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. Check out a driving video at https://vimeo.com/783786916. Lots more photos and video available. 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
|
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.