolly’s price was almost double that of a standard Fiat 500, they were favored by both celebrities and the wealthy; Yul Brynner and Aristotle Onassis both owned them. Because they were used primarily as yacht tenders, golf cars, and estate runabouts, most surviving Jollys have unusually low mileage. Sold in the United States between 1958 and 1961, the model had a healthy run until its retirement in 1966.
-On loan from The Mike Malamut personal collection
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.
The Fiat that was commonly referred to as the “Topolino” was the little Italian car that was produced from 1936-1955 and was the very first of the Fiat 500 series. Even though the ‘Topolino’ is literally a 500 model, the ‘Topolino’ name is commonly used to describe this early series of Fiat cars, whereas the ‘Fiat 500’ is generally used in reference to the second or ‘Nuova’ generation of Fiat 500 models. The Topolino, which is the Italian word for “little mouse,” and additionally denotes Micky Mouse, was literally one of the smallest cars produced in the world at its time, but totaled in at a massive quantity of 520,000 made. This particular model is the Fiat 500C ‘Giardiniera.’ ‘Giardiniera,’ the Italian translation of “Gardner” was Fiat’s station wagon variant, and was big success with its initial debut under the 500B line 1948. Collectors revere the early Gardiniera’s unique look among Topolinos because of it having timber side paneling giving it the rightfully earned nickname as ‘The Little Wooden Mouse.’ In 1951 the little wooden mouse retired and the Fiat 500C ‘Belvedere’ Station Wagon, took its place having metal side paneling in place of timber.
-On loan from The Mike Malamut personal collection
The Fiat that was commonly referred to as the “Topolino” was the little Italian car that was produced from 1936-1955 and was the very first of the Fiat 500 series. Even though the ‘Topolino’ is literally a 500 model, the ‘Topolino’ name is commonly used to describe this early series of Fiat cars, whereas the ‘Fiat 500’ is generally used in reference to the second or ‘Nuova’ generation of Fiat 500 models. The Topolino, which is the Italian word for “little mouse,” and additionally denotes Micky Mouse, was literally one of the smallest cars produced in the world at its time, but totaled in at a massive quantity of 520,000 made. This particular model is the Fiat 500C ‘Giardiniera.’ ‘Giardiniera,’ the Italian translation of “Gardner” was Fiat’s station wagon variant, and was big success with its initial debut under the 500B line 1948. Collectors revere the early Gardiniera’s unique look among Topolinos because of it having timber side paneling giving it the rightfully earned nickname as ‘The Little Wooden Mouse.’ In 1951 the little wooden mouse retired and the Fiat 500C ‘Belvedere’ Station Wagon, took its place having metal side paneling in place of timber.
-On loan from The Mike Malamut personal collection
Carrozzeria Allemano was an automobile coachbuilder in Turin, Italy, founded by Serafino Allemano in 1928. Originally set for mechanical repairs, however by 1935 Allemano decided to direct its efforts solely in the field of bodywork. But few years later, the outbreak of the Second World War forced him to suspend their activities. However, the coachbuilder survived the war and began to thrive as Allemano expanded its clientele to Ferrari, Lancia, Alfa Romeo, Maserati, Fiat, and then to Jaguar, Aston Martin, and on. 1958 was the last year of the Allemano-bodied Fiat 600 type chassis Abarth, most of which were 750cc. This Abarth, which is restored to a concour level is said to be one of five, and is a testament in defining the beauty in Allemano’s craft in all things big or as in this case, small.
-On loan from The Mike Malamut personal collection
Introduced in 1956, the Fiat Multipla was based on the platform of the extremely successful Fiat 600 passenger car, which had debuted one year ealier. Resembling an early minivan, the mixed-use station wasgon was dubbed the Multipla, which was Italian for “all service.” Three versions were available, including a 4/5 seater (with front and rear bench seats that folded to make a bed), a six-seater, and a taxi. Almost 130,000 of the rear-engine, four-cylinder vehicles were built until the model was discontinued in 1969. This car was fully restored by the Malamut Museum’s in-house restoration shop.
-On loan from The Mike Malamut personal collection
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
The Giulietta was a subcompact automobile manufactured by the Italian carmaker Alfa Romeo from 1954 to 1965. The Alfa Romeo Giulietta Sprint Speciale was built at Bertone’s Gruliasco factory. Franco Scaglione, the man responsible for the 3 curvy-finned BAT prototypes or “Berlinetta Aerodinamica Tecnica” cars, designed it. The main aim of the project was to develop a car that was as aerodynamic as possible, and many styling cues from the BATs are evident. Bertone managed to get the drag factor comfortably below the 0.3 CD threshold, giving the car an impressive 125 mph top speed. Around 1,350 were sold with either the original 1300cc Giulietta engine or the later uprated Giulia unit.
-On loan from The Mike Malamut personal collection
-On loan from The Mike Malamut personal collection
The K201 is a rare convertible version of the Messerschmitt KR200. Very few were built and very few survived. A KR201 can be identified by a molding where the windows would normally be on the KR200 model and snake skin trim lining the upholstery. That’s right, snakeskin!
-On loan from The Mike Malamut personal collection
Originally called Bianchi, the car’s birth was in Milan in 1899. Fifty-six years later in 1955, after having made big cars, tanks, and trucks, the company merged with Pirelli and Fiat to form Autobianchi (pronounced auto-bjanki). Used to test new concepts such as fiberglass bodies and front-wheel drive, the automobile was eventually rebranded as the Lancia A112, marketed as well by Saab of Sweden.
-Part of the Malamut Auto Museum Foundation
1963 Henkel Trojan
1957 BMW Isetta 250
Designed by refrigerator manufacturer Renzo Rivolta, the egg-shaped Iso Isetta was introduced at the 1953 Turin Auto Show. Desiring a vehicle to fill the price gap between their high quality motorcycles and expensive luxury cars, BMW bought the rights to produce a version of the Isetta, which they improved by fitting their own 13-horsepower engine. This car, which has the rare and desirable ‘Z’ side molding, is an early European ‘Bubble Window’ model that preceded the more practical, but less distinctive, sliding window model introduced in 1957. All Isettas featured a single front door, the placement of which encouraged drivers to park perpendicular (instead of parallel), so they could step directly out onto the sidewalk. Isettas were also produced under license by firms in Belgium, France, Spain, and Brazil.
-On loan from The Mike Malamut personal collection
A convertible with the triangular window, which is referred to as the bubble window is an extremely rare combination for the Isetta 300 model.
-On loan from The Mike Malamut personal collection
In 1954 BMW bought the license and the complete Isetta body tooling from Italy’s Iso SpA, the little car’s original designer and manufacturer. The bubbly little one-cylinder Isetta 250 and 300 became a popular economic choice for transportation in the impoverished post war years as a total of 161,728 cars were built from 1956-1962. In 1957 BMW began producing the 600, a two-cylinder, two door, extended wheel base successor to the previous Isettas models. Unfortunately for BMW, the 600 could not match the economic practicality of the Volkswagen Beetle cutting its production short and making it another rare addition to our auto museum.
-On loan from The Mike Malamut personal collection
Originally a manufacturer of refrigerators, the Italian firm Iso began its design of the Isetta car in the early 50s. Fitted with a two-stroke scooter engine, bubble-like windows and a door that hinged out to the front coincidentally like a fridge, the little Isetta made quite a splash when it was released to the motoring press in 1953. A previous owner added the attachable key to the gas plug, which actually spins at the push of a button, adding to the cuteness of this beautiful microcar.
-On loan from The Mike Malamut personal collection
1959 Messerschmitt TG500
-On loan from The Mike Malamut personal collection
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Featuring walnut interior appointments, removable sliding side windows, and body accent trim, this Morgan Plus is one of only 433 Drophead Coupes produced between January 1954 and September 1969. Powered by the Standard Triumph dual-carburated engine mated to the Moss (Jaguar) four-speed gearbox, in its final iteration produced a much-improved 105 brake horsepower. Purchased from the Astor Collection in 2008, it originally resided in Los Angeles before a stay in Monterey, California. Finished in yellow and black with a black top, the interior boasts black leather and carpeting complimented by a wood dash with crisp, clean gauges and a banjo steering wheel. |
Part of the Malamut Auto Museum Foundation
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 Mazda Cosmo Sport (sold overseas as the 110S) – the world’s first volume production sports car powered by a rotary engine – was unveiled to the public at the Tokyo Motor Show in October 1963. When the president of Mazda, Tsuneji Matsuda, drove the prototype into show venue it was a surprise to everyone. The Mazda Cosmo Sport featured beautiful, futuristic proportions and exceptional driving performance. It was a vehicle that clearly deserved the comment, “More like flying than driving.”
Rotary engine development began at Mazda in 1961, and for the next six years presented nothing but problems and setbacks. The most serious of which was the appearance of chatter marks on the inner walls of the rotor housing. These marks were known to Mazda engineers as “nail marks of the Devil” and always appeared after a certain period of operation. After many trials, the engineers finally conquered this difficult problem by developing seals made of high-strength carbon infused with aluminum, and the Mazda rotary engine was born. As other automakers steadily abandoned the rotary engine, Mazda succeed in its commercialization. The Mazda Cosmo Sport was born from Mazda’s tenacity and passion for rotary engine development.
The Mazda Cosmo Sport was eventually launched on May 30, 1967.
It was a real breakthrough for sports cars, reaping the benefits of a rotary engine with 491cc x 2 capacity, maximum power of 110ps, top speed of 185 km/h, a quarter-mile (400m) time of 16.3 seconds and low, flowing styling. At the time, the Mazda Cosmo Sport was the only sports car of its kind, and sold around 30 units per month. The Cosmo Sport also enjoyed success in international motorsport.
-On loan from The Mike Malamut personal collection
This is our work horse. It’s used to take cars to shows, pick up newly purchased cars, and move projects from place to place.
-Part of the Malamut Auto Museum Foundation
Jorgen Skafte Rasmussen, a Danish engineer, founded a factory in Saxon, Germany in 1916 with the purpose of producing steam fittings. During the companies’ introductory year, they attempted to produce a steam-driven car, called the DKW (Dampf-Kraft-Wagen meaning steam-driven car). Though the attempt was not successful, the engine was later used in a motorcycle and called Das Kleine Wunder, meaning ‘the little marvel.’ Within a few years, the DKW brand would be the world’s largest manufacturer of motorcycles. In 1932, Audi, Horch, Wanderer, and DKW merged, forming Auto Union. In 1957, ownership came under Daimler-Benz and in 1964, was purchased by the Volkswagen Group.
Though motorcycles were a large part of the DKW business, automobiles were also an integral part. They produced cars from 1928 until 1966 and were one of the very first marque’s to use front-wheel drive and transverse mounting.
DKW Auto Union Company introduced the Schnellaster (also known as the Rapid Transporter) in 1949. The Tiefader model, or Low Loader truck model, had a 16-inch deck height, adding to the vehicle’s versatility.
This particular DKW Schnellaster Tiefader is powered by a two-stroke, three-cylinder, roller-crank, ‘3=6’ engine. It was assembled at Ingolstadt, Germany, on March 9, 1955. This utilitarian vehicle was used until 1960, after which it was put into storage in an industrial warehouse.
This is the only known Schnellaster Tiefader in North America as well as the only known fully restored example in existence.
This Tiefader is finished in its original specified Javabraun (Java Brown) livery. The 896cc 2-stroke, 3-cylinder engine develops 36 horsepower and is mated to a four-speed manual gearbox. At all four corners are hydraulic drum brakes.
-On loan from The Mike Malamut personal collection
The Berkeley automobile was a collaboration between designer Lawrence “Lawrie” Bond and the Berkeley Coachworks factory owned by Charles Panter, which at the time was one of the largest manufacturers of caravans in Europe. It was an ideal project for Berkeley, who had developed considerable skills in the use of Glass-reinforced plastic, and were looking for something to fill the gaps in the very seasonal caravan market. What Panter and Bond wanted to achieve was “something good enough to win World 750cc races… but cheap, safe, easily repairable and pretty.”
The early cars were an immediate success on the home market, and several derivative models were spawned over the four years of car production. Export markets, most notably the United States, were exploited and the cars earned a reputation for fun, if fragile, sports motoring on a budget. Recognizing the threat posed by the newly introduced Mini and Austin-Healey Sprite in the late fifties, the company started to develop are a more conventional model with the support of Ford.
The caravan market collapsed towards the end of 1960, and Berkeley’s poor cash flow forced the company into liquidation on 12 December 1960, taking its car manufacturing activities with it, after having produced about 4100 cars of various types.
In late 1957 a new derivative model was introduced, using a 30 bhp (22 kW; 30 PS), Excelsior three-cylinder 492 cc engine with triple carburettors. This engine configuration was made possible by the vertically split crankcase of the Excelsior engine and modular crankshaft and barrels, which made adding a central cylinder relatively easy. A four speed gearbox was standardized. The top speed was now 80 mph (130 km/h). The production ran from October 1957 to March 1959 with chassis numbered 1 to 666. From about October 1958, in order to coincide with the introduction of the ‘Foursome’, they were renamed the ‘Twosome’.
Reliability, always questionable with the air-cooled two-strokes, became more of an issue with the extra heat generated by the triple, and there are many recorded reports of warranty claims. At one point the US authorities appear to have stopped a shipment of Berkeleys at the dock pending rectification of what they considered a serious design issue. There seems little doubt that profitability of the Berkeley program was affected as a result of these claims and the aggressive export drive to markets not familiar with the eccentricities of British sports motoring.https://malamutautomuseumfoundation.org/wp-admin/post.php?post=3317&action=edit#
-Part of the Malamut Auto Museum Foundation
Cheston L. Eshelman was a producer of garden tractors, rotary tillers, and a crude, powered scooter. This agricultural equipment background provided the context for four small rudimentary vehicles produced by the company, called the Sport Car, Child’s Sport Car, Adult Sport Car and later Model 200.
These vehicles were very heavy for their extremely small size. This was in part due to the extensive use of cast parts, which Eshelman thought were easier and cheaper to produce than hand formed sheet metal. Identical castings were used front and rear, with a cast toothed grille insert in front and plywood sheet filling the same aperture in the rear.
There was no suspension, no instrumentation, no charging system for the battery, and the brakes were paddles rubbing on the tires: two on the Child’s and four on the Adult model. The drive to one wheel was transferred from the front of the car to the rear via a central enclosed belt and centrifugal clutch. The two floor pedals on the Adult car were a brake pedal (incorporating a clever parking brake) marked “Stop”, and a gas pedal marked “Go”. Starting was by rope pull, and stopping the engine required reaching into the engine compartment through a hole and feeling for the kill button on the hot engine.
This car is fitted with the J C Whitney-sourced chrome-plated rockets, and a thin seat cushion, which qualifies it as the Deluxe model. All 1956 models were only advertised in red or yellow, with no mention of different interior colors.
-Part of the Mike Malamut Collection
The Mazda R360 is a kei car that was produced by Mazda. It was Mazda’s first real car – a two-door, four-seat coupé. Introduced in 1960, it features a short 69 inch wheelbase and weighs just 838 lb. It is powered by a rear-mounted air-cooled 356 cc V-twin engine putting out about 16 hp and 16 lb·ft of torque. The car is capable of about 52 mph. It has a 4-speed manual transmission. The suspension, front and rear, is rubber “springs” and torsion bars.
Within a few years of introducing the R360, Mazda had captured much of the lightweight (kei car) market in Japan. Production of the R360 lasted for six years.
-Part of the Mike Malamut 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
The Glas GT was a sports coupé produced by Hans Glas GmbH at Dingolfing. The car was first presented as the Glas 1300 GT in September 1963 at the Frankfurt Motor Show.
With the BMW acquisition of the Glas company, the GT was refitted to accommodate the 1,573 cc BMW engine already fitted in the BMW 1600. The BMW “new class” models introduced in 1962 had attracted press comment concerning the fact that the engine was canted over at an angle of 30 degrees from the vertical plane, permitting a lower bonnet/hood line. This feature was retained when the engine was fitted in the Glas GT body to create what was now branded as the BMW 1600GT. By using the BMW engine, the car also acquired a further increase in power output, now up to 105HP. Handling was improved by applying the BMW’s relatively sophisticated semi-trailing arm rear axle with coil springs in place of the more old fashioned rigid rear axle and leaf spring configuration previously employed by the Glas GT. BMW also took the opportunity to fit “new” round rear lights from 1966 featured on the BMW 1602. Front grill as also reconfigured to incorporate the BMW “twin kidney” grill.
-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 evolution of the Goggomobil Transporter van has developed from its origins as a utility van to a coveted collectible. The Deutsche Bundespost, the German postal service, was looking for a new transport vehicle to replace the three-wheel Tempo trucks they had been using. Hans Glas GmbH, maker of Goggo scooters and Goggomobil cars, created a small, economical van by replacing the sedan bodies their four-passenger, 250-cubic centimeter two-stroke cars. Suspension was independent on all wheels, using coil springs and swing axles. A larger 398-cubic centimeter engine was later introduced, a welcome feature in a cargo vehicle.
Designed to postal specifications, the Transporter van also found favor with tradesmen and businesspeople, who purchased nearly half of the 3,665 units produced from 1957 to 1965. The vehicles were cute, and a business logo on the side was sure to be noticed. That is certainly the case with this 398-cubic centimeter PEZ TL-400.
Originated in Austria, PEZ is a peppermint candy that is pressed in brick-shaped tablets. It was invented in Vienna by candy maker Eduard Haas III in1927, using family-owned baking powders. The packaging was distinctive from the beginning. Haas sold the mints in small tins, but he soon developed the convenient dispensers for which PEZ is known today. The first dispensers resembled a cigarette lighter, and in fact, the PEZ mints were sold as an antidote to smoking, or as a palliative for smoker’s breath. The name derives from the first, middle, and last letters of pfefferminz, the German word for peppermint.
Given its Austro-Germanic origins, it is fully appropriate that the PEZ logo appears on a Goggomobil Transporter van. This fully restored TL-400 example features the Mickey Mouse dispenser and has the company name spelled out in PEZ bricks in the format of the company logo. Dark blue with a white top, it has grey upholstery and handsome varnished wood slats on the floor. Detailed in excellent fashion, it has the characteristic translucent blue windshield visor, 10-inch whitewall tires, and chrome bumpers.
-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
The two-door Honda Z debuted in October 1970 and was marketed until 1973 in most countries. American sales (only with the larger 600 cc engine) lasted for model years 1970 through 1972, ending prior to the 1973 introduction of the Civic. Marketed as the “sport coupé” version of the N600, the two were sold side by side at American motorcycle dealerships until the first stand-alone automobile dealers opened to market the Civic. Total production was 40,586 units. In some countries, such as the US, the Z600 name simply reflected the engine’s size of 598 cc.
The Z featured coil sprung and independent front suspension and leaf springs on a beam axle rear suspension. The interior accommodated two adults, with a very small rear seat. A rear glass hatch with a black plastic surround opened to a shallow cargo area. Below the cargo area a compartment, accessible via a lid beneath the number plate, held the spare wheel and tools.
-Part of the Mike Malamut Collection
Introduced in 1958, the Subaru 360 was the first passenger vehicle produced by Fuji Heavy Industries. In 1968, Malcolm Bricklin imported a U.S. legal version to America. Although these federalized cars cost a mere $1,300, their light construction and two-cylinder, 25 horsepower engines were not appreciated here and Subaru temporarily withdrew from the America market in 1970.
-On loan from The Mike Malamut personal collection
The Subaru Sambar is a microvan manufactured by Subaru, specifically for the Japanese market. It is Japan’s first Keitora (shorthand for “kei class truck” and is still in production. The Sambar is available in both microvan and Kei truck. Still popular in the domestic market, the Sambar continues to be produced in Japan, China as well as in Finland.
From the very beginning in 1961, the Sambar used 4-wheel independent suspension and a rear engine rear drive powertrain that helps keep the vehicle’s weight balanced. Inspired by one of the first microvans, the 1957 Fiat 600 Multipla, it was based on the Subaru 360 platform. The chassis uses a ladder frame construction, using a torsion bar trailing arm suspension in the back, and the body style is commonly referred to as “one-box”. The reverse gearshift position was a left-pattern selection, instead of a right-pattern selection. The engine, called the EK series, was accessed from a hatch inside the vehicle. The front doors opened backwards, in the same fashion as the 360.
The redesigned Sambar (Second generation) appeared in January 1966 with a fresh new appearance, with a van version introduced. The nickname for this generation is “baban” Sambar.
The Sambar continued to use the 356 cc EK series engine, but now in the 20 hp iteration used in the Subaru 360 since July 1964. A raised roof for extended headroom was added to the options list in 1968.
-Part of the Mike Malamut Collection
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
This 1972 Suzuki LJ20 “Jimny” was restored in 2010. This second series example features a water-cooled 360cc two-stroke twin, four speed manual transmission and two-speed transfer case. It drives very well, draws lots of attention, and sounds like a dirt bike.
Jimnys were not officially imported to the US by Suzuki, and about 800 were instead brought to the US by IEC. As the US did not enforce Kei length restrictions, this truck has the spare wheel mounted outside the tailgate rather than behind the seats. Overall length is just over nine feet. The seller states that the roll bar appears correct for the truck, though it is not a factory piece. The Safari top and cargo area cover are likewise not stock. The grille sports eight vertical slats; one more than the Jeeps the Jimny was modeled after. The Suzuki name is stamped fully through the grille.
Power comes from a water-cooled 360cc two stroke parallel twin that was rated at around 25 horsepower when new. It is backed by a 4-speed manual transmission with a top speed of around 45 miles per hour.
In August 1961 Datsun introduced the new 320 series. It was produced until 1965 in three series (320–322). The 320 series was largely inherited from the earlier 120/220, although with clear improvements to body and frame. It used the Nissan E-1 engine. This engine produced 60 HP.
All Datsun trucks kept the A-arm torsion bar front suspension with leaf-sprung rear ends and had a 1/2 ton load capacity. Rear end gearing was a low 4.875:1 along with a four-speed transmission. As a result, the 320 was not freeway friendly above 60 mph. Fender emblems showed “Datsun 1200” and “60 HP”
Available body styles included a single cab “truck” (320), a longer wheelbase single cab truck (G320), a double cab “pickup” with flush sides (U320), and a three-door “light-van” (V320).
The 320 came in two cab and bed versions: Regular, and as the NL320 “Sports Pick-Up” (1963–65 seen here), which is the more rare version with the cab and bed of a one-piece design. Around 1,000 Sports versions were produced. Its back half is greatly different than that of the standard, separate bed 320 pick-up.
-Part of the Malamut Auto Collection
The S600 was an evolution of the original S500. The S500 was powered by an advanced 531cc four-cylinder engine with dual overhead camshafts and four 31mm sidedraft Kei-Hin carburetors. It produced 44hp at 8,000 rpm. The all-aluminum engine was mated to a four-speed gearbox with synchromesh on second through fourth. Four-wheel drums provided stopping power. Going back to Honda’s motorcycle roots, the S500 had an independent rear suspension, with final drive provided by an enclosed chain that ran from a stub axle to a short arm that turned each rear wheel. The chain case pivoted with coil-over-shock units damping their movement.
More power, and for the next year, a second body style, were introduced when the S600 hit Japan’s auto market in 1964. The roadster’s basic shape carried over with minor alterations in headlights, grille and front bumper trim. The S600s was also marketed in left-hand-drive versions for export markets, although none came to America through official channels.
Honda made sure that their highest profile vehicles presented the best possible driving experience. In addition to their performance and economy, S600s had a long list of standard equipment. This included a wood-rim steering wheel, two-speed windshield wipers and washers, a tool kit and whitewall tires. Options included a heater, an adjustable passenger seat, reversing lamps, a radio, cigarette lighter, and on roadsters, a tonneau cover and fiberglass hardtop.
Today’s S2000 roadster is a direct spiritual descendant of Honda’s first production car, the Sport 500.
Part of the Malamut Auto Collection
Part of the Malamut Auto Collection
The Toyota Publica is a small car manufactured by the Japanese automaker Toyota from 1961 to 1978. Conceived as a family car to fulfill the requirements of the Japanese Government’s “national car concept”, it was the smallest Toyota car during that period.
In 1966, Toyota launched the revised Publica range, designated UP20. The engine displacement was increased from 697 cc to 790 cc, and claimed power output from 35 HP to 36 HP. Since October that year, the dealers were operating under the “Toyota Publica” (rather than just “Publica”) brand. The base price was reduced to ¥359,000 for 1967. As the US dollar stood at about ¥360 at that time, Toyota marketed the Publica as the “1000 dollar car”. The Publica dealerships were later renamed “Toyota Corolla Store” after the popularity of the Corolla won out over the Publica as an affordable, small car.
Part of the Malamut Auto Collection
Production of the first generation of the Land Cruiser began in 1951 as Toyota’s version of a Jeep-like vehicle. The Land Cruiser has been produced in convertible, hardtop, station wagon and cab chassis body styles. The Land Cruiser’s reliability and longevity has led to its huge popularity.
In 1950 the Korean War created demand for a military light utility vehicle. The war put a Jeep on Japan’s doorstep. The United States government ordered 100 vehicles with the then-new Willys specifications and tasked Toyota to manufacture them. The Toyota “Jeep” BJ prototype was developed in January 1951. This came from the demand for military-type utility vehicles. The Jeep BJ was larger than the original U.S. Jeep and more powerful courtesy of its Type B 3.4-litre six-cylinder OHV Four-stroke petrol engine which generated a power output of 84 hp at 3,600 rpm It had a part-time four-wheel drive system like the Jeep. However, and unlike the Jeep, the Jeep BJ had no low-range transfer case. In July 1951, Toyota’s test driver Ichiro Taira drove the next generation of the Jeep BJ prototype up to the sixth stage of Mount Fuji, the first vehicle to climb that height.
The name “Land Cruiser” was coined by the technical director Hanji Umehara. “In England we had another competitor — Land Rover. I had to come up with a name for our car that would not sound less dignified than those of our competitors. That is why I decided to call it ‘Land Cruiser'”, he recalls.
This 1969 Land Cruiser was restored from the ground up in 2012-13 by Mathew Ramsowner. It has a manual 3 speed transmission and transfer case offering high and low speeds. Front hubs can be manually locked. Care was taken to make the FJ as original as possible. Exceptions include a dual circuit master cylinder and late model all-weather tires. A custom soft top copies the original exactly. The seat material color s original to the Fashion Green paint job.
Part of the Malamut Auto Collection
The Citroën Méhari was an off-road compact SUV produced by the French car maker Citroën, a variant of the Citroën 2CV. 144,953 Méharis were built between the car’s French launch in May 1968 and 1988 when production ceased.
A méhari is a type of fast-running dromedary camel, which can be used for racing or transport. A méhariste was a French Armée d’Afrique and Army of the Levant cavalryman that used these camels.
The Méhari was based on the Citroën Dyane 6, and had a body made of ABS plastic with a soft top. It also employed the 602 cc flat twin petrol engine shared with the 2CV6 and Citroën Ami. This is similar to the way the mechanical parts of the 1960 Mini became the 1964 Mini Moke.
The Méhari was designed by French World War II fighter ace Count Roland de la Poype, who headed the French company SEAP – Société d’Etudes et d’Applications des Plastiques. This company was already a supplier to Citroën, and SEAP developed a working concept of the car before presenting it to its client.
This 1979 Citroën Méhari was sold new in Lucca, Italy and used by the original owner’s family for trips to and from the waterfront through the 1990s. A refurbishment conducted by the original owner in 2015 included installing a new soft-top and side-skirts, rebuilding the 602cc air-cooled twin, and removing the fiberglass body from the chassis for refinishing in the original Beige Hoggar. The fiberglass body was removed from the chassis in 2015 and refinished in the original Beige Hoggar (AC125). While the body was removed, the chassis was inspected and refinished in semi-gloss black. New chrome headlight rings and a replacement fuel cap have been added, while the steel wheels have been refinished and new hubcaps and tires have been installed.
-On loan from 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 1970 240Z was introduced to the American market by Yutaka Katayama, president of Nissan Motors USA operations, widely known as “Mr. K”. The 1970 through the mid-1971 model year 240Z was referred to as the Series I. These early cars had many subtle but notable features differing from later cars. The most easily visible difference is that these early cars had a chrome “240Z” badge on the sail pillar, and two horizontal vents in the rear hatch below the glass molding providing flow through ventilation. In mid-1971, for the Series II 240Z-cars, the sail pillar emblems were restyled with just the letter “Z” placed in a circular vented emblem, and the vents were eliminated from the hatch panel of the car. Design changes for the US model 240Z occurred throughout production, including interior modifications for the 1972 model year, and a change in the location of the bumper over-riders, as well as the addition of some emission control devices and the adoption of a new style of emissions reducing carburetors for the 1973 model year.
The 1970 models were introduced in October 1969, received the L24 2.4-liter engine with a manual choke and a four-speed manual. A less common three-speed automatic transmission was optional from 1971 on, and had a “Nissan full automatic” badge.
This 1970 Datsun 240Z is powered by a numbers-matching inline-six paired with a 4-speed manual transmission. It is said to be unmodified, and stayed with its original owner until 1985. The third owner, a collector and Z Club of America member, purchased the car in 1989 and kept it until last year. Since acquiring it three months ago, the selling dealer has corrected a poor paint blend on the left rear quarter. This Z has retained the original books, manuals, tool kit, accessory lights, and a selection of old service records and titles.
The early-style hatch features vertical defrosters and small vents below the rear window. Correct US market lighting is fitted, including side markers front and rear.
The upholstery, interior panels, steering wheel, seats, and radio are all described to be original, though the seat padding is beginning to age. Per the seller, the seat vinyl shows minimal wear. The interior features are said to work correctly, including the radio, power antenna and clock. The odometer shows 31,140 miles, and is believed to be accurate based on the service records available.
-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 Pantera was a mid-engined sports car produced by the De Tomaso car company of Italy from 1971 to 1992. Italian for “Panther”, the Pantera was the automaker’s most popular model, with over 7,000 manufactured over its 20-year production.
Late in 1971, Ford began importing Panteras for the American market to be sold through its Lincoln Mercury dealers. As with most Italian cars of the day, rust-proofing was minimal and the quality of fit and finish on these early models was poor with large amounts of body solder being used to cover body panel flaws. Subsequently, Ford increased their involvement in the production of the later cars with the introduction of precision stampings for body panels which resulted in improved overall quality.
Several modifications were made for the 1972 model year Panteras. A new 4 Bolt Main Cleveland Engine, also 351 cu in, was used with lower compression ratio (from 11:1 to 8.6:1, chiefly to meet US emissions standards and run on lower octane standard fuel) but with the more aggressive “Cobra Jet” camshaft (featuring the same lift and duration as the 428 Cobra Jet’s factory performance cam) in an effort to reclaim some of the power lost through the reduction in compression along with a dual point distributor. Many other engine changes were made, including the use of a factory exhaust header.
Ford ended their importation to the US in 1975, having sold around 5,500 cars. De Tomaso continued to build the car in ever-escalating forms of performance and luxury for almost two decades for sale in the rest of the world. A small number of Panteras were imported to the US by gray market importers in the 1980s, notably Panteramerica and AmeriSport. After 1974, Ford US discontinued the Cleveland 351 engine.
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.
The second-generation NSX combines classic sports car sensibilities with cutting-edge car technology to create an entirely unique driving experience.
Assembled at Acura’s high-performance plant in Marysville, Ohio, the NSX chassis uses space-age combinations of ultra-high-strength steel and very lightweight aluminum, married to a largely aluminum body, driven by a hybrid drivetrain with a 3.5-liter, twin-turbo V-6 engine and three direct-drive electric motors.
Through a nine-speed dual-clutch transmission and the NSX’s “sport hybrid super handling AWD,” those attributes make a combined 573 horsepower and 476 pound-feet of torque, on a vehicle that weighs just over 3,800 pounds. The result is Zero to 60 mph in under three seconds with a reported top speed of 191 mph.
-On loan from The Mike Malamut personal collection
In 1996, production of the Z32 300ZX was coming to a close, and the word at the time was that its successor would be a couple of years away. This news was not received very well in the USA, which historically was the biggest market for the Zed car, since the very first S30 series 240Z in the early 70s. Little did they know that the 350Z was actually another 6yrs away. Nissan of North America decided to do something to keep the flame burning until the new car showed up. They would restore, and sell 240Z as brand new cars again, with a new car warranty. 10 dealers would be selected to be “Z Stores”, and having brand new 240Zs on the showroom floor would bring in valuable traffic.
Old 240Zs would be found and stripped to bare shells, and then repainted. The interiors would be fitted out with the last of Nissan’s new old stock of carpets, seats, dashes, and that odd diamond pattern quilted vinyl padding over the trans tunnel. If parts were no longer available then a new run of reproduction parts would be commissioned. Drivetrains and running gear would be restored to new, and the cars were offered for sale for US$25,000. Although Nissan were not shy about admitting that each car cost more like $35,000 to restore. Buyers would get a 120,000 mile, one year Nissan new car warranty. The other difference is a small sticker on the quarter window and an emblem on the center console designating it as an official Nissan refurbished Z.
All of the “Vintage Z” cars would be built to 1972 USDM specification, which meant that they could have the hi compression, JDM-spec 150hp motor and JDM style bumpers. The 1973 USDM 240Z had lower compression for 135hp and had to carry heavier 5mph impact bumpers, and so the 1972 USDM spec was considerably more desirable. All the cars were built by Pierre’s Z Shop in southern California. The only deviations to original factory spec were non-asbestos linings for the clutch and brakes, and an upgraded radiator (to solve the 240Z’s main flaw, which was overheating in summer traffic).
The very first Vintage Z rolled out in April 1997, but the reality was that Pierre Perot’s shop could only restore about one Zed a month, and so the entire production run was sold out years before the last of the Vintage Z’s were finished. Each car has a special numbered plaque on the transmission tunnel, and the run ended at 37 cars. Many ended up right back in Japan. Nissan kept 2 cars for its own collection.
-On loan from the Mike Malamut Auto 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.
The NSU Sport Prinz was produced by NSU Motorenwerke AG from 1958 to 1968. The Sport Prinz was a 2-seater sports coupe variant. It was designed by Franco Scaglione at Bertone studios in Turin. 20,831 were manufactured between 1958 and 1968. The first 250 bodies were built by Bertone in Turin. The rest were built in Neckarsulm at a company called Drautz which was later bought by NSU.
The Sport Prinz initially was powered by the 583 cc (35.6 cu in) Prinz 50 straight-2 engine but a maximum speed of 160 km/h (99 mph) was nevertheless claimed. From late 1962 a 598 cc (36.5 cu in) engine was fitted.
On loan from the Mike Malamut Auto Collection
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.
The Volkswagen Kübelwagen was a light military vehicle designed by Ferdinand Porsche and built by Volkswagen during World War II for use by the German military (both Wehrmacht and Waffen-SS). Based heavily on the Volkswagen Beetle, it was prototyped as the Type 62, but eventually became known internally as the Type 82.
Kübelwagen is an abbreviation of Kübelsitzwagen, meaning “bucket-seat car” because all German light military vehicles that had no doors were fitted with bucket seats to prevent passengers from falling out. The first VW test vehicles had no doors and were therefore fitted with bucket seats, so acquiring the name VW Kübelsitzwagen that was later shortened to Kübelwagen.
Full-scale production of the Type 82 Kübelwagen started in February 1940, as soon as the VW factories had become operational. No major changes took place before production ended in 1945, only small modifications were implemented, mostly eliminating unnecessary parts and reinforcing some, which had proved unequal to the task. Prototype versions were assembled with four-wheel-drive (Type 86) and different engines, but none offered a significant increase in performance or capability over the existing Type 82 and the designs were never implemented. As of March 1943, the car received a revised dash and the bigger 1,131 cc engine, developed for the Schwimmwagen, that produced more torque and power than the original 985 cc unit. When Volkswagen production ceased at the end of the war, 50,435 Kübelwagen vehicles had been produced, and the vehicle had proven itself to be surprisingly useful, reliable, and durable.
Among the design features that contributed to the Kübelwagen‘s performance were:
Apart from that, the air-cooled engine proved highly tolerant of hot and cold climates, and less vulnerable to bullets, due to the absence of a radiator. For starting under winter conditions, a specially volatile starting fuel was required, contained in a small auxiliary fuel tank.
As the body was not a load-bearing part of the structure of the vehicle, it could easily be modified to special purposes.
The Kübelwagen could reach a top speed of 80 km/h (50 mph).
-Part of the Mike Malamut Auto Collection
The VW Type 128 Schwimmwagen (literally Floating/Swimming Car) were amphibious four-wheel drive off-roaders, used extensively by German ground forces during the Second World War. VW Schwimmwagens were produced by the Volkswagen factory at Fallersleben / Wolfsburg and Porsche’s facilities in Stuttgart; with the bodies (or rather hulls) produced by Ambi Budd in Berlin. 15,584 Type 166 Schwimmwagen cars were produced from 1941 through 1944; 14,276 at Fallersleben and 1,308 by Porsche. Given these numbers, the VW 166 is the most mass-produced amphibious car in history. Only 189 are known by the Schwimmwagen Registry to remain today, and only 13 have survived without restoration work.
All Schwimmwagen were four wheel drive only on first gear (and reverse gears with some models) and had ZF self-locking differentials on both front and rear axles. Just like the Kübelwagen, the Schwimmwagen had portal gear rear hubs that gave better ground clearance, while at the same time reducing drive-line torque stresses with their gear reduction at the wheels.
When crossing water a screw propeller could be lowered down from the rear deck engine cover. When in place a simple coupling provided drive straight from an extension of the engine’s crankshaft. This meant that screw propulsion was only available going forward. For reversing in the water there was the choice of using the standard equipment paddle or running the land drive in reverse, allowing the wheel-rotation to slowly take the vehicle back. The front wheels doubled up as rudders, so steering was done with the steering wheel both on land and on water.
The GB500 was styled as a tribute to the traditional English TT racers of the 1950s and 60s, and it features a 498cc single-cylinder paired with a 5-speed transmission. Inspired by mid-century TT bikes and cafe racers, the GB500 features a large single cylinder engine, Honda black green bodywork with gold pin striping, a solo seat, clip on handlebars, and a faux megaphone exhaust. The paint and chrome are original.
The suspension consists of twin telescopic forks at the front and twin shocks at the rear with adjustable pre-load. Electric start is standard, but the kick starter is also retained as both a secondary method of starting and to compliment the styling. The four-valve 498cc dry sump single produced 33 horsepower when new and is derived from the Honda XR500 dirt bike. The dual-port head is fed by a single 42mm Keihin carburetor and has a chrome two-into-one exhaust pipe. The oil tank is located under the seat and is fed by braided steel lines.
-Part of the Mike Malamut Auto Collection
This vintage Porsche 356 speedster convertible go-kart has been beautifully restored to day one condition. It is gas powered and has forward and reverse, push button start, working lights and beautifully upholstered interior.
-Part of the Mike Malamut Auto Collection
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.
This 1978 Porsche 911SC is a backdated RS Touring tribute that was built by RS-Werks in Newark, Delaware. Power comes from a freshly rebuilt ROW-spec 3.0L flat-six that is equipped with Weber carburetors and paired to an overhauled 915 five-speed manual gearbox. A two-stage Signal Yellow repaint was performed, and metal body panels were utilized with the exception of an RS engine lid. H4 headlights have been added along with new or refurbished 1973-style trim, new windshield glass, and replacement rubber seals and gaskets throughout. The car has been set at Euro ride-height and corner-balanced over a set of polished 15″ Fuchs. The suspension was overhauled and fitted with upgraded sway bars and Bilstein shocks. Trimmed in the period fashion, the interior is equipped with a set of corduroy sport seats, a new OEM Porsche dash pad, backdated instruments, lightweight door panels and carpet, roll-up windows, and more.
The build began with a Euro 1978 911SC non-sunroof coupe. The chassis was fully disassembled, exterior surfaces were stripped to bare metal, and the car underwent a rotisserie restoration. An original long-nose hood was sourced, and the latch area was modified accordingly. German steel front fenders were utilized along with a 911S front bumper and an aluminum rear license plate filler.
The rebuilt 3.0L ROW-spec flat-six has been upgraded with Carrera chain tensioners, Turbo valve covers, a custom wiring harness, and RSR-style drilled engine mount. 1972 date-coded 40IDA Webers have been installed along with new SSI heat exchangers and a Dansk stainless sport exhaust. Ignition is a custom CDI unit from Classic Retrofit, and the fan has been refinished by Flat Six Inc. A new oil cooler, lines, and tank have also been installed. Other custom details include a color-matched engine shroud and pleated engine pad.
-Part of the Mike Malamut personal collection
The Mazda RX-7 is a sports car that was assembled and produced by the Japanese automaker Mazda from 1978 to 2002. The first RX-7 featured a 1,146 cc (69.9 cu in) twin-rotor Wankel rotary engine and a front-midship, rear-wheel drive layout.
The original RX-7 had pop-up headlamps. The compact and lightweight Wankel rotary engine is situated slightly behind the front axle, a configuration marketed by Mazda as “front mid-engine”.[citation needed] It was offered as a two-seat coupé, with optional “occasional” rear seats in Japan, Australia, the United States, and other parts of the world. The rear seats were initially marketed as a dealer-installed option for the North American markets.
The Series 3 (1984–1985) featured an updated lower front fascia. North American models received a different instrument cluster. GSL package was continued into this series, but Mazda introduced the GSL-SE sub-model. The GSL-SE had a fuel-injected 1.3 L 13B RE-EGI engine producing 135 hp and 135 lb·ft . GSL-SEs had much the same options as the GSL (clutch-type rear LSD and rear disc brakes), but the brake rotors were larger, allowing Mazda to use the more common lug nuts (versus bolts), and a new bolt pattern of 4×114.3 (4×4.5″). Also, they had upgraded suspension with stiffer springs and shocks. The external oil cooler was reintroduced, after being dropped in the 1983 model-year for the controversial “beehive” water-oil heat exchanger.
Options and models varied from country to country. The gauge layout and interior styling in the Series 3 was only changed for North American versions. Additionally, North America was the only market to have offered the first generation RX-7 with the fuel-injected 13B, model GSL-SE. Sales of the first generation RX-7 were strong, with a total of 474,565 first generation cars produced; 377,878 (nearly eighty percent) were sold in the United States alone. In 2004, Sports Car International named this car seventh on their list of Top Sports Cars of the 1970s.
This 1984 Mazda RX-7 was purchased new at Dean Patterson Mazda in Altoona, Pennsylvania where it remained with the original owner until 2009. It was reportedly passed to the husband of the original owner’s niece in Morgantown, West Virginia where it remained until we purchased it. Finished in Sunbeam Silver Metallic over burgundy cloth, the car is a GS model powered by a 1.2L 12A rotary engine mated to a 5-speed manual transmission.
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
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, in 1963 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. (“912” as project number was used after 1968 to indicate the 12 cylinder flat opposed engine developed for Porsche 917 racing car)
In 1963, Porsche assigned Dan Schwartz, later Chief Departmental Manager for Development, Mechanics, a project to oversee design and construction of a new horizontally-opposed four-cylinder engine for the 902, utilizing components from the new 901 six-cylinder engine, that would produce higher performance than their 356SC engine, and be less costly and complex than their Carrera 2 engine. Another option explored by Claus von Rücker was to increase displacement of the 356 Type 616 engine to 1.8 liters, add Kugelfischer fuel injection, and modify both valve and cooling systems. Considering performance, cost, and scheduling, Porsche discontinued both of these design projects, and instead developed a third option, to tailor the 1.6 liter Type 616 engine to the 902.
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. With a lower compression ratio and new Solex carburetors, the Type 616/36 engine produced five less horsepower than the 616/16, but delivered about the same maximum torque at 3,500 rpm versus 4,200 rpm for the 616/16. Compared to the 911, the resulting production Type 912 vehicle demonstrated superior weight distribution, handling, and range. To bring 912 pricing close to the 356, Porsche also deleted some features standard on the 911.
As production of the 356 concluded in 1965, on April 5, 1965 Porsche officially began production of the 912 coupé. 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 executives decided that after the 1969 model year, continuation of 912 production would not be viable, due to both internal and external factors. Production facilities used for the 912 were reallocated to a new 914-6, a six-cylinder high performance version of the 914 Porsche-Volkswagen joint effort vehicle.
-On loan from The Mike Malamut personal collection
The 356 was created by Ferdinand “Ferry” Porsche (son of Ferdinand Porsche, founder of the German company), who founded the Austrian company with his sister, Louise. Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Sr. had designed), the 356 is a four-cylinder, air-cooled, rear-engine, rear-wheel drive car with unitized pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda, while certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen.
The first 356 was road certified in Austria on June 8, 1948, and was entered in a race in Innsbruck where it won its class. Porsche re-engineered and refined the car with a focus on performance. Fewer and fewer parts were shared between Volkswagen and Porsche as the 1950s progressed. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminum, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied. Porsche contracted Reutter to build the steel bodies.
The 356 was built in four distinct series, the original (“pre-A”), followed by the 356 A, 356 B, and finally the 356 C. To distinguish among the major revisions of the model, 356s are generally classified into a few major groups. The 356 coupés and “cabriolets” (soft-tops) built through 1955 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955 the 356 A appeared, with a curved windshield. The A was the first road going Porsche to offer the Carrera four-cam engine as an option.
From the earliest, 1100 cc Gmünd beginnings, the overall shape of the 356 remained more or less set. In 1951, 1300 and 1500 cc engines with considerably more power were introduced. By late 1952 the divided windscreen was gone, replaced by a V-shaped unit which fit into the same opening.
-On loan from the Mike Malamut personal collection.
American-Retro Red Racer AR-5001 Ferrari Pedal Car. The model is out of production and somewhat difficult to find. The car has been styled to resemble a 1952 Ferrari 500 F2 Indy race car that Alberto Ascari won two championships while with Ferrari. Marked with the letters “AR” and a shield.
-On loan from the Mike Malamut personal collection
The Fiat Dino (Type 135) was a front-engine, rear-wheel-drive sports car produced by Fiat from 1966 to 1973. The Dino name refers to the Ferrari Dino V6 engine, produced by Fiat and installed on the cars to achieve the production numbers sufficient for Ferrari to homologate the engine for Formula 2 racing.
Dino was the nickname of Enzo’s son Alfredo Ferrari, who had died in 1956 and was credited with the concept for Ferrari’s Formula 2 V6 racing engine. In his memory, V6-engined Ferrari sports prototype racing cars had been named Dino since the late 1950s.
The Fiat Dino was introduced as a 2-seater Spider in October 1966. The Spider had poorer interior trim than the Coupé, below par for its class: the dashboard was covered in vinyl, the metal-spoke steering wheel had a plastic rim, and the interior switchgear was derived from cheaper Fiat models. After a few months this issue was addressed, and Spiders produced after February 1967 had a wood-rimmed steering wheel as well as a wood trim on the dashboard like the sister Coupé car had since the beginning. Option lists for both models were limited to radio, metallic paint, leather upholstery, and for the Spider a vinyl-covered hardtop with roll-bar style stainless steel trim.
In 1969, both Ferrari and Fiat introduced new 2.4-litre Dino models.Besides the larger engine, another notable improvement was independent rear suspension. The V6 now put out 178 hp, and used a cast iron instead of the previous light alloy engine block. The same engine was installed on the Dino 246 GT, Ferrari’s evolution of the 206.
The original Dino was equipped with a rigid axle suspended by leaf springs and 4 shock absorbers. 2.4-litre cars used a coil-sprung independent rear suspension with 2 shock absorbers derived from the Fiat 130. Rather than engine power and absolute speed, the most important consequence of the larger displacement was a marked increase in torque, available at lower engine speeds. The Dino 2400 had much better pickup and it was found more usable, even in city traffic.
Other modifications went on to improve the car’s drivability and safety: larger diameter clutch, new dogleg ZF gearbox with revised gear ratios, wider section 205/70VR -14 Pirelli Cinturato CN36 tires, and up-sized brake discs and callipers.
Cosmetic changes were comparatively minor. Both models were now badged “Dino 2400”. On the coupé the previous silver honeycomb grille with the round Fiat logo on its centre had been replaced by a new black grille and a bonnet badge. A host of details were changed from chrome to matte black, namely part of the wheels, the vents on the front wings and the cabin ventilation outlets—the latter moved from next the side windows to the rear window. At the rear there were different tail lights. The spider also sported a new grille with two horizontal chrome bars, 5-bolts instead of knock-off wheels, as well as a new bumpers with rubber strips.
-On loan from the Mike Malamut personal 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 Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356. The new car made its public debut at the 1963 Internationale Automobil-Ausstellung, better known to English speakers as the Frankfurt Motor Show.
It was initially designated as the “Porsche 901”, after its internal project number. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. It went on sale in 1964.
The earliest editions of the 911 had an air-cooled, rear-mounted, 2.0L (1991 cc) 130 PS flat-6 “boxer” engine, similar to the 356’s four-cylinder 1.6L unit. It was mated to a five-speed manual “Type 901” transmission. The car had 2+2 seating, though the rear are very small, also like the 356. The styling was largely by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche.
This car is equipped with some rare options including headrests and wood trim.
-On loan from The Mike Malamut personal collection
The Honda Motor Company of Japan released the Honda Express (NC50) to the North American market in 1977. This new bike was designed to enter the large market for scooters that developed following the 1973 oil crisis. As such it came with a fuel-efficient single-cylinder two-stroke engine. It was also designed to be simple to operate, as many owners would be inexperienced with or intimidated by larger, more complex motorcycles. Honda accomplished this by using a fully automatic transmission and a small oil pump to self-mix the Express’s oil and fuel, thus eliminating the need for premixing.
-On loan from the Mike Malamut personal collection
The Honda C70, also known as the Passport during some product years, was sold in the United States between its roll-out year of 1970 until the 1983-84 model years. The C70, was a successor product to the original, and wildly popular 50cc Honda Cub. The product was a slightly more powerful version of the original rider pass-through scooter, and helped cement Honda’s position as a persistent brand player in America’s two-wheel culture.
-On loan from the Mike Malamut personal collection
The Honda Sport 90, Super 90, or S90, is a 90 cc Honda motorcycle ultra lightweight new design motorcycle. The engine is based on the Honda Super Cub. It was made from 1964 to 1969.
The single cylinder OHC air-cooled engine links to a four speed transmission. It has a hand clutch, and shifting is “1 down, 3 up,” with neutral in between 1st and 2nd. There is no tachometer but the speedometer indicates speed ranges for each gear. The top speed was claimed to be 64 mph, and the engine is rated at 8 horsepower.
The engine holds a quart of oil and has an internal centrifugal oil filter, and the exhaust has a removable baffle. A metal cylinder behind the carburetor holds the air filter. Tools go under the seat in their own compartment.
The frame is Pressed Steel rather than Tubular steel to minimize weight. The bike is fitted with telescopic front forks for improved road holding. The motorcycle was not intended for off road use, as evidenced by the narrow handle bars and street tires. It included no accessories for such travel. 90 miles per US gallon was not hard to attain, even with spirited riding.
There are a variety of models including the Honda S90, CS90, and the Benly 90. The date of manufacturing can be determined by removing the fuel tank and examining the tag surrounding the wiring harness.
The Honda Super Cub is a Honda underbone motorcycle with a four stroke single cylinder engine ranging in displacement from 49 to 124 cc.
In continuous manufacture since 1958 with production surpassing 60 million in 2008, 87 million in 2014, and 100 million in 2017, the Super Cub is the most produced motor vehicle in history. The Super Cub has been compared to the Ford Model T, Volkswagen Beetle and the Jeep as an icon of 20th century industry and transport.
-On loan from the Mike Malamut personal collection
The Super Cub has been compared to the Ford Model T, Volkswagen Beetle and the Jeep as an icon of 20th century industry and transport.[14][5][15] The C100 used a pressed steel monocoque chassis, with the horizontal engine placed below the central spine, a configuration now called the ‘step through’ or ‘underbone’ motorcycle. By some criteria, the type of motorcycle the Super Cub falls into is difficult to classify, landing somewhere between a scooter and a motorcycle,[11] and sometimes it was called a moped, “step-thru”, or scooterette.[6][16][17]
The instruments of a 1966 CA100 and 2009 Super Cub 110
The plastic fairing ran from below the handlebars and under the footpegs, protecting the rider’s legs from wind and road debris, as well as hiding the engine from view. This design was like the full enclosure of a scooter, but unlike a scooter the engine and gearbox unit was not fixed to the rear axle. This had several benefits. It moved the engine down and away from the seat, detaching the rear swingarm motion from the drivetrain for lower unsprung weight. It also made engine cooling air flow more direct, and made it possible to fit larger wheels. Placing the engine in the center of the frame, rather than close to the rear wheel, greatly improved front-rear balance. The fuel tank was located under the hinged seat, which opened to reveal the fuel filler inlet. The 17 inch wheels, in comparison to the typical 10 inch wheels of a scooter, were more stable, particularly on rough roads, and psychologically made the motorcycle more familiar, having an appearance closer to a bicycle than a small-wheel scooter.
The pushrod overhead valve (OHV) air-cooled four stroke single cylinder engine had 4.5 hp at 9,500 rpm for maximum speed of 43 mph, under favorable conditions. The low compression ratio meant the engine could consume inexpensive and commonly available low octane fuel, as well as minimizing the effort to kick start the engine, making the extra weight and expense of an electric starter an unnecessary creature comfort. Though some of the many Super Cub variations came with both kick and electric start, the majority sold well without it.
The sequential shifting three speed gearbox was manually shifted, but clutchless, without the need for a clutch lever control, using instead a centrifugal clutch along with a plate clutch slaved to the foot change lever to engage and disengage the gearbox from the engine. While not intuitive to learn, once the rider got used to it, the semi-automatic transmission, “took the terror out of motorcycling” for novice riders. Unlike many scooter CVTs, the centrifugal clutch made it possible to push start the Super Cub, a useful advantage if the need arose.
-On loan from the Mike Malamut personal collection
-On loan from the Mike Malamut personal collection
-On loan from the Mike Malamut personal collection
-On loan from the Mike Malamut personal collection
The Honda SL70 Motosport, which was introduced in 1970, is a small street/trail motorcycle with a four-stroke engine, a four-speed manual gearbox, and a full-cradle frame. The bike was extremely popular with younger riders who used it off-road as a trail bike and mini motocrosser. For the latter role, it was essentially replaced by Honda’s XR75 in 1973.
-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
Dannanhauer and Stauss was a German custom coach builder based out of Stuttgart, Germany. They created new bodies with a distinct Porsche flavor on a Volkswagen platform and mechanicals. The body was lowered and lengthened at both ends and was fitted a Porsche-type grill over the rear engine cover and a Porsche license-plate lamp. Over a small production period between 1951-1957, estimates of 80-120 models were produced. It is believed that only 13 are left in drivable condition today. The cabriolet was offered with either a VW “eggbeater” engine or the currently fitted Porsche super 1500 mill. This concours example was finished in 2006 over the course of over a decade with detailed restoration by Richard Christensen.
This car is painted in Fjord Green wth a brown leather interior. It is 1 of 18 known to exist.
-Part of the Mike Malamut personal collection
In late 1955, with numerous small but significant changes, the 356 A was introduced. Its internal factory designation, “Type 1”, gave rise to its nickname “T1” among enthusiasts. In early 1957 a second revision of the 356 A was produced, known as Type 2 (or T2).
1959 was the last year for the 356 A. This particular car features a 1.6 L Type 616/1 B4 which was first available in 1958.
-On loan from the Mike Malamut personal collection
The Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356. The new car made its public debut at the 1963 at the Frankfurt Motor Show.
It was initially designated as the “Porsche 901”, after its internal project number. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. It went on sale in 1964.
In 1969, the slightly lengthened B series was introduced. It moved the rear wheels on all 911 and 912 models 57 mm aft, increasing wheelbase from 87.0” to 89.3” to remedy to the car’s nervous handling at the limit. Fuel injection arrived both for the 911S.
In 1970, the engines of all 911s were increased to 2,195 cc. Power outputs were uprated to 180 hp in the 911S. The 912 was discontinued with the 914 taking its place as an entry model.
-On loan from 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
During the 1950s, the BMW line-up consisted of luxury cars with displacements of two litres 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 litre class to become competitive.
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 term New Class referred to the 1.5–2–liter class of automobiles from which BMW had been absent since World War II.
Intended as an upscale version of the 1800, the BMW 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. A more luxurious 2000TI-lux (later “tilux”) featured the sporty TI engine with a more high-grade interior and accessories, including a wood dashboard and optional leather seats.
In a 1967 test, Road & Track felt that the 2000 sedan was “the best performing 2-liter sedan in today’s market and the best handling and best riding as well.”
-On loan from the Mike Malamut personal collection
-On loan from the Mike Malamut personal collection
In 1952, German coachbuilder Wilhelm Karmann went to Volkswagen with an idea: Build a halo car around the existing Beetle to attract the burgeoning postwar middle class. The West Germans were doing pretty well for themselves, snapping up new BMWs and Mercedes-Benzes, and there was a hint that the American market was going to be the next big thing. Karmann was smitten with the idea of an elegant coupe he could build alongside the Beetle convertibles his Osnabrueck factory was producing. Karmann went to Luigi Segre the idea. Segre was the commercial director for Carrozzeria Ghia. Karmann accepted Ghia’s proposal in secret, and unveiled the styling design to Volkswagen executives in a back room at the 1953 Paris Auto Salon. The concept was tucked away for a couple of years until the engineering could be sorted out.
What would become the Karmann Ghia made its public debut on July 14, 1955. Public response was overwhelming. Within the Volkswagen range itself, the Karmann Ghia cost $700 more than a similarly equipped Beetle. But that wasn’t a problem: In the first year of production, Volkswagen sold 10,000 Karmann Ghias, doubling production expectations. -text edit from Motortrend classic.
The entire front nose and fenders were one solid piece, to minimize the seams. Body panels were welded, not bolted on. No more than five small, individual panels made up the nose, and each was hand-shaped and leaded with English pewter, much like a custom car. Doors were lightweight, but also complicated by their free-standing frameless design. Despite the car being labor intensive to build, production far exceeded Volkswagen’s expectations. Originally, the factory was to produce between 300 and 400 cars per month, a blistering pace, considering the amount of handwork. In the end, the factory was churning out 1000 examples per month.
Okrasa was a supplier of speed equipment for the Volkswagen engine very soon after it inception. Through the years there were lots of various “kits” offered, all of which were intended to be installed using the customer supplied engine. In the early years, VW used a short crankcase in its 25hp and later 35hp engines. Then in 1960, the “40hp” engine was introduced. With it came a new, longer crankcase, thus making obsolete the older designed parts. Okrasa followed suit with “40hp” versions of their parts, but by that time, other vendors such as Gene Berg were beginning to take market share from Okrasa, and they ceased development of new products for this engine.
Most Okrasa engines are identified by their dual carbs on a 36 hp engine case. The dual carbs are connected by special manifolds that Y out into twin intake ports (one for each cylinder). When you pop off the valve pan cover you can seed the words Okrasa cast into their special heads. Okrasa did make larger cranks for the the 36 hp engine. This is harder to discern from an assembled engine. Other accessories include tach drives, oil filers, distributors, and oil coolers.
This particular car features many rare options including: the Okrasa motor, working tach, european headlights, 2 band telefunken radio, VDO gauges, windshield washer, hood lock, trim rings, under dash tray, deckled rack, heater on knob, and locking shift.
-Part of the Mike Malamut personal collection
The car originated with the Italian firm of Iso SpA. In the early 1950s the company was building refrigerators, motor scooters and small three-wheeled trucks. Iso’s owner, Renzo Rivolta, decided he would like to build a small car for mass distribution.[10] By 1952 the engineers Ermenegildo Preti[11] and Pierluigi Raggi had designed a small car that used the motorcycle engine of the Iso Moto 200 and named it Isetta—an Italian diminutive meaning little ISO.[10]
The Isetta caused a sensation when it was introduced to the motoring press in Turin in November 1953, it was unlike anything seen before. The Isetta was small, only 7.5 ft long and 4.5 ft wide. With an egg-shape and bubble-type windows, the car would later be known as the bubble car.
The entire front end of the car hinged outwards to allow entry. In the event of a crash, the driver and passenger were to exit through the canvas sunroof. The steering wheel and instrument panel swung out with the single door, as this made access to the single bench seat simpler. The seat provided reasonable comfort for two occupants, and perhaps a small child. Behind the seat was a large parcel shelf with a spare wheel located below. A heater was optional, and ventilation was provided by opening the fabric sunroof. The Isetta took over 30 seconds to reach 31 mph from a stop. Top speed was only about 47 mph.
Renzo Rivolta wanted to concentrate on his new Iso Rivolta sports car, and was extremely interested in doing licensing deals. BMW began talking with Rivolta in mid-1954 and bought not just a license but the complete Isetta body tooling as well.
BMW made the Isetta its own. They redesigned the powerplant around a BMW one-cylinder, four-stroke, 247 cc motorcycle engine which generated 13 hp. Although the major elements of the Italian design remained intact, BMW re-engineered much of the car, so much so that none of the parts between a BMW Isetta Moto Coupe and an Iso Isetta are interchangeable. The first BMW Isetta appeared in April 1955.
In 1956, the government of the Federal Republic of Germany changed the regulations for motor vehicles. Class IV licenses issued from that time onward could only be used to operate small motorcycles and could no longer be used to operate motor vehicles with a capacity of less than 250 cc. At the same time, the maximum capacity allowed for the Isetta’s tax category was 300 cc. Class IV licenses issued before the change in the regulations were grandfathered and allowed to be used as before.
This change in regulations encouraged BMW to revise their Isetta microcars. In February 1956 a 300cc engine was introduced.The engineers enlarged the single cylinder to a 72 mm (2.8 in) bore and 73 mm (2.9 in) stroke, which gave a displacement of exactly 298 cc; at the same time, they raised the compression ratio from 6.8 to 7.0:1. As a result, the engine power output rose to 10 kW (13 hp) at 5200 rpm, and the torque rose to 18.4 N·m (13.6 ft·lbf) at 4600 rpm. The maximum speed remained at 53 mph, yet there was a marked increase in flexibility, mainly noticeable on gradients.
In May 1962, three years after launching the conventionally modern-looking BMW 700, BMW ceased production of Isettas. A total of 161,728 units had been built.
-On loan from the Mike Malamut personal collection
The Beetle, conceived by Ferdinand Porsche in 1932, was developed as a mass-produced, low-priced vehicle that was available and affordable for all Germans, and the phenomenal success of the now-beloved “people’s car” stands among one of the most remarkable automobile stories of the 20th century. The charming Beetle was just hitting its stride in 1955 when, by year-end, the Wolfsburg Works had produced a total of 279,988 cars in one year alone. Annual production increased by 50,000 or so, until the million-car mark was achieved in 1965.
Like the phoenix rising from the ashes, following WWII, after the Fallersleben plant was partially destroyed, the Volkswagen project was offered to Henry Ford II, who felt the car wasn’t “worth a damn.” The American public’s strong anti-German sentiment aligned with Ford’s, and no one wanted the Volkswagen.
But one man did. Ben Pon, a Dutchman who brought the car to the United States, partnered with foreign car importer Max Hoffman, and helped fill America’s great demand for affordable transportation in the immediate post-war years. By 1952, at a time when Americans were demanding hefty V-8 engines in chrome-laden land yachts, Volkswagen produced and managed to sell over 100,000 of the funny-looking little air-cooled cars, in a choice of five models, which included the Standard, the Deluxe, the Deluxe with Sunshine Roof, the Type 2 Microbus, and the top-of-the-line Cabriolet.
This 1955 Volkswagen Cabriolet has been faithfully restored to the last esoteric detail. It was heavily optioned from the factory when new, and its sparkling silvery blue Mittelblau Metallic paintwork showcases the original and proper fender skirts, the gleaming whitewall tires with chrome hubcaps and trim rings, the chrome wing mirrors and rare, optional two-into-one chrome exhaust tip, the twin fog lamps, the illuminated semaphore turn indicators, the European “Heart” tail lamps, and the City Arms (Wolfsburg crest) badge.
The immaculate interior features seating that has been upholstered in pale blue leather, and it offers the driver and passenger every amenity available in 1955, including a mid-century porcelain blumenvasen (a panel-mounted bud vase), translucent plastic sun visors, twin door panel pockets, an original Blaupunkt “Frankfurt” pushbutton LMUK radio, and twin leather-upholstered bolster pillows to the rear. An extremely rare factory-option feature, the “Deluxe Panel” dashboard clock, is located in the center of the dash.(text from RM Auctions)
-Part of the Mike Malamut personal collection
The International Harvester Scout is an off-road vehicle which was produced by International Harvester from 1961 to 1980. A precursor of more sophisticated SUVs to come, it was created as a competitor to the Jeep. It initially featured a fold-down windshield. The Scout and second generation Scout II were produced in Fort Wayne, Indiana as two-door trucks with a removable hard top with options of a full length roof, half cab pickup and/or soft top.
The Scout II was introduced in 1971. The basic sheet metal remained unchanged until production stopped on October 21, 1980. During the 20 year period (1960–1980) 532,674 Scouts were produced. The Scout, introduced as a commercial utility pickup in 1960, set the stage for future 4-wheel drive recreational vehicles of the ’70s, ’80s, and ’90s.
The Scout II is most identifiable by its different front grilles. The 1971–1972 Scout II shared the same grille, three horizontal bars between the headlights and chrome rings around the headlights. 1973 Scout II’s had 14 vertical bars between the headlights, a split in the middle, seven bars on each side surrounded by chrome trim pieces and an “International” model plate low on the left side. 1974–75 Scout II grilles were the same as 1973, with the addition of a vertical bar trim overlay. The 1975 had chrome and black square trim rings around the headlights. 1976 had the same headlight trim rings as 1975, a chrome center grille of 15 horizontal bars split into three sections was used in this year only. 1977–79 Scout II’s used the same grille between the same headlight bezels the new chrome grille had two large horizontal bars with three vertical support lines and the “International” nameplate moved up to the center of the grille on the left side. In 1980, the final year of production for the Scout, the grille was a very distinctive design, available with black or silver, a one piece grille with square headlights, made of ABS plastic. Both grille color options had imprinted chrome trim around the headlights and an “International” name located on the left side. Starting with late 1974 Scout IIs disc and power brakes were standard features. Early 1974 models had disc brakes as a rarely selected option. A three-speed Chrysler 727 torqueflite automatic transmission was optional.
This particular Scout II features every option that was available at the time. It was a dealer demo car with all the options.
-Part of 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 need for a people’s car (“Volkswagen” in German), its concept and its functional objectives, was formulated by the leader of Nazi Germany, Adolf Hitler, who wanted a cheap, simple car to be mass-produced for his country’s new road network. Lead engineer Ferdinand Porsche and his team took until 1938 to finalize the design. The influence on Porsche’s design of other contemporary cars, such as the Tatra V570, and the work of Josef Ganz remains a subject of dispute. The result was the first Volkswagen, and one of the first rear-engined cars since the Brass Era. With 21,529,464 produced, the Beetle is the longest-running and most-manufactured car of a single platform ever made.
Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 on (mass production had been put on hold during the Second World War) when the model was internally designated the Volkswagen Type 1, and marketed simply as the Volkswagen (or “People’s Car”). Later models were designated Volkswagen 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement, the latter two derived from the type number. The model became widely known in its home country as the Käfer (German for “beetle”) and was later marketed as such in Germany, and as the Volkswagen in other countries.
As VW said in their advertisements, “First we paint the car, then we paint the paint.” Volkswagen’s paint finish process used Glassurit Single-Stage paint applied in two complete applications. The result is the heavy “orange peel,” customary on brand new VW’s, the main reason so many original paint Volkswagens have survived. This Beetle retains its original paint and interior.
-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!
While most 1950s imports from Japan were scooters, Lilacs took a more sophisticated approach.
Aside from being one of the first “big” Japanese motorcycles sold in the U.S., Lilacs typically sported powertrain layouts resembling those of expensive European bikes.
Starting with simple chain-drive 150-cc four-strokes in the late 1940s, Lilac soon converted its line to shaft drive, beginning, oddly, with a little 90-cc single.
Success with that model prompted a 350-cc flat twin reminiscent of a BMW, and later a 250-cc transverse V-twin resembling a Moto Guzzi — though interestingly, Lilac bikes were introduced a good five years before those from Italy.
The combination of a small-displacement V-twin and shaft drive made the Lilac a smooth bike, though not a particularly quick one.
The overall design bordered on plain; engine cases and brake drums, for instance, which usually boasted fins or contours on other bikes, were smooth-faced and thus devoid of “character.” That’s not to say, however, that the Lilac was lacking in style. Front fenders were skirted, seats were plush, and the fuel tank carried trendy chrome panels and rubber knee pads.
The Lilac was also equipped with an external tool box and fork-mounted turn signals, along with a speedometer flanked by a trio of warning lights.
A flat twin reappeared in 1964 with 500 ccs of displacement, again shaft driven. But by then, other Japanese manufacturers were flooding the market with less-expensive midsize bikes, and Lilac folded under the competitive pressure after 1969.
-Part of the Mike Malamut personal collection
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
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.
Introduced in November 1962 for the 1963 model year as a successor to the Willys Jeep Station Wagon that had been built since the end of World War II, the Wagoneer pioneered the sport utility vehicle concept. Although sharing a pickup truck chassis (like its predecessor), the Wagoneer had a sophisticated station wagon body design, that was more carlike than any other 4×4 on the market.
As of 1965 all models came with a new standard safety package that included front and rear seat belts, a padded dash and high impact windshield, and a dual braking system.
Late-year 1965 Wagoneers and Gladiator pickup trucks were available with the 250 hp (186 kW; 253 PS) 327 cu in (5.4 L) AMC V8 engine, which proved to be a popular option.
This particular car is a rare ’65 with factory AC. It is also a deluxe model which means it came with automatic, power steering, power brakes, and deluxe stainless window moulding. It belonged to a friend of Mike’s. At the time, Mike owned one in the same color but it was a base model (3 speed and no factory AC). Mike always wanted his friend’s Wagoneer but just didn’t tell him. After many years of ownership, the Wagoneer ended up on eBay. Mike saw it and made the purchase.
Future plans for the Wagoneer include redoing the interior with factory correct material, doing the body work, and repainting the entire car. To quote Mike: “It will be beautiful!”
-Part of the Mike Malamut Personal Collection
Production of the first generation of the Land Cruiser began in 1951 as Toyota’s version of a Jeep-like vehicle. The Land Cruiser has been produced in convertible, hardtop, station wagon and cab chassis body styles. The Land Cruiser’s reliability and longevity has led to its huge popularity.
In 1950 the Korean War created demand for a military light utility vehicle. The war put a Jeep on Japan’s doorstep. The United States government ordered 100 vehicles with the then-new Willys specifications and tasked Toyota to manufacture them. The Toyota “Jeep” BJ prototype was developed in January 1951. This came from the demand for military-type utility vehicles. The Jeep BJ was larger than the original U.S. Jeep and more powerful courtesy of its Type B 3.4-litre six-cylinder OHV Four-stroke petrol engine which generated a power output of 84 hp at 3,600 rpm It had a part-time four-wheel drive system like the Jeep. However, and unlike the Jeep, the Jeep BJ had no low-range transfer case. In July 1951, Toyota’s test driver Ichiro Taira drove the next generation of the Jeep BJ prototype up to the sixth stage of Mount Fuji, the first vehicle to climb that height.
The name “Land Cruiser” was coined by the technical director Hanji Umehara. “In England we had another competitor — Land Rover. I had to come up with a name for our car that would not sound less dignified than those of our competitors. That is why I decided to call it ‘Land Cruiser'”, he recalls.
-Part of the Mike Malamut personal collection
The concept for the Type 2 VW Bus is credited to Dutch Volkswagen importer Ben Pon. Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of (1,520 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1’s. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp flat four engine.
Although the aerodynamics of the first prototypes were poor, engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a “vee” helped the production Type 2 achieve Cd=0.44, exceeding the Type 1’s.
Volkswagen’s new chief executive officer Heinz Nordhoff approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a “tailgate”-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically.
The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951.
In the USA Volkswagen vans were informally classified according to the number of windows they had. This particular model has 23 windows. These include eight panoramic windows in the roof and additional curved windows in the rear corners. To distinguish it from the normal Volkswagen van the name Samba was coined.
Other features of the 23 window Samba include:
23 individual windows in total (5 windows on each side, 4 skylights each side, 2 front and 1 rear (openable) safari windows, 2 rear pillar windows.
The central rear window in the Deluxe was also larger than in other models in the bus range.
All windows were made from regular cast glass (as opposed to the previous barn-door model where plexiglas rear corner and skylight windows were applied throughout most years).
Vinyl “Golde” sunroof. This was standard on the Deluxe (optional on other models).
Polished aluminium ornamental band with central red stripe runs around the body from the front of the vehicle, under the window line and around the back. A separate band of the same style runs along the rocker panel (lower sill panel), and polished bands with black rubber bumper strips were applied to the bumper bars. These features were unique to the Deluxe Microbus.
Prior to August 1958, the Deluxe Microbus was only available in one color combination. Alternative colurs to this combination were not offered until after August 1958. The colors available on the Deluxe from 1955 – July 1958 included:
Upper paint color: Chestnut Brown (Code: L73)
Lower paint color: Sealing Wax Red (Code: L53)
Seen here is the Deluxe version, often seen as being the ultimate VW. It was the subject of an 8 year restoration. It features many rare options including a period antenna, safari window windshield, ambulance foot step, radio, very rare removable portable radio, and overhead fans. Out back, the motor features a rare period correct Abarth muffler, hotter cam, dual carbs, and reworked heads.
-Part of the Mike Malamut personal collection
The N360 featured front wheel drive and an air-cooled, four stroke, 354 cc(31 hp) two-cylinder engine. It has a beam axle/leaf spring rear suspension.
With the N360 nameplate, along with its variants, Honda used the “N” prefix, designating “norimono” (translating from Japanese to English as “vehicle” ) — to distinguish the car from its motorcycle production.
The N360 was an all new, clean-sheet product, and did not share its chassis with the Honda Sports roadster, or the Honda L700 commercial platform. The N360 was a new market segment for Honda, providing an affordable, reliable, and easy-to-maintain vehicle that had broad market appeal to private car ownership. The roadsters and trucks built up to then had specific, targeted appeal. The engine’s technological specifications reflected engineering efforts resulting from the development of the larger Honda 1300, which used an air-cooled 1.3-litre engine. One of the primary differences between the N360 and the Honda Life that followed was the N360/600 had an air-cooled engine, and the Life had a water-cooled engine.
In September 1967, Honda decided to offer their first automobile for the North American market, and they were exported to Los Angeles, California. 50 pre-production left-hand-drive examples were sent as “winter test vehicles” and were only intended to be driven 20,000 mi (32,186.9 km) for endurance testing, then collected and crushed at a local scrapyard across the street from the American Honda headquarters in the 1960s. Four of the American pre-production vehicles are still in existence, and Serial Number N600-1000001, the first one manufactured, was discovered at a Japanese-specific car show in Long Beach, California, in 2015. Our N360 is in very condition. It was found in France.
-Part of the Mike Malamut personal collection
The Toyota Sports 800 was Toyota’s first production sports car.
The car went into production in 1965, with chassis code UP15 and an increase in engine displacement from 700 cc to 800 cc, as well as dual carburetors, which increased power from 28HP to 45 HP. This engine was sufficient to power the light car around town at 70 km/h (45 mph) or on a race track up to about 160 km/h (100 mph). Production started after the introduction of Honda’s first car, called the Honda S500, and joined the market segment that was already represented by the Datsun Fairlady.
The Sports 800 was one of the first production cars featuring a lift-out roof panel, or targa top, pre-dating the Porsche Targa. The aluminum targa top could be stored in the trunk, when not in use. Weight was kept down by using aluminum on selected body panels and thin steel on the unibody construction. For the first few years of production even the seat frames were made of aluminum.
Between 1965 and 1969 approximately 3,131 units were built by Toyota subcontractor Kanto Auto Works. Only about 10% of those vehicles are known to have survived, most being in Japan. The vast majority of the 3,131 cars were right hand drive, but some 300 were left hand drive models, built primarily for the Okinawa market. Okinawa, having been American occupied, drove on the “other side” from the rest of Japan. A very limited number of left hand drive cars were used by Toyota to “test drive” in the US, but Toyota made a decision not to import or sell the cars in the US market.
-Part of the Mike Malamut personal collection
The 2000GT design is widely considered a classic among 1960s gran turismos. Nozaki’s bodywork was inspired by the E-type Jaguar. Its smoothly flowing bodywork was executed in aluminium and featured pop-up headlights above large plexiglass covered driving lamps flanking the grille similar to those on the Toyota Sports 800. Bumpers were minimal, and the car was extremely low. Despite a custom open-top version built for the James Bond film You Only Live Twice, a factory-produced convertible was never offered. The interior offered comfortable, if cramped, accommodation and luxury touches such as a rosewood-veneer dashboard and auto-seeking radio tuner.
Most of the 2000GT’s design was done by Yamaha, which also did much automobile work for other Japanese manufacturers, originally for Nissan rather than Toyota. Many credit the German-American designer Albrecht Goertz, a protégé of Raymond Loewy who had previously worked with Nissan to create the Silvia, as inspiration. He had gone to work for Yamaha in Japan in the early 1960s to modernize Nissan’s two-seater Fairlady sports car. A prototype 2000GT was built, but Nissan declined. Yamaha then proposed the design to Toyota, for whom they also did contract work, then perceived as the most conservative of the Japanese car manufacturers. Wishing to improve their image, Toyota accepted the proposal, but employed a design from their own designer.
-Part of the Mike Malamut Collection
The Sunbeam Tiger was a development of the Sunbeam Alpine series I, introduced by the British manufacturer Rootes in 1959.[3] Rootes realised that the Alpine needed more power if it was to compete successfully in world markets, but lacked a suitable engine and the resources to develop one. The company approached Ferrari to redesign the standard inline-four engine, recognising the cachet that “powered by Ferrari” would likely bring. Negotiations initially went well, but ultimately failed.[4]
In 1962 racing driver and Formula 1 champion Jack Brabham proposed to Rootes competition manager Norman Garrad the idea of fitting the Alpine with a Ford V8 engine, which Garrad relayed to his son Ian, then the West Coast Sales Manager of Rootes American Motors Inc. Ian Garrad lived near Carroll Shelby’s Shelby American operation, which had done a similar V8 conversion for the British AC Cobra.
Shelby began work on his prototype, the white car as it came to be known, in April 1963. By the end of the month it was ready for trial runs around Los Angeles.
Provisionally known as the Thunderbolt, the Shelby prototype was more polished and used a Ford 4-speed manual transmission. The Ford V8 was only 3.5 inches longer than the Alpine’s 4-cylinder engine it replaced, so the primary concern was the engine’s width.[13] Like Miles, Shelby found that the Ford V8 would only just fit into the Alpine engine bay: “I think that if the figure of speech about the shoehorn ever applied to anything, it surely did to the tight squeak in getting that 260 Ford mill into the Sunbeam engine compartment. There was a place for everything and a space for everything, but positively not an inch to spare.”
-On loan from The Mike Malamut personal collection
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut personal collection
Features original factory AC.
-Part of the Mike Malamut Personal Collection
When Mike was a kid, his father owned a Studebaker just like this one – same color. When Mike saw this car in Pennsylvania, he knew he had to have it.
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
The Subaru Sambar is a cabover kei truck and microvan manufactured by Subaru, specifically for the Japanese market. It is Japan’s first Keitora (shorthand for “kei class truck” and is still in production. The Sambar is available in both microvan and Kei truck) Pickup truck style to fulfill the Kei car guidelines. Still popular in the domestic market, the Sambar continues to be produced in Japan, China as well as in Finland with a joint venture with Elcat Automotive.
From the very beginning in 1961, the Sambar used 4-wheel independent suspension and a rear engine rear drive powertrain that helps keep the vehicle’s weight balanced. Inspired by one of the first microvans, the 1957 Fiat 600 Multipla, it was based on the Subaru 360 platform. The chassis uses a ladder frame construction, using a torsion bar trailing arm suspension in the back, and the body style is commonly referred to as “one-box”. The reverse gearshift position was a left-pattern selection, instead of a right-pattern selection. The engine, called the EK series, was accessed from a hatch inside the vehicle. The front doors opened backwards, in the same fashion as the 360.
The name Sambar is very similar to the top trim package for the Volkswagen Type 2 called the Samba introduced in 1951. It also used an air-cooled engine installed in the back, utilizing rear-wheel-drive, and was available in pickup configurations with fold-down beds.
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
We are placing our 1953 DKW Sonderklasse up for sale. Our 1953 DKW F89 Meisterklasse is an example of the first passenger car manufactured by the reformed Auto Union brand following the Second World War. The car joined our museum collection approximately 8 years ago. Limited space forces sale. Contact us for more details!
Please check out an extensive photo album of the car available here.
In addition to this driving video, we have several other videos featuring the car that are available for review. Contact us for more more links!
-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 Colection
-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
-On loan from 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
-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 1979 Bianco S is a Series 2 coupe from the Brazilian carmaker’s final year. This car spent time in a Brazilian collection before it was brought to the US. The Volkswagen-sourced powertrain includes a 1.6L flat-four mated to a four-speed manual transaxle.
The Bianco S model was produced by Brazilian racecar designer Toni Bianco and introduced at the 1976 Sao Paulo Motor Show. It features reinforced plastic and fiberglass bodywork over Volkswagen running gear. Safety substructures include roll bars and sheet-metal reinforcements. The Series 2 model featured cosmetic revisions such as changes to engine ventilation, elimination of hood louvres, and improved sealing. Lighting includes low-set double-round headlights, side markers, and taillights that were sourced from Opel.
Equipment includes a wood-rimmed steering wheel, a wood gearshift knob, power windows, and a power antenna. A Motoradio cassette player is equipped above the shifter.
-Part of the Mike Malamut Personal Collection
The history of Suzuki four-wheel drive cars dates to 1968. Suzuki bought former Japanese automaker Hope Motor Company, which had introduced 15 small, off-road vehicles called the HopeStar ON360. The first Suzuki-branded four-wheel drive, the LJ10 (Light Jeep 10), was introduced in 1970. The LJ10 had a 359-cc, air-cooled, two-stroke, in-line two-cylinder engine. The liquid-cooled LJ20 was introduced in 1972 with the cooling changed due to newly enacted emission regulations.
The LJ was updated in May 1972 and renamed the LJ20. The grille bars were changed from horizontal to vertical for the LJ20. The engine was replaced with an updated, water-cooled unit (the L50), and its 28 bhp enabled the LJ to reach 50 mph.
Suzuki Jimny LJ20 (1973), note spare tire placement
A special version with the spare tire mounted behind the passenger seat allowed for two small rear seats, facing each other. The introduction of left-hand drive signaled Suzuki’s worldwide ambitions for the truck. The Hard Top (Van) was also introduced when the LJ20 arrived, equipped with smaller, 15-in wheels. Suzuki did not export them to America; a US company called International Equipment Co. (IEC) imported them. Export Jimnys had the spare tire mounted on the outside, as kei regulations on length did not apply.
Towards the end of LJ20 production, a cleaner 26 bhp engine was introduced, a result of ever more stringent emissions regulations. Top speed was reported as 58 mph, payload was 250 kg or 550 lb (200 kg or 440 lb for the Van version).
-Part of the Mike Malamut Private 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
In 1939, Don Boles, an enthusiastic young southern Californian, was one of the first thirty seven candidates chosen for a new four year tool and die apprenticeship program being initiated by the US Department of Labor under President Roosevelt’s plan to assist in bringing the country out of the effects of the Great Depression. He was assigned to work and study at the Lockheed Aircraft Company plant in Burbank, California, where he learned all aspects of aircraft design and construction and how to build tools and component parts. During his time in the program he earned a number of awards for designing and building various tools to enhance the way in which aluminum parts were fabricated.
When he was released from the Navy following VJ Day, he hooked up his trailer and the family took a traveling vacation on their way back to California. When they arrived at their California home, he parked the trailer in his driveway with a “For Sale” sign on it. That very day, the first lookers bought it and actually at a profit for the Boles, but several other customers continued to stop by to attempt to purchase it. Boles quickly recognized the post-war pent-up demand for good trailers so, while reemployed at his civilian job, he began, with his aircraft training, to design an all-riveted, lightweight, all-aluminum top quality trailer. With financial help and moral support from his father, he began to build his first trailer in his single car garage while they searched for a factory site. The residential garage-manufacturing site limited the size of the first trailers to only nine and one half feet in length. They quickly found an available and affordable site and began construction of their trailer factory.
Shortly, a friend of Don’s became interested in the venture, and they formed a partnership as B and R Manufacturing, to build a trailer they dubbed the Roadrunner. Upon completion of the first, garage built, unit, the “For Sale” sign was again applied and this time, the trailer was parked on the street in front of their incomplete factory, next to the mason’s supply of sand and bricks. Once again, the first customer to look at it purchased the trailer for the asking price of $675.00. A neighbor’s father was also impressed with the design and quality of their new products and soon placed an order for 10 trailers to use in his business. He, however, required twelve-foot long units, which would have to wait for the completion of the factory, as they would be too long to build in the family garage where the first units were being built.
The strains of business start-up and factory construction and the related financial problems shortly caused his partner to pull out of their arrangement and Don Boles took full control of the company changing the name to Boles Manufacturing and then renaming the trailer the Boles Aero. As production accelerated, the trailers were so well received that the early problems soon began to fade, and at the end of 1946, the first year in business, over 300 trailers had passed out the doors of the new factory. By this time, the rapid success of the trailer business had eliminated any time or need for Don to maintain another source of employment and he left the outside job he was holding to make ends meet. Production of various models of the Boles Aero high-line travel trailers continued for over thirty years until the company closed its doors for good in 1980.
-Part of the Mike Malamut Personal Collection
The Spartan Trailer Company was launched by wealthy industrialist J. Paul Getty. He converted the Spartan Aircraft factory in Tulsa, Oklahoma, to build high-end travel trailers for wealthy clients. They soon earned a reputation as the “Cadillac” of the industry, and their price tags—often as much as the cost of a small conventional house—reflected the quality of their materials and construction.
This fully restored 1953 Spartanette Tandem 131 represented the entry-level Spartan trailer, with an original price of nearly $4,400 when new. The fully polished exterior shines brilliantly, as do the polished aluminum propane tanks. The exterior features tandem axels and two doors on the same side. Additionally, a rope-and-pole awning offers protection from the sun, with a set of tables and chairs providing a wonderful outdoor dining area.
The inviting interior features original birch wood refinished to a wonderful luster. Period appliances are found throughout and are in wonderful condition, including the heater, Dixie oven and range, as well as the Philco refrigerator. Air-conditioning provides an escape in the warmer months, and an on-demand water heater is fitted under the kitchen sink. The living area features a sleeper sofa and pull-out dining table, and the entire cabin is well lit and features beautiful mid-century decorative touches. The sleeping quarters feature a queen-size bed. Ample storage is found in built-in cabinetry throughout. The bathroom features a sink, toilet, and shower. This beautiful example was an award winner at the 2015 Modernism Week Vintage Travel Trailer Show, in addition to receiving awards in 2014 and 2016 at the Pismo Vintage Trailer rallies.
Photos by Patrick Ernzen ©2019 Courtesy of RM Sotheby’s
-Part of the Mike Malamut Personal Collection
-Part of the Mike Malamut Personal Collection
This 1971 Chevrolet Suburban is a three-quarter-ton example. The GM build sheet indicates that the vehicle was built at the Fremont, California plant and originally delivered to Coyle-Billings Chevrolet in San Jose, California.
It is equipped with the Comfort and Convenience packages as well as a ceiling-mounted air-conditioning system. The truck is finished in Medium Olive with a white roof. It is powered by a 350ci V8 paired with a three-speed automatic transmission. It is believed to have resided in North Carolina for nearly 30 years. Exterior features include a single driver-side door, two doors on the passenger side, and a clamshell-style tailgate.
The cabin features three rows of seating and has been retrimmed with vinyl and fabric upholstery. Further additions include a Pioneer CD player and a period trailer-brake controller fitted under the dash. Factory options listed on the glovebox decal include a ceiling-mounted A/C unit (C69) and the Comfort and Convenience group (Z62).
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 1979 Honda Accord LX Hatchback was sold new in Portland, Oregon. It is powered by a 1.8L CVCC inline-four mated to a 5-speed manual transaxle. Finished in brown over a beige cloth interior, this 3-door example features power steering, a period cassette player, and mud flaps.
A 4-spoke wheel is equipped, and a period National cassette stereo is installed. The instrumentation cluster includes a 110-mph speedometer, a 7k-rpm tachometer, and service indicators for tire rotations, engine oil changes, and engine oil filter changes. 90k miles are shown on the 5-digit odometer.
The carbureted 1.8L EK1 inline-four is equipped with Compound Vortex Controlled Combustion (CVCC), which originally allowed so-equipped vehicles to meet US-market emissions standards without a catalytic converter.
-Part of the Mike Malamut Personal Collection
The Cherokee was a redesigned reintroduction of a two-door body style, with a single fixed rear side window with an optional flip-out section. Previously, a two-door version had been available in the Jeep Wagoneer line from 1963 to 1967, although this had the same pillar and window configuration as the four-door Wagoneer.
The Cherokee was marketed as the “sporty” two-door variant of Jeep’s station wagon. This 1975 Jeep Cherokee is a blue over blue two-door wagon that was sold new in New Jersey and reportedly remained with its original owner for 28 years. The truck spent time in Texas. The 360ci V8 was rebuilt and fitted with a replacement long block in 2013. Power is sent to all four wheels through a three-speed automatic transmission and Quadra-Trac four-wheel drive. Exterior equipment includes a chrome roof rack, a rear ball hitch, and a manually retractable rear window.
-Part of the Mike Malamut Personal Collection
The Citroën DS is a front-engine, front-wheel-drive executive car that was manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations across three series/generations.
Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking. It probably has the most comfortable seats ever put into a production car. It was the first mass production car equipped with disc brakes.
Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car, and Paul Magès developed the hydropneumatic self-levelling suspension.
This DS19 was found in the UK. We had it shipped to the US.
-Part of the Mike Malamut Personal collection
-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
This 1969 Philbrick runabout is a one-off creation that features a 20′ hull constructed of wood, as well as the windshield, power-operated convertible top, power windows, and interior trim from a late 1950s Imperial Convertible. A 392ci Chrysler Hemi 392ci V8 sends power to a three-bladed propeller through a V-drive and forward/reverse transmission. Named C-Car, the boat was part of the Alan Furth collection until his passing in 1993.
Don Philbrick, of Philbrick Boat Works in Oakland, California, began building the vessel in 1959, only to sell it in an unfinished state in 1966. The new owner commissioned Don to finish the boat, incorporating the interior, soft top, and engine from Don’s personal Imperial Convertible. The project was completed in 1969 was was later restored by Dennis Burns in the 1990s.
Cockpit trim comes mostly from the donor Imperial, including the two bucket seats, rear bench, and side panels. The factory windscreen was widened by 3″ during the initial build, and a replacement unit was fabricated during the 1990s refurbishment. It features powered side windows. The powered soft top was modified with wider ribs to fit the boat.
Don Philbrick marinized the Chrysler 392ci Hemi V8, which produced over 300 horsepower when new. The boat is equipped with a double electrical system that includes two alternators and batteries.
-Part of the Mike Malamut personal collection
This 1976 Citroën Méhari was first acquired in France in 2017 and subsequently moved to the United States in February 2019. The car was refurbished under prior ownership and features an ABS plastic body dyed in Vert Tibesti along with a black soft top. Power is provided by a replacement 602cc flat-twin paired with a four-speed manual transaxle shared with the contemporary Citroën Dyane.
Citroen marketed the Méhari in the United States for model years 1969–1970, where the vehicle was classified as a truck. As trucks had far more lenient National Highway Traffic Safety Administration safety standards than passenger cars in the US, the Méhari could be sold without seat belts. Budget Rent-A-Car offered them as rentals in Hawaii. Hearst Castle, in San Simeon, California, used them as groundskeeper cars.
-Part of the Mike Malamut personal collection
This 1977 Honda Civic was delivered new to Woodson Pontiac of Roanoke, Virginia and was reportedly kept as part of the Bruce Weiner Microcar Museum in Madison, Georgia before being acquired by the current owner one year ago. Finished in red over a black interior, the car is powered by a 1,488cc inline-four mated to a five-speed manual transmission and is equipped with air conditioning, wood trim, and a tachometer.
CVCC was a solution to lean combustion that let Honda’s engines run with an air/fuel ratio of less than the ideal chemically stochiometric proportion of 14.7:1. Less fuel going in meant less incompletely burned fuel coming out as pollution. The CVCC (Compound Vortex Controlled Combustion) engine debuted in 1975 and was offered alongside the standard Civic engine. The optional 53 hp CVCC engine displaced 1488 cc and had a head design that promoted cleaner, more efficient combustion. The CVCC design eliminated the need for catalytic converters or unleaded fuel to meet changing emissions standards, unlike nearly every other U.S. market car. Due to California’s stricter emissions standards, only the CVCC powered Civic was available in that state. This created a sales advantage in Honda’s favor in that CVCC equipped Honda products afforded the buyer the ability to choose any type of fuel the buyer wanted, and due to emissions equipment not being damaged by using leaded fuel, the buyer could use any gasoline products available
-Part of the Mike Malamut personal collection
This 1972 Chevrolet C10 Cheyenne Super was refurbished prior to the current owner’s 2016 purchase and is finished in black with faux-woodgrain trim. Power is provided by a 350ci V8 paired with a three-speed automatic transmission, and equipment includes polished bumpers and mirrors, bed rails, air conditioning, bucket seats, and an AM/FM stereo. Equipment includes Cheyenne Super badging, stainless upper body side moldings, and chrome bed rails, bumpers, and mirrors. The cargo bed is finished in black. The truck is equipped with power steering and front disc brakes. The 350ci V8 delivers power to the rear wheels through a three-speed Turbo Hydramatic automatic transmission.
Mike was searching for a truck like this for some time before finally locating this one. He had one years ago that was stolen from a shop while it was there having some work done to it. It never was found.
-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
The Wagonmaster was International’s second take on the quintessential suburban utility vehicle, the Travelall. International’s announcement on August 21, 1972 said, “The Wagonmaster combines automobile-type styling and comfort with the durability and trailering capabilities of International’s popular Travelall wagon. Its design features a 5-foot pickup-type bed behind the roomy six person passenger compartment.” International wanted to offer the suburbanites a family pickup and capitalize on a new aspect of the RV market, the fifth-wheel trailer. With International’s legendary burliness combined with a car-like interior, this rig was positioned to be an RV mover and shaker.
-Part of the Mike Malamut personal collection
The Subaru Baja was an all-wheel-drive, four passenger, four-door utility manufactured from 2002 to 2006 by Subaru and marketed for model years 2003 to 2006. The Baja combines the handling and passenger carrying characteristics of a traditional passenger car with the open-bed versatility, and to a lesser degree, load capacity of a pickup truck.
Features included tinted rear door windows and rear window; an integrated bed liner; a dual-illumination bed light; four bed tie-down hooks; molded-in recesses to receive standard 2×4’s to enable customized (bi-level) storage; standard roof rails with cross bars; a tow rating of 2,400 lb (1,089 kg), a rear seat center position rigid hinged storage compartment with integral twin cup holders, rear-seat power supply, rear-seat center storage net, map-pockets at rear of each front seat; an under-bed mounted spare tire, operable via a cable winch accessible from an access panel in the bed itself and a fold-up license plate holder with a mechanism allowing the plate to lock perpendicular to the tailgate, so that with the tailgate lowered, the plate remained visible – mimicking the tailgate and license plate arrangement on older station wagons with bi-parting tailgates
-Part of the Mike Malamut Personal Collection
This 2015 BMW i8 is finished in white over gray. It’s powered by a turbocharged 1.5-liter inline-three, which is paired with a six-speed automatic transaxle. It works in conjunction with an electric motor featuring an integrated two-speed automatic transmission. The Pure Impulse Package was optioned and added partially perforated leather seating surfaces, Amido metallic interior accents, a heads-up display, blue seat belt straps, driver assistance and lighting packages, and 20″ wheels. The i8 is constructed from a mixture of aluminum and carbon fiber, along with chemically-hardened glass.
Power comes from a mid-mounted turbocharged 1.5-liter inline-three, which works in conjunction with an electric motor to produce a factory-rated 357 horsepower and 420 lb-ft of torque. The gas engine drives the rear wheels through a six-speed automatic transaxle, and the electric motor uses a two-speed automatic transmission to drive the front wheels.
-Part of the Mike Malamut Personal Collection
Developed in Japan in 1977 at the request of the President of Subaru of America, the BRAT was introduced to match the demand for small trucks in the USA, from Toyota, Nissan, and Mazda. Unlike these trucks, all BRATs had four-wheel drive, being developed from the existing Leone station wagon.
The car has other features such as an optional T-top split roof, a spring-loaded hidden door for a side step into the cargo bed, and a spare tire mounted under the hood.
When the Leone was redesigned in 1979 for the 1980 model year the BRAT continued with the original body until 1982. In 1987 imports to North America ceased, but exports to Europe, Australia, Latin America and New Zealand continued until 1994. Due to truncating demand of pickup trucks since late 1970s as Japanese customers shifted to station wagons at that time, Subaru never considered marketing the BRAT in their home market.
The USA and Canada’s version also had carpeting and welded-in rear-facing jumpseats in the cargo area. These were a tariff-avoidance ploy,with the plastic seats in the cargo bed allowing Subaru to classify the BRAT as a passenger car – charged only a 2.5%, compared to 25% tariff on light trucks due to Chicken tax. They were discontinued after the 1986 model year.
-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
During 1959 and 1960, the Big Three automakers planned to introduce their own “compact” cars. Ford and Chrysler’s designs were scaled-down versions of the conventional American car, using four- or six-cylinder engines instead of V8s, and with bodies about 20% smaller than their standard cars.
An exception to this strategy was the Chevrolet Corvair. Chevrolet designed a car that deviated from traditional American norms of design, powered by an air-cooled, horizontally opposed six-cylinder engine with many major components in aluminum. The first time Chevrolet manufactured an air-cooled engine was briefly in 1923 with the Chevrolet Series M Copper-Cooled, which due to engineering challenges, was deemed a failure. The Corvair engine was mounted in the rear of the car, driving the rear wheels through a compact transaxle. Suspension was independent at all four wheels. Bodywork used monocoque rather that body-on-frame construction. The tires were a wider, low-profile design mounted on wider wheels. The styling was unconventional for Detroit, with no tail-fins or chrome grille. Its engineering earned numerous patents. Time magazine put Ed Cole and the Corvair on the cover, and Motor Trend named the Corvair as the 1960 “Car of the Year”.
The 1960 Corvair 569 and 769 series four-door sedans were conceived as economy cars offering few amenities to keep the price competitive, with the 500 (standard model) selling for under $2,000. Powered by the Chevrolet Turbo-Air 6 engine with 80 hp (60 kW; 81 PS) and mated to a three-speed manual or optional extra-cost two-speed Powerglide automatic transmission (RPO 360), the Corvair was designed to have comparable acceleration to the six-cylinder full-sized Chevrolet Biscayne. The Corvair’s unique design included the “Quadri-Flex” independent suspension and “Unipack Power Team” of engine, transmission, and rear axle combined into a single unit. Similar to designs of European cars such as Porsche, Volkswagen, Mercedes-Benz, and others, “Quadri-Flex” used coil springs at all four wheels with independent rear suspension arms incorporated at the rear. Specially designed 6.5 by 13-inch four-ply tires mounted on 5.5 by 13 inch wheels were standard equipment. Available options included RPO 360, the Powerglide two-speed automatic transmission ($146), RPO 118, a gasoline heater ($74), RPO 119, an AM tube radio ($54), and by February 1960, the rear folding seat (formerly $32) was standard. Chevrolet produced 47,683 of the 569 model and 139,208 769 model deluxe sedans in 1960.
-Part of the Mike Malamut Personal Collection
The DKW 3=6 was a compact front-wheel drive saloon manufactured by Auto Union GmbH. The car was launched at the Frankfurt Motor Show in March 1953 and sold until 1959. It was also named as the DKW Sonderklasse and, following the factory project number, as the DKW F91. From 1958, by which year the car’s successor was already being sold and the earlier version had therefore become, in essence, a ‘run-out’ model, it was badged more simply as the DKW 900.
Apart from complications involving its naming, the 3=6’s notable features included its two-stroke engine and front-wheel drive layout along with the sure-footed handling that resulted.
In a market segment increasingly dominated by the Volkswagen Beetle, the Auto Union contender also boasted class leading interior space, especially after the arrival of the four-door version, which featured a modestly extended wheelbase.
This particular car is largely in original unrestored condition.
-Part of the Mike Malamut Personal Collection
Part of the Mike Malamut Personal collection
In 1931 Mazda was born by introducing the Mazda-Go Type-DA. This was a three-wheeled “truck” that Mazda likely still hails as a machine of class-leading performance and maximum loading capacity. Mazda managed to get itself noticed by promoting the truck across the country. This happened by taking a caravan of Mazda-Gos across the country in 1936. The group covered the 2,700 kilometers between Tokyo and Kagoshima in 26 days. It showed the public how good these Mazdas really were. The Asian market liked the three-wheeled truck. The Mazda-Go would go on through a natural evolution in the decades to come, long before the company ever built a proper car.
After World War II, in 1950, Mazda introduced the third generation of its three-wheeler. The growing economy called for swift and efficient transport. That explained the ever growing seriousness of these trucks in terms of engine, capacity, and driver comfort. Why did Mazda stick with three wheels for so long? Taxes! Three-wheeled trucks were charged less tax than even the smaller four-wheeled variants. In addition to the road tax savings, a single front wheel allowed for more steering lock. These trucks were more nimble on the twisting mountain roads and in the crowded cities of Japan. One less wheel also meant a lower production cost.
In 1974, the T2000 ceased production to be replaced later by a new T2000 that did in fact had four wheels.
This particular truck is a rare left-hand drive model that was built for the Japanese market in Okinawa.
-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 1972 Yamaha CS5 200 Street is a numbers-matching example that was previously owned by one family for 48 years. The bike is finished in purple and white. It is powered by a 195cc two-stroke parallel twin mated to a five-speed transmission. Features include both electric and kick starters, street lighting, Autolube oil injection, drum brakes, and a chrome dual exhaust system.
The 195cc two-stroke parallel twin was factory rated at 22 horsepower and 16 lb-ft of torque and is equipped with both electric and kick starters. The engine breathes through twin Mikuni carburetors and a chrome dual exhaust system and features Yamaha’s Autolube system with a two-quart oil tank.
-Part of the Mike Malamut personal collection
This 1965 Buick Riviera Gran Sport is powered by a 425ci Nailhead V8 paired with a three-speed automatic transmission. Additional equipment includes a limited-slip differential, dual four-barrel carburetors, concealed headlights, Rally wheels, power windows, and air conditioning. The car was first sold through Dick Grihalva Buick in San Diego, California.
First-generation Rivieras were constructed between 1963 and 1965, although 1965 was the only model year equipped with the concealed fender headlights originally intended by GM chief stylist Bill Mitchell. Additional features include a pillarless roof line and ribbed rocker-panel moldings.
Featuring dual four-barrel carburetors, hydraulic lifters, and 10.25:1 compression, the 425ci Super Wildcat V8 was rated by the factory at 360 horsepower and 465 lb-ft of torque.
This was one of Mike’s bucket list cars for several years. This one checked all the boxes!
-Part of the Mike Malamut personal collection
Puma, is a Brazilian manufacturer of sports cars and small trucks that began its activities in 1963 as Lumimari.
Puma began on the tracks and a dream of the Italian designer and immigrant, naturalized in Brazil, Rino Malzoni. The dream was to design and manufacture a vehicle with a fiberglass body and mount this body on the platform of a passenger vehicle with a modified engine and suspension to perform better and add a finish compatible with a sports car. Puma used a Karmann-Ghia chassis from VW, with some modifications. They also used a 1500 cm³ rear mechanical set, also from Volkswagen.
In 1970, Puma launched its most successful car to date, the Puma GTE, (E for “Export”), a sports car to be distributed around the world. It was being sold to several countries in Europe, Asia , Africa and the American continent. The Puma GTE was an updated version of the Puma GT, having its design reformulated. Updates were made for compliance with the traffic laws of each country where it was ordered.
This particular car was the New York show car and one of 15 imported to the US in 1970.
-Part of the Mike Malamut personal collection
A variant of the Super Cub (the best-selling motor vehicle of all time), the Honda C70 Passport was a simple step-through motorcycle that brought two-wheeled joy to millions of riders. It was sold under different names in the US and UK as the former already had a Piper Super Cub airplane and the latter already had the Triumph Super Cub motorcycle.
The Super Cub originally started as a 50 in 1960, and it grew to a 70 (actually 72cc) in 1970. The Passport name debuted in the US in 1980, by which point Honda was claiming 6.4 horsepower from the air-cooled single that was partnered with a 3-speed automatic transmission. The 1981 model utilized points ignition and a 6V electrical system.
This bike is finished in blue and white and is powered by a 72cc OHC single paired with a semi-automatic three-speed transmission. Features include both electric- and kick-starters, passenger foot pegs, a locking helmet holder, street lighting and mirrors, front and rear racks, a front basket, and a battery charger lead.
The air-cooled 72cc OHC horizontal single was factory rated at 6 horsepower and 4 lb-ft of torque and features both electric- and kick-starters.
-Part of the Mike Malamut personal collection
While it has been suggested that Porsche did not originally intend for the 911 to be a replacement for the 356, when the 911 was first shown in 1963 it made the 356 design appear rather dated. Porsche quickly surmised that the new 900 series design would be the successor for the 356. This resulted in a fusion of the 356SC 4-cylinder engine into a 911 body; and thus, the Porsche 912 was created.
The 912 Porsche weighed 200 pounds less due to its lighter engine. Some still argue that the 912 is a more balanced and better handling car than the early 911s. The 912 engine benefited from many years of development during 356 production, which made the 912 a very desirable model upon its release.
Along with the new 911, Porsche was also interested in offering a convertible option. At the time, a traditional convertible was deemed unsafe. Porsche introduced the Targa instead of a traditional convertible. It featured a reinforcement bar fitted over the driver and passenger seats. Targa models were exclusively built in “soft window” form. They characteristically featured a plastic rear window that could be unzipped. Porsche advertised the Targa soft-window as “four models in one” . Production lasted until 1969 when the “soft-widow” was replaced with a hard glass rear window.
This 1968 Porsche 912 is a soft-window Targa that was sold new at Gus Mozart Volkswagen of Palo Alto, California. It is finished in Champagne Yellow over black vinyl and houndstooth fabric. The car is powered by a 1.6-liter flat-four mated to a five-speed manual transaxle. Equipment includes Marchal fog lights, a brushed stainless steel Targa bar, a Blaupunkt three-band stereo, 15″ Fuchs wheels, and a rear-seat delete with storage compartments.
-Part of the Mike Malamut personal collection
The Honda Motocompo is a folding scooter sold by Honda 1981–1983. Released in Shetland White, Daisy Yellow and Caribbean Red variants, the Motocompo was introduced as a “trunk bike” (trabai) to fit inside subcompact cars like the Honda Today and the (then new) Honda City. The City’s baggage compartment was actually developed around the Motocompo. The handlebars, seat, and foot-pegs fold into the scooter’s rectangular plastic body to present a clean, box-shaped package. It is the smallest scooter ever built by Honda.
This Motocompo was sold new at Takapuna Motorcycles of Auckland, New Zealand and was imported to the US prior the selling dealer’s acquisition in June 2021. Power is from a 49cc two-stroke single mated to a single-speed transmission via an automatic clutch.
Suspension consists of a conventional leading-axle fork up front as well as a single shock mounted to the drive case, which doubles as the rear swingarm. Braking is from drums at both ends, which are operated using handlebar levers. Instrumentation consists of a 50-km/h speedometer and an oil pressure indicator along with a fuel gauge located on the top of the tank. The bike is not equipped with an odometer.
-Part of the Mike Malamut personal collection
This was Honda’s first Super Sports 125 twin to use the race CR93 type chassis, suspension and brakes. 125 super sports prior to this had rather old fashioned (even for that time) leading link front forks, and a pressed steel frame, and with a ‘performance at all costs’ cam were not easy to keep on the boil.
This CB93 addressed most of the problems, it handled well, and looked great. The surprisingly heavy weight (124kg/272lbs) sapped the performance a little, which lead to the CB96, or CB160 as most know it today. The weak point was the four speed box. This wasn’t because it was weak but simply needed a fifth cog to keep this peppy little twin on the limit.
The 124cc OHC parallel twin was factory rated at 15 horsepower. Features include a pair of T.K. Kikaki carburetors, a chrome dual exhaust, and both kick and electric starters.
-Part of the Mike Malamut personal collection
The Brazilian-made Karmann Ghia is a slightly different car than its US and European counterparts. This significantly lesser-known, and radically different Karmann Ghia was produced exclusively in Brazil from 1972-1976 for the Brazilian market – the Karmann Ghia TC.
The Karmann Ghia TC was a “fastback” unique to the Brazilian market. The TC’s 65 HP engine came with dual carbs and disc brakes. More than 18,000 examples were built.
-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
The original Datsun Fairlady was produced from 1960 to 1962. It is sometimes known as the sports 1200, or the SPL212/213. The Fairlady was the first sports car Datsun imported into the U.S. With steel bodywork, it was built in slightly higher volume than the S211, with 288 produced through 1961. The car is quipped with an E-series straight four engine with 4-speed manual transmission. The main difference between the 213 and 212 was the added dual-carburetor which added an extra 12 horsepower to the smaller two-seater vehicle. As an affordable alternative to expensive sports cars, the Datsun Fairlady began to make its mark in the sports car world.
-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
-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
-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
-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
While Fiat’s 600 was intended to be an automobile for the masses and sold in great number within its native Italy, it was only natural that an Italian coachbuilder try their hand at designing coachwork on a Fiat 600 of their own. Dubbed the ‘Rendez Vous’, Vignale produced a small series of these, thought to be around 200 examples, from 1956 through 1959. Drawing inspiration from their design of Lancia’s Aurelia B20 and B50 platforms, similarities can also be seen in the design of Vignale-bodied Fiat 8Vs, which were also designed by Giovanni Michelotti. These coupes were aimed at their traditional well-heeled clientle, who might be looking for a car with a Fiat 600 sized footprint, albeit one a bit more distinctive. Research carried out on the Rendez Vous indicates that roughly 10-20 exampled were produced.
This 1957 Fiat 600 Vignale Rendez-Vous is a coachbuilt coupe that was purchased new in Cuneo, Italy and remained with its original owner until 1990. The car stayed with the second owner for 25 years before it was acquired by the third owner in 2015 and then by the selling dealer approximately two months ago. The original, rear-mounted 633cc inline-four is paired with a 4-speed manual transaxle, both of which are shared with the standard Fiat 600 model.
The Giovanni Michelotti-designed body was built by Italian coachbuilding firm Vignale based around the chassis of a Fiat 600. This example is finished in turquoise with darker blue accents framing the side windows and tracing the centerline of the hood.
When we added the car to the collection the car, we redid the chrome and the seats.
-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
This 1966 Ford F-100 is a short-wheelbase Custom Cab pickup that became part of the museum collection in 2019. The truck is finished in green over a black interior. Features unique to Custom Cab included bright metal finishes on the bumpers, grille, and headlight trim. Power is from a 352ci V8 paired with a column-shifted three-speed manual transmission. Coming soon to Bringatrailer if it doesn’t sell sooner! Contact us for more information!
-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
The Honda CVCC wagon debuted in 1975. The CVCC (Compound Vortex Controlled Combustion) engine also debuted in 1975 and was offered alongside the standard Civic engine. The optional 53 hp CVCC engine displaced 1488 cc and had a head design that promoted cleaner, more efficient combustion. The CVCC design eliminated the need for catalytic converters or unleaded fuel to meet changing emissions standards, unlike nearly every other U.S. market car. Due to California’s stricter emissions standards, only the CVCC powered Civic was available in that state. This created a sales advantage in Honda’s favor in that CVCC equipped Honda products afforded the buyer the ability to choose any type of fuel the buyer wanted, and due to emissions equipment not being damaged by using leaded fuel, the buyer could use any gasoline products available. Check out some Motor Trend reviews on the early CVCC.
Honda wagons have become quite rare. This life long California car is currently undergoing a refresh in the museum’s shop.
-Part of the Mike Malamut Personal Collection
1953 Volvo PV444: We added this car to the collection back in 2014. The car spent decades in Sweden before it was imported to the US under prior ownership. A cool feature of the early cars is the split front and split rear windows
The car is in very original condition. It is powered by a 1.4-liter B4B inline-four paired with an upgrade/replacement four-speed manual transmission. Equipment includes Swedish gauges, mud flaps, a custom-fabricated exhaust system, a heater, and lap belts. This PV444 is also offered with an operator’s handbook, miscellaneous service manuals, spare parts, Swedish license plates, copies of the previous owner’s registration documents.
We have an extensive online photo album available for review. Please also check out the driving video. We have several more videos available. Please contact us for additional links and for pricing.
-Part of the Mike Malamut personal collection