The Collection

1957 Chevrolet Bel Air Wagon

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

1983 Citroen Charleston 2cv

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

1958 Fiat 1100

A four-door vehicle with a beige and white exterior, it’s one of two of it’s type in the Malamut collection

1963 Henkel Trojan

1963 Henkel Trojan

1981 Honda Motocompo

The Honda Motocompo is a folding scooter sold by Honda 1981–1983. Released in Shetland White, Daisy Yellow and Caribbean Red variants, the Motocompo was introduced as a “trunk bike” (trabai) to fit inside subcompact cars like the Honda Today and the (then new) Honda City. The City’s baggage compartment was actually developed around the Motocompo. The handlebars, seat, and foot-pegs fold into the scooter’s rectangular plastic body to present a clean, box-shaped package. It is the smallest scooter ever built by Honda.

This Motocompo was sold new at Takapuna Motorcycles of Auckland, New Zealand and was imported to the US prior the selling dealer’s acquisition in June 2021. Power is from a 49cc two-stroke single mated to a single-speed transmission via an automatic clutch.

Suspension consists of a conventional leading-axle fork up front as well as a single shock mounted to the drive case, which doubles as the rear swingarm. Braking is from drums at both ends, which are operated using handlebar levers. Instrumentation consists of a 50-km/h speedometer and an oil pressure indicator along with a fuel gauge located on the top of the tank. The bike is not equipped with an odometer.

-Part of the Mike Malamut personal collection

2015 BMW i8

This 2015 BMW i8 is finished in white over gray. It’s powered by a turbocharged 1.5-liter inline-three, which is paired with a six-speed automatic transaxle. It works in conjunction with an electric motor featuring an integrated two-speed automatic transmission. The Pure Impulse Package was optioned and added partially perforated leather seating surfaces, Amido metallic interior accents, a heads-up display, blue seat belt straps, driver assistance and lighting packages, and 20″ wheels. The i8 is constructed from a mixture of aluminum and carbon fiber, along with chemically-hardened glass.

Power comes from a mid-mounted turbocharged 1.5-liter inline-three, which works in conjunction with an electric motor to produce a factory-rated 357 horsepower and 420 lb-ft of torque. The gas engine drives the rear wheels through a six-speed automatic transaxle, and the electric motor uses a two-speed automatic transmission to drive the front wheels.

-Part of the Mike Malamut Personal Collection

1950 Pontiac Eight Star Chief Wagon

-Part of the Mike Malamut Personal Collection

1964 Porsche SC Sunroof Coupe

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

1955 Volkswagen Beetle Cabrio

The Beetle, conceived by Ferdinand Porsche in 1932, was developed as a mass-produced, low-priced vehicle that was available and affordable for all Germans, and the phenomenal success of the now-beloved “people’s car” stands among one of the most remarkable automobile stories of the 20th century. The charming Beetle was just hitting its stride in 1955 when, by year-end, the Wolfsburg Works had produced a total of 279,988 cars in one year alone. Annual production increased by 50,000 or so, until the million-car mark was achieved in 1965.

Like the phoenix rising from the ashes, following WWII, after the Fallersleben plant was partially destroyed, the Volkswagen project was offered to Henry Ford II, who felt the car wasn’t “worth a damn.” The American public’s strong anti-German sentiment aligned with Ford’s, and no one wanted the Volkswagen.

But one man did. Ben Pon, a Dutchman who brought the car to the United States, partnered with foreign car importer Max Hoffman, and helped fill America’s great demand for affordable transportation in the immediate post-war years. By 1952, at a time when Americans were demanding hefty V-8 engines in chrome-laden land yachts, Volkswagen produced and managed to sell over 100,000 of the funny-looking little air-cooled cars, in a choice of five models, which included the Standard, the Deluxe, the Deluxe with Sunshine Roof, the Type 2 Microbus, and the top-of-the-line Cabriolet.

This 1955 Volkswagen Cabriolet has been faithfully restored to the last esoteric detail. It was heavily optioned from the factory when new, and its sparkling silvery blue Mittelblau Metallic paintwork showcases the original and proper fender skirts, the gleaming whitewall tires with chrome hubcaps and trim rings, the chrome wing mirrors and rare, optional two-into-one chrome exhaust tip, the twin fog lamps, the illuminated semaphore turn indicators, the European “Heart” tail lamps, and the City Arms (Wolfsburg crest) badge.

The immaculate interior features seating that has been upholstered in pale blue leather, and it offers the driver and passenger every amenity available in 1955, including a mid-century porcelain blumenvasen (a panel-mounted bud vase), translucent plastic sun visors, twin door panel pockets, an original Blaupunkt “Frankfurt” pushbutton LMUK radio, and twin leather-upholstered bolster pillows to the rear. An extremely rare factory-option feature, the “Deluxe Panel” dashboard clock, is located in the center of the dash.(text from RM Auctions)

-Part of the Mike Malamut personal collection

1965 Sunbeam Tiger

The Sunbeam Tiger was a development of the Sunbeam Alpine series I, introduced by the British manufacturer Rootes in 1959.[3] Rootes realised that the Alpine needed more power if it was to compete successfully in world markets, but lacked a suitable engine and the resources to develop one. The company approached Ferrari to redesign the standard inline-four engine, recognising the cachet that “powered by Ferrari” would likely bring. Negotiations initially went well, but ultimately failed.[4]

In 1962 racing driver and Formula 1 champion Jack Brabham proposed to Rootes competition manager Norman Garrad the idea of fitting the Alpine with a Ford V8 engine, which Garrad relayed to his son Ian, then the West Coast Sales Manager of Rootes American Motors Inc. Ian Garrad lived near Carroll Shelby’s Shelby American operation, which had done a similar V8 conversion for the British AC Cobra.

Shelby began work on his prototype, the white car as it came to be known, in April 1963. By the end of the month it was ready for trial runs around Los Angeles.

Provisionally known as the Thunderbolt, the Shelby prototype was more polished and used a Ford 4-speed manual transmission. The Ford V8 was only 3.5 inches longer than the Alpine’s 4-cylinder engine it replaced, so the primary concern was the engine’s width.[13] Like Miles, Shelby found that the Ford V8 would only just fit into the Alpine engine bay: “I think that if the figure of speech about the shoehorn ever applied to anything, it surely did to the tight squeak in getting that 260 Ford mill into the Sunbeam engine compartment. There was a place for everything and a space for everything, but positively not an inch to spare.”

-On loan from The Mike Malamut personal collection

1949 Fiat Topolino

The Topolino was one of the smallest cars in the world at the time of its production. Launched in 1937, three models were produced until 1955, all with only minor mechanical and cosmetic changes. It was equipped with a 569 cc four-cylinder, side-valve, water-cooled engine mounted in front of the front axle, (later an overhead valve motor) and so was a full-scale car rather than a cyclecar. The radiator was located behind the engine which made possible a lowered aerodynamic nose profile at a time when competitors had a flat, nearly vertical grille. The shape of the car’s front allowed exceptional forward visibility.

Rear suspension initially used quarter-elliptic rear springs, but buyers frequently squeezed four or five people into the nominally two-seater car, and in later models the chassis was extended at the rear to allow for more robust semi-elliptic springs.

With horsepower of about 13 bhp, its top speed was about 53 mph (85 km/h), and it could achieve about 39.2 miles per US gallon (6.00 L/100 km; 47.1 mpg_‑imp). The target price given when the car was planned was 5,000 lire. In the event the price at launch was 9,750 lire, though the decade was one of falling prices in several part of Europe and later in the 1930s the Topolino was sold for about 8,900 lire. Despite being more expensive than first envisioned, the car was competitively priced. Nearly 520,000 were sold.

1957 BMW Isetta 250

1957 BMW Isetta 250

1953 Chrysler New Yorker

1961 Fiat Giannini 500TV

In the early 1920s, brothers Domenico and Attilio Giannini established a small company that prepared Fiats and other cars for the popular Millie Miglia (“thousand mile”) race in Italy. Following World War II, Giannini continued to modify Fiats, building radically altered race and street cars in small production runs that made use of their speed equipment. Because their cars were based on inexpensive and available Fiat components, enthusiasts of limited means were given the opportunity to acquire, operate, and maintain a performance microcar for a fraction of the cost of a Ferrari or Maserati. During the 1960s and 1970s, Carroll shelby had a similar relationship with Ford and constructed some of the best remembered American cars of the era.

Mr. Malamut has always admired this particular model of Fiat, agreeing with the Shelby comparison, whereas Ford would give Shelby a “base” car and he would create an instant classic with his modifications. Giannini would do the same with Fiat. This little Fiat has a dual Weber carburator, Giannini head and manifold, extended oil sump, external oil cooler, special gauge package, and sports a fiberglass hood and engine deck lid. They are very rare cars. Mr. Malamut spent many years looking to acquire one but was unsuccessful because of their rarity.

After becoming America’s first Vespa dealer in 2000 following more than a two-decade hiatus (Vespa was gone, unable to conform to safety and EPA standards) Mr. Malamut was instrumental in helping the Piaggio Corporation become a license/distributor, so much so that he gave Piaggio free office space in his Southern California corporate headquarters, asking nothing in return. One day, the “then” president of Vespa USA, Giancarlo Fantapia, asked Mr. Malamut to take a walk with him downstairs. Upon exiting the elevator, in the corner of his eye, he glimpsed a Giannini race car. He turned to Giancarlo and exclaimed, “I’ve been looking for one of these Gianni’s for years. What a beautiful car!”

He then walked over to the Giannini, both admiring it. After a few minutes, they walked away, but moments later stopped as Giancarlo handed him the keys. Mr. Malamut was perplexed. “I don’t understand,” he asked. The reply: “This is yours; a present. A small gesture from Piaggio for your help with our entry into the United States.”

The car today remains a proud piece of the Malamut Museum.

1956 Eshelman Adult Sport Car

Cheston L. Eshelman was a producer of garden tractors, rotary tillers, and a crude, powered scooter. This agricultural equipment background provided the context for four small rudimentary vehicles produced by the company, called the Sport Car, Child’s Sport Car, Adult Sport Car and later Model 200.

These vehicles were very heavy for their extremely small size. This was in part due to the extensive use of cast parts, which Eshelman thought were easier and cheaper to produce than hand formed sheet metal. Identical castings were used front and rear, with a cast toothed grille insert in front and plywood sheet filling the same aperture in the rear.

There was no suspension, no instrumentation, no charging system for the battery, and the brakes were paddles rubbing on the tires: two on the Child’s and four on the Adult model. The drive to one wheel was transferred from the front of the car to the rear via a central enclosed belt and centrifugal clutch. The two floor pedals on the Adult car were a brake pedal (incorporating a clever parking brake) marked “Stop”, and a gas pedal marked “Go”. Starting was by rope pull, and stopping the engine required reaching into the engine compartment through a hole and feeling for the kill button on the hot engine.

This car is fitted with the J C Whitney-sourced chrome-plated rockets, and a thin seat cushion, which qualifies it as the Deluxe model. All 1956 models were only advertised in red or yellow, with no mention of different interior colors.

-Part of the Mike Malamut Collection

1972 Suzuki LJ20 Jimny

This 1972 Suzuki LJ20 “Jimny” was restored in 2010. This second series example features a water-cooled 360cc two-stroke twin, four speed manual transmission and two-speed transfer case. It drives very well, draws lots of attention, and sounds like a dirt bike.

Jimnys were not officially imported to the US by Suzuki, and about 800 were instead brought to the US by IEC. As the US did not enforce Kei length restrictions, this truck has the spare wheel mounted outside the tailgate rather than behind the seats. Overall length is just over nine feet. The seller states that the roll bar appears correct for the truck, though it is not a factory piece. The Safari top and cargo area cover are likewise not stock. The grille sports eight vertical slats; one more than the Jeeps the Jimny was modeled after. The Suzuki name is stamped fully through the grille.

Power comes from a water-cooled 360cc two stroke parallel twin that was rated at around 25 horsepower when new. It is backed by a 4-speed manual transmission with a top speed of around 45 miles per hour.

1957 Volkswagen Convertible

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

1951 Porsche 356 Coupe

The 356 was created by Ferdinand “Ferry” Porsche (son of Ferdinand Porsche, founder of the German company), who founded the Austrian company with his sister, Louise. Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Sr. had designed), the 356 is a four-cylinder, air-cooled, rear-engine, rear-wheel drive car with unitized pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda, while certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen.

The first 356 was road certified in Austria on June 8, 1948, and was entered in a race in Innsbruck where it won its class. Porsche re-engineered and refined the car with a focus on performance. Fewer and fewer parts were shared between Volkswagen and Porsche as the 1950s progressed. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminum, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied. Porsche contracted Reutter to build the steel bodies.

The 356 was built in four distinct series, the original (“pre-A”), followed by the 356 A, 356 B, and finally the 356 C. To distinguish among the major revisions of the model, 356s are generally classified into a few major groups. The 356 coupés and “cabriolets” (soft-tops) built through 1955 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955 the 356 A appeared, with a curved windshield. The A was the first road going Porsche to offer the Carrera four-cam engine as an option.

From the earliest, 1100 cc Gmünd beginnings, the overall shape of the 356 remained more or less set. In 1951, 1300 and 1500 cc engines with considerably more power were introduced. By late 1952 the divided windscreen was gone, replaced by a V-shaped unit which fit into the same opening.

-On loan from the Mike Malamut personal collection.

1974 Honda Civic

The Civic was largely developed as a new platform, and was the result of taking the previous Honda N600 and increasing the length, width, height, and wheelbase. The engine displacement was almost double the previous N600 (599 cc) at 1,170 cc, with two more cylinders added. The car produced roughly 50 hp and included power front disc brakes, vinyl seating, reclining bucket seats, and a woodgrain-accented dashboard. The hatchback version added a fold-down rear seat, an AM radio, and cloth upholstery. The car had front and rear independent suspension. A four-speed manual transmission was standard. Options for the Civic were kept to a minimum, consisting of air conditioning, a two-speed semi-automatic transmission called the Hondamatic, radial tires, and a rear wiper for the hatchback. The car could achieve 40 mpg US on the highway, and with a small 86.6-inch wheelbase and 139.8-inch overall length, the vehicle weighed 1,500 pounds.

For 1974, the Civic’s engine size grew slightly, to 1237 cc and power went up to 52 hp. In order to meet the new North American 5 mph bumper impact standard, the Civic’s bumpers grew 7.1 inches, increasing overall length to 146.9 inches. A five-speed manual transmission became available in 1974.

The first generation Honda Civics were notorious for rusting in less than three years from purchase where salt was used in the winter. The U.S. importer, American Honda Motor Company, signed a final consent decree with the Federal Trade Commission that provided owners of 1975-1979 Civics with rusted fenders the right to receive replacements or cash reimbursements. In the end, almost 1 million Honda owners were notified that their fenders could be repaired or replaced by the automaker at no charge. At the time, Honda’s rust recall was the largest safety action among all the brands imported into the U.S. Civics became known for their “typical Honda rust” in the used car market.

Our Honda has left the collection to start a new chapter in its life with a Honda dealership in Texas.

-Part of the Mike Malamut Personal Collection

Honda s90

-On loan from the Mike Malamut personal collection

1965 Honda CB93

This was Honda’s first Super Sports 125 twin to use the race CR93 type chassis, suspension and brakes. 125 super sports prior to this had rather old fashioned (even for that time) leading link front forks, and a pressed steel frame, and with a ‘performance at all costs’ cam were not easy to keep on the boil.

This CB93 addressed most of the problems, it handled well, and looked great. The surprisingly heavy weight (124kg/272lbs) sapped the performance a little, which lead to the CB96, or CB160 as most know it today. The weak point was the four speed box. This wasn’t because it was weak but simply needed a fifth cog to keep this peppy little twin on the limit.

The 124cc OHC parallel twin was factory rated at 15 horsepower. Features include a pair of T.K. Kikaki carburetors, a chrome dual exhaust, and both kick and electric starters.

-Part of the Mike Malamut personal collection

Ford Falcon Sprint

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

1967 Austin Gipsy G4M10 4×4

The Austin Gipsy is an automobile which was produced by Austin from 1958 to 1968. It was designed as a replacement for the Austin Champ to compete with Rover’s Land Rover.

Austin picked the name with an “I” spelling rather than gypsy. The Gipsy was visually similar to the Land Rover, but unlike the Land Rover, the Gipsy’s bodywork was steel. The suspension was sophisticated, independent suspension all round using Flexitor rubber springs, which gave the Gipsy the ability to travel at high speeds over rough terrain. As an option, later models offered leaf springs on the front and rear. It used a BMC 2199 cc petrol engine based on the one in the Austin A70; the compression ratio was 6.8:1, making the petrol-powered vehicle tolerant of low octane fuel.

With the merger of BMC with Leyland to form British Leyland the Austin Gipsy and the Land Rover were being produced by the same company. Production of the Gipsy was stopped after some 21,208 vehicles had been sold.

This 1967 Austin Gipsy G4M10 is a restored, late production example that was sold new in North America, and resided in Regina, Saskatchewan for most of its life. The second owner reportedly owned the truck for 45 years, and took the truck off the road in 1999 to begin a restoration. The seller purchased the truck as a partially dismantled project in 2016, and restoration work included a rotisserie repaint, re-galvanizing steel parts, and mechanical refurbishment. The truck has been entered in events since the work was completed, and won first place at the May, 2017, VanDusen All British Car Show in Vancouver, BC.

1970 Citroen DS

-Part of the Mike Malamut Personal Collection

1957 BMW Isetta 300 Z-Molding

Designed by refrigerator manufacturer Renzo Rivolta, the egg-shaped Iso Isetta was introduced at the 1953 Turin Auto Show. Desiring a vehicle to fill the price gap between their high quality motorcycles and expensive luxury cars, BMW bought the rights to produce a version of the Isetta, which they improved by fitting their own 13-horsepower engine. This car, which has the rare and desirable ‘Z’ side molding, is an early European ‘Bubble Window’ model that preceded the more practical, but less distinctive, sliding window model introduced in 1957. All Isettas featured a single front door, the placement of which encouraged drivers to park perpendicular (instead of parallel), so they could step directly out onto the sidewalk. Isettas were also produced under license by firms in Belgium, France, Spain, and Brazil.

-On loan from The Mike Malamut personal collection

1936 Helms Coach

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

1951 Fiat Topolino Pickup Truck

The Fiat that was commonly referred to as the “Topolino” was the little Italian car that was produced from 1936-1955 and was the very first of the Fiat 500 series. Even though the ‘Topolino’ is literally a 500 model, the ‘Topolino’ name is commonly used to describe this early series of Fiat cars, whereas the ‘Fiat 500’ is generally used in reference to the second or ‘Nuova’ generation of Fiat 500 models. The Topolino, which is the Italian word for “little mouse,” and additionally denotes Micky Mouse, was literally one of the smallest cars produced in the world at its time, but totaled in at a massive quantity of 520,000 made. This particular model is the Fiat 500C ‘Giardiniera.’ ‘Giardiniera,’ the Italian translation of “Gardner” was Fiat’s station wagon variant, and was big success with its initial debut under the 500B line 1948. Collectors revere the early Gardiniera’s unique look among Topolinos because of it having timber side paneling giving it the rightfully earned nickname as ‘The Little Wooden Mouse.’ In 1951 the little wooden mouse retired and the Fiat 500C ‘Belvedere’ Station Wagon, took its place having metal side paneling in place of timber.

-On loan from The Mike Malamut personal collection

1964 Mazda R360

The Mazda R360 is a kei car that was produced by Mazda. It was Mazda’s first real car – a two-door, four-seat coupé. Introduced in 1960, it features a short 69 inch wheelbase and weighs just 838 lb. It is powered by a rear-mounted air-cooled 356 cc V-twin engine putting out about 16 hp and 16 lb·ft of torque. The car is capable of about 52 mph. It has a 4-speed manual transmission. The suspension, front and rear, is rubber “springs” and torsion bars.

Within a few years of introducing the R360, Mazda had captured much of the lightweight (kei car) market in Japan. Production of the R360 lasted for six years.

-Part of the Mike Malamut Collection

1960 International Travelall

-Part of the Mike Malamut personal collection

1965 Porsche 911 Coupe

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

1970 Datsun 240z

The 1970 240Z was introduced to the American market by Yutaka Katayama, president of Nissan Motors USA operations, widely known as “Mr. K”. The 1970 through the mid-1971 model year 240Z was referred to as the Series I. These early cars had many subtle but notable features differing from later cars. The most easily visible difference is that these early cars had a chrome “240Z” badge on the sail pillar, and two horizontal vents in the rear hatch below the glass molding providing flow through ventilation. In mid-1971, for the Series II 240Z-cars, the sail pillar emblems were restyled with just the letter “Z” placed in a circular vented emblem, and the vents were eliminated from the hatch panel of the car. Design changes for the US model 240Z occurred throughout production, including interior modifications for the 1972 model year, and a change in the location of the bumper over-riders, as well as the addition of some emission control devices and the adoption of a new style of emissions reducing carburetors for the 1973 model year.

The 1970 models were introduced in October 1969, received the L24 2.4-liter engine with a manual choke and a four-speed manual. A less common three-speed automatic transmission was optional from 1971 on, and had a “Nissan full automatic” badge.
This 1970 Datsun 240Z is powered by a numbers-matching inline-six paired with a 4-speed manual transmission. It is said to be unmodified, and stayed with its original owner until 1985. The third owner, a collector and Z Club of America member, purchased the car in 1989 and kept it until last year. Since acquiring it three months ago, the selling dealer has corrected a poor paint blend on the left rear quarter. This Z has retained the original books, manuals, tool kit, accessory lights, and a selection of old service records and titles.

The early-style hatch features vertical defrosters and small vents below the rear window. Correct US market lighting is fitted, including side markers front and rear.

The upholstery, interior panels, steering wheel, seats, and radio are all described to be original, though the seat padding is beginning to age. Per the seller, the seat vinyl shows minimal wear. The interior features are said to work correctly, including the radio, power antenna and clock. The odometer shows 31,140 miles, and is believed to be accurate based on the service records available.

-On loan from The Mike Malamut personal collection

1963 Ford Falcon Convertible

-On loan from The Mike Malamut personal collection

1969 BMW 2000 Automatic

During the 1950s, the BMW line-up consisted of luxury cars with displacements of two liters or greater, economy cars powered by motorcycle engines, and motorcycles. With their luxury cars becoming increasingly outdated and unprofitable and their motorcycles and economy cars becoming less attractive to an increasingly affluent society, BMW needed a car in the 1.5 to 2 liter class to become competitive. Prototypes powered by a 1.6 L engine based on one bank of the BMW OHV V8 engine were built and evaluated without a convincing result.

In 1960, Herbert and Harald Quandt invested heavily in BMW, and gained a controlling interest in the company. That year, the “Neue Klasse” project was begun. Led overall by Fritz Fiedler, the project had Eberhard Wolff in charge of chassis design, Wilhelm Hofmeister in charge of styling and body engineering, and Alex von Falkenhausen in charge of engine design.The team was to produce a new car with a new engine, which BMW had not done since the 303 in 1933.

The prototype was introduced in September 1961 at the Frankfurt Motor Show as the BMW 1500 four-door saloon, alongside the BMW 3200 CS, the last BMW with the OHV V8.

The term New Class referred to the 1.5–2–liter class of automobiles from which BMW had been absent since World War II.
The engines from the 2000C and 2000CS coupes were used in the 4-door sedan body for the 2000 and 2000TI models. The 2000 sedan, released in 1965, used the 101 hp engine from the 2000 C.

Intended as an upscale version of the 1800, the 2000 featured distinct wide taillights, more exterior trim, and unique rectangular headlights. The American market 2000 sedans could not have the rectangular headlights due to government regulations. A different grille with four individual round headlights, similar to the design that BMW later used in the 2500 sedan, was offered in the US.

-Part of the Mike Malamut Personal Collection

1962 Honda Dream

-Part of the Mike Malamut personal collection

Fiat 600 – blue

The Fiat 600 (Italian: Seicento, pronounced [ˌsɛiˈtʃɛnto]) is a city car produced by the Italian manufacturer Fiat from 1955 to 1969. Measuring only 10 ft 7 in long, it was the first rear-engined Fiat and cost the equivalent of about US$7300 in today’s money. The total number produced from 1955 to 1969 at the Mirafiori plant in Turin was 2,695,197.

The Fiat 600 mirrored the layout of the Volkswagen Beetle and Renault 4CV of its era. Aimed at being an economical but capable vehicle, its design parameters stipulated a weight of around 450 kg with the ability to carry 4 people and luggage plus a cruising speed of no less than 85 km/h.

The car had hydraulic drum brakes on all four wheels. Suspension was a unique single double-mounted leafspring—which acts as a stabilizer—between the front wheels coupled to gas-charged shock absorbers, and an independent coil-over-shock absorber setup coupled to semi-trailing arms at the rear. All 600 models had 3-synchro (no synchro on 1st) 4-speed transaxles. Unlike the Volkswagen Beetle or Fiat 500, the Fiat 600 is water-cooled with an ample cabin heater and, while cooling is generally adequate, for high-power modified versions a front-mounted radiator or oil cooler is needed to complement the rear-mounted radiator. All models of the 600 had generators with mechanical external regulators.

The top speed ranged from 95 km/h (59 mph) empty with the 633 cc inline-four engine to 110 km/h (68 mph) with the 767 cc version. The car had good ventilation and defrosting systems.

1956 BMW Isetta 300 Bubble Window Convertible

A convertible with the triangular window, which is referred to as the bubble window is an extremely rare combination for the Isetta 300 model.

-On loan from The Mike Malamut personal collection

Honda SL70

The Honda SL70 Motosport, which was introduced in 1970, is a small street/trail motorcycle with a four-stroke engine, a four-speed manual gearbox, and a full-cradle frame. The bike was extremely popular with younger riders who used it off-road as a trail bike and mini motocrosser. For the latter role, it was essentially replaced by Honda’s XR75 in 1973.

-On loan from the Mike Malamut personal collection

1986 Subaru BRAT 4-Speed

Developed in Japan in 1977 at the request of the President of Subaru of America, the BRAT was introduced to match the demand for small trucks in the USA, from Toyota, Nissan, and Mazda. Unlike these trucks, all BRATs had four-wheel drive, being developed from the existing Leone station wagon.

The car has other features such as an optional T-top split roof, a spring-loaded hidden door for a side step into the cargo bed, and a spare tire mounted under the hood.

When the Leone was redesigned in 1979 for the 1980 model year the BRAT continued with the original body until 1982. In 1987 imports to North America ceased, but exports to Europe, Australia, Latin America and New Zealand continued until 1994. Due to truncating demand of pickup trucks since late 1970s as Japanese customers shifted to station wagons at that time, Subaru never considered marketing the BRAT in their home market.

The USA and Canada’s version also had carpeting and welded-in rear-facing jumpseats in the cargo area. These were a tariff-avoidance ploy,with the plastic seats in the cargo bed allowing Subaru to classify the BRAT as a passenger car – charged only a 2.5%, compared to 25% tariff on light trucks due to Chicken tax. They were discontinued after the 1986 model year.

-Part of the Mike Malamut Personal Collection

Renault Jolly

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

1950 Fiat 500c Topolino Giardineira

The Fiat that was commonly referred to as the “Topolino” was the little Italian car that was produced from 1936-1955 and was the very first of the Fiat 500 series. Even though the ‘Topolino’ is literally a 500 model, the ‘Topolino’ name is commonly used to describe this early series of Fiat cars, whereas the ‘Fiat 500’ is generally used in reference to the second or ‘Nuova’ generation of Fiat 500 models. The Topolino, which is the Italian word for “little mouse,” and additionally denotes Micky Mouse, was literally one of the smallest cars produced in the world at its time, but totaled in at a massive quantity of 520,000 made. This particular model is the Fiat 500C ‘Giardiniera.’ ‘Giardiniera,’ the Italian translation of “Gardner” was Fiat’s station wagon variant, and was big success with its initial debut under the 500B line 1948. Collectors revere the early Gardiniera’s unique look among Topolinos because of it having timber side paneling giving it the rightfully earned nickname as ‘The Little Wooden Mouse.’ In 1951 the little wooden mouse retired and the Fiat 500C ‘Belvedere’ Station Wagon, took its place having metal side paneling in place of timber.

-On loan from The Mike Malamut personal collection

1968 Jeepster Commando

-Part of the Mike Malamut Personal Collection

1964 Morris Mini Traveller

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.

American-Retro Red Racer AR-5001 Ferrari Pedal Car

American-Retro Red Racer AR-5001 Ferrari Pedal Car. The model is out of production and somewhat difficult to find. The car has been styled to resemble a 1952 Ferrari 500 F2 Indy race car that Alberto Ascari won two championships while with Ferrari. Marked with the letters “AR” and a shield.

-On loan from the Mike Malamut personal collection

1960 BMW 600

In 1954 BMW bought the license and the complete Isetta body tooling from Italy’s Iso SpA, the little car’s original designer and manufacturer. The bubbly little one-cylinder Isetta 250 and 300 became a popular economic choice for transportation in the impoverished post war years as a total of 161,728 cars were built from 1956-1962. In 1957 BMW began producing the 600, a two-cylinder, two door, extended wheel base successor to the previous Isettas models. Unfortunately for BMW, the 600 could not match the economic practicality of the Volkswagen Beetle cutting its production short and making it another rare addition to our auto museum.

-On loan from The Mike Malamut personal collection

1963 Chevrolet Nova SS Hard Top Coupe

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

1957 Volkswagen Ragtop Sunroof Deluxe

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

1967 Chevrolet Camaro RS

The first-generation Chevrolet Camaro appeared in Chevrolet dealerships in September 1966, for the 1967 model year on a brand-new rear-wheel drive GM F-body platform. It was available as a 2-door, 2+2 seat, hardtop (no “B” or center pillar) or convertible, with a choice of six-cylinder and V8 power plants. The first-generation Camaro was built through the 1969 model year.

Almost all of 1967-1969 Camaros were built in the two U.S. assembly plants: Norwood, Ohio and Van Nuys, California.

This 1967 Chevrolet Camaro RS was purchased new at Valley Motors in Indio. The RS was an appearance package that included hidden headlights, revised taillights with back-up lights under the rear bumper, RS badging, and exterior bright trim. It was available on any model.

The Deluxe Interior Package featured white vinyl seats with black accents which are still in very good condition. Options include power steering, four season A/C, GM air injector reaction, push button AM radio, and an electric clock. An accessory temperature gauge and a hidden glove-box kill switch were installed. 26k miles are shown, and the odometer is believed to have rolled over once.

The original owner used this car to commute to classes while attending UCLA. Period parking permit decals can still be seen on the rear bumper. After a brief stint at grad school in Tennessee, the car was returned to California where it was eventually stored for many years. It is powered by a 327ci V8 paired with a 2-speed Powerglide Automatic Transmission. The car was optioned with the Rally Sport and Deluxe Interior packages. The original owner named the car Pebbles, inspired by the original black California license plates beginning with the letters PEB.

1971 Porsche 911T Sportomatic

This 1971 Porsche 911T Sportomatic has been part of the collection for 6 years. We have decided to let it go because we are simply running out of space. Too many cars! Contact us for more information!

A little history on the Sportomatic
Sportomatic provided a nifty answer to a question seemingly no one was asking in the mid-1960s. It was an era when sports cars had shift-for-yourself transmissions. The Germans saw a need to help in those times when even the hardest-core sports-car enthusiast grew weary of clutching in and out through heavy traffic. Porsche described Sportomatic as an “automatic” transmission, even though it had no fully automatic setting. A modified four-speed 911 gearbox, Sportomatic is essentially a manual with a vacuum-operated single-disc dry clutch. A torque converter replaced the flywheel and existed both to smooth the transmission’s electro-mechanical shifts and to allow the car to remain stationary with the clutch engaged. When a driver grabbed the shift lever, the clutch would disengage, re-engaging as soon as one’s hand was removed from the stick. To change gears, the driver needed only to move the lever to the desired gate and let go of the knob.

The “gears” are labeled L, D, D3, and D4. Porsche suggested using L only for steep grades. It was essentially first gear. Gears D, D3, and D4 are really the transmission’s second, third, and fourth speeds, and there is an automatic-like “park” setting enabled by a pawl that both engaged and locked a countershaft gear.

Our Sportomatic features an original interior.

-Part of the Mike Malamut personal collection

1982 AMC Eagle Wagon Limited

Fuel-thirsty vehicles built for rugged off-road were on the market, but AMC “predicted that consumers would embrace a vehicle with the comfort of an automobile, but the ride height and foul-weather capabilities of a four-wheel-drive utility vehicle. The objective was for affordable cars offering a comfortable ride and handling on the pavement together with superior traction in light off-road use through AMC’s innovative engineering and packaging.

The initial proposal for production of what would become the AMC Eagle came from Roy Lunn, the chief design engineer for AMC Jeep.”Project 8001 plus Four” was Lunn’s code name for a new “line of four-wheel-drive vehicles with the ride and handling conventions of a standard rear wheel drive car” built on a uni-body platform. In February 1977, AMC contracted FF Developments to build a prototype vehicle based on a production V8 powered AMC Hornet with drive torque split 33% front and 66% rear. Testing and further development proved the feasibility of a vehicle with greater ground clearance, larger 15-inch wheels, as well as a torque split closer to 50% – 50%, with Lunn recommending using the AMC straight-6 engine coupled to an automatic transmission.

Thus, the AMC Eagle came about when Jeep’s chief engineer joined a Concord body with a four-wheel-drive system. Such a vehicle was a logical step for AMC, according to then CEO Gerald C. Meyers, as a second energy crisis had hit in 1979, and sales of AMC’s highly profitable truck-based Jeep line dropped, due in part to their low fuel efficiency, leaving AMC in a precarious financial position.The Eagle provided a low-cost way of bridging the gap between AMC’s solid and economical, but aging, passenger car line and its well-regarded, but decidedly off-road-focused, Jeep line, as the Eagle used the existing Concord (and later, Spirit) automobile platform.

The Eagle also bridged the sizable price gap between the low-end imported 4WD Subaru and the large-sized domestic four-wheel-drive vehicles like the Jeep Wagoneer. The Eagle models provided the biggest new boost to the automaker’s profit mix. Sales were brisk since Day One, with the manufacturer’s suggested retail price (MSRP) for the basic 2-door model starting at $6,999 (US$21,718 in 2019 dollars) and the 4-door station wagon at $7,549 (US$23,424 in 2019 dollars). The Eagle represented a “burst of AMC’s genetic creativity…quickly captured the attention of many American drivers who found its unique union of four-wheel drive safety and security with the comfort of an automobile.

A first in mass production passenger cars,the early AMC Eagles came with a true full-time automatic system that operated only in permanent all-wheel drive. The four-wheel drivetrain added approximately 300 pounds (136 kg) to the Eagle’s curb weight.The AMC Eagles were also the first mass-produced U.S. four-wheel-drive vehicles with an independent front suspension.

-Part of the Mike Malamut Personal Collection

1977 International Scout II

The International Harvester Scout is an off-road vehicle which was produced by International Harvester from 1961 to 1980. A precursor of more sophisticated SUVs to come, it was created as a competitor to the Jeep. It initially featured a fold-down windshield. The Scout and second generation Scout II were produced in Fort Wayne, Indiana as two-door trucks with a removable hard top with options of a full length roof, half cab pickup and/or soft top.

The Scout II was introduced in 1971. The basic sheet metal remained unchanged until production stopped on October 21, 1980. During the 20 year period (1960–1980) 532,674 Scouts were produced. The Scout, introduced as a commercial utility pickup in 1960, set the stage for future 4-wheel drive recreational vehicles of the ’70s, ’80s, and ’90s.

The Scout II is most identifiable by its different front grilles. The 1971–1972 Scout II shared the same grille, three horizontal bars between the headlights and chrome rings around the headlights. 1973 Scout II’s had 14 vertical bars between the headlights, a split in the middle, seven bars on each side surrounded by chrome trim pieces and an “International” model plate low on the left side. 1974–75 Scout II grilles were the same as 1973, with the addition of a vertical bar trim overlay. The 1975 had chrome and black square trim rings around the headlights. 1976 had the same headlight trim rings as 1975, a chrome center grille of 15 horizontal bars split into three sections was used in this year only. 1977–79 Scout II’s used the same grille between the same headlight bezels the new chrome grille had two large horizontal bars with three vertical support lines and the “International” nameplate moved up to the center of the grille on the left side. In 1980, the final year of production for the Scout, the grille was a very distinctive design, available with black or silver, a one piece grille with square headlights, made of ABS plastic. Both grille color options had imprinted chrome trim around the headlights and an “International” name located on the left side. Starting with late 1974 Scout IIs disc and power brakes were standard features. Early 1974 models had disc brakes as a rarely selected option. A three-speed Chrysler 727 torqueflite automatic transmission was optional.

This particular Scout II features every option that was available at the time. It was a dealer demo car with all the options.

-Part of the Mike Malamut personal collection

1968 Honda 360

The N360 featured front wheel drive and an air-cooled, four stroke, 354 cc(31 hp) two-cylinder engine. It has a beam axle/leaf spring rear suspension.
With the N360 nameplate, along with its variants, Honda used the “N” prefix, designating “norimono” (translating from Japanese to English as “vehicle” ) — to distinguish the car from its motorcycle production.
The N360 was an all new, clean-sheet product, and did not share its chassis with the Honda Sports roadster, or the Honda L700 commercial platform. The N360 was a new market segment for Honda, providing an affordable, reliable, and easy-to-maintain vehicle that had broad market appeal to private car ownership. The roadsters and trucks built up to then had specific, targeted appeal. The engine’s technological specifications reflected engineering efforts resulting from the development of the larger Honda 1300, which used an air-cooled 1.3-litre engine. One of the primary differences between the N360 and the Honda Life that followed was the N360/600 had an air-cooled engine, and the Life had a water-cooled engine.

In September 1967, Honda decided to offer their first automobile for the North American market, and they were exported to Los Angeles, California. 50 pre-production left-hand-drive examples were sent as “winter test vehicles” and were only intended to be driven 20,000 mi (32,186.9 km) for endurance testing, then collected and crushed at a local scrapyard across the street from the American Honda headquarters in the 1960s. Four of the American pre-production vehicles are still in existence, and Serial Number N600-1000001, the first one manufactured, was discovered at a Japanese-specific car show in Long Beach, California, in 2015. Our N360 is in very condition. It was found in France.

-Part of the Mike Malamut personal collection

1958 Porsche Speedster

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

1964 BMW 700 Luxus LS Coupe

The 700 marks an odd chapter in BMW history, but it was also a lifesaver for them.

Like a lot of European cars in the post-war era, the 700 featured a rear-mounted engine that powered the rear wheels. Only one engine was used: a tiny 697cc flat 2-cylinder. Fortunately, with the balance and handling that a rear-engine provides, coupled with a relatively low curb weight of just 1,500 lbs., these were capable little cars. They were used in motorsport racing and did very well.

Styling is courtesy of Giovanni Michelotti, who would later design the iconic BMW 2002. Although the grille-less front is slightly off-putting, the overall shape is nicely handled. Note the ever-so-slight tail fins, rare on European cars. Europeans were never keen on the American styling cue. The compact “bathtub” proportions, thin pillars and plentiful greenhouse glass are signs of good things to come from BMW, however.

Inside, the interior has a minimalist deco-mod vibe, with a matching body color dashboard and neatly detailed steering wheel.

The 700 rescued BMW and provided much needed sales of 188,000 units, breathing new life into the company and guaranteeing them a future in the auto making business. Building upon the microcar 600 chassis, the 700 was actually BMW’s last economy car before they produced the MINI Cooper. It was the last economy car with their name on it. This New Class cars of the late 60s had a better profit margin and moved the whole brand upscale.

The final development of the 700 was the 700 LS Coupe of 1964. This was a long-wheelbase coupe with the Sport engine. 1,730 LS Coupes were built.

-Part of the Mike Malamut Collection

1973 Fiat Dino

The Fiat Dino (Type 135) was a front-engine, rear-wheel-drive sports car produced by Fiat from 1966 to 1973. The Dino name refers to the Ferrari Dino V6 engine, produced by Fiat and installed on the cars to achieve the production numbers sufficient for Ferrari to homologate the engine for Formula 2 racing.

Dino was the nickname of Enzo’s son Alfredo Ferrari, who had died in 1956 and was credited with the concept for Ferrari’s Formula 2 V6 racing engine. In his memory, V6-engined Ferrari sports prototype racing cars had been named Dino since the late 1950s.

The Fiat Dino was introduced as a 2-seater Spider in October 1966. The Spider had poorer interior trim than the Coupé, below par for its class: the dashboard was covered in vinyl, the metal-spoke steering wheel had a plastic rim, and the interior switchgear was derived from cheaper Fiat models. After a few months this issue was addressed, and Spiders produced after February 1967 had a wood-rimmed steering wheel as well as a wood trim on the dashboard like the sister Coupé car had since the beginning. Option lists for both models were limited to radio, metallic paint, leather upholstery, and for the Spider a vinyl-covered hardtop with roll-bar style stainless steel trim.

In 1969, both Ferrari and Fiat introduced new 2.4-litre Dino models.Besides the larger engine, another notable improvement was independent rear suspension. The V6 now put out 178 hp, and used a cast iron instead of the previous light alloy engine block. The same engine was installed on the Dino 246 GT, Ferrari’s evolution of the 206.

The original Dino was equipped with a rigid axle suspended by leaf springs and 4 shock absorbers. 2.4-litre cars used a coil-sprung independent rear suspension with 2 shock absorbers derived from the Fiat 130. Rather than engine power and absolute speed, the most important consequence of the larger displacement was a marked increase in torque, available at lower engine speeds. The Dino 2400 had much better pickup and it was found more usable, even in city traffic.

Other modifications went on to improve the car’s drivability and safety: larger diameter clutch, new dogleg ZF gearbox with revised gear ratios, wider section 205/70VR -14 Pirelli Cinturato CN36 tires, and up-sized brake discs and callipers.

Cosmetic changes were comparatively minor. Both models were now badged “Dino 2400”. On the coupé the previous silver honeycomb grille with the round Fiat logo on its centre had been replaced by a new black grille and a bonnet badge. A host of details were changed from chrome to matte black, namely part of the wheels, the vents on the front wings and the cabin ventilation outlets—the latter moved from next the side windows to the rear window. At the rear there were different tail lights. The spider also sported a new grille with two horizontal chrome bars, 5-bolts instead of knock-off wheels, as well as a new bumpers with rubber strips.

-On loan from the Mike Malamut personal collection

1957 BMW Isetta 300 Bubble Window Convertible

Originally a manufacturer of refrigerators, the Italian firm Iso began its design of the Isetta car in the early 50s. Fitted with a two-stroke scooter engine, bubble-like windows and a door that hinged out to the front coincidentally like a fridge, the little Isetta made quite a splash when it was released to the motoring press in 1953. A previous owner added the attachable key to the gas plug, which actually spins at the push of a button, adding to the cuteness of this beautiful microcar.

-On loan from The Mike Malamut personal collection

1953 Boles Aero Trailer

In 1939, Don Boles, an enthusiastic young southern Californian, was one of the first thirty seven candidates chosen for a new four year tool and die apprenticeship program being initiated by the US Department of Labor under President Roosevelt’s plan to assist in bringing the country out of the effects of the Great Depression. He was assigned to work and study at the Lockheed Aircraft Company plant in Burbank, California, where he learned all aspects of aircraft design and construction and how to build tools and component parts. During his time in the program he earned a number of awards for designing and building various tools to enhance the way in which aluminum parts were fabricated.

When he was released from the Navy following VJ Day, he hooked up his trailer and the family took a traveling vacation on their way back to California. When they arrived at their California home, he parked the trailer in his driveway with a “For Sale” sign on it. That very day, the first lookers bought it and actually at a profit for the Boles, but several other customers continued to stop by to attempt to purchase it. Boles quickly recognized the post-war pent-up demand for good trailers so, while reemployed at his civilian job, he began, with his aircraft training, to design an all-riveted, lightweight, all-aluminum top quality trailer. With financial help and moral support from his father, he began to build his first trailer in his single car garage while they searched for a factory site. The residential garage-manufacturing site limited the size of the first trailers to only nine and one half feet in length. They quickly found an available and affordable site and began construction of their trailer factory.
Shortly, a friend of Don’s became interested in the venture, and they formed a partnership as B and R Manufacturing, to build a trailer they dubbed the Roadrunner. Upon completion of the first, garage built, unit, the “For Sale” sign was again applied and this time, the trailer was parked on the street in front of their incomplete factory, next to the mason’s supply of sand and bricks. Once again, the first customer to look at it purchased the trailer for the asking price of $675.00. A neighbor’s father was also impressed with the design and quality of their new products and soon placed an order for 10 trailers to use in his business. He, however, required twelve-foot long units, which would have to wait for the completion of the factory, as they would be too long to build in the family garage where the first units were being built.
The strains of business start-up and factory construction and the related financial problems shortly caused his partner to pull out of their arrangement and Don Boles took full control of the company changing the name to Boles Manufacturing and then renaming the trailer the Boles Aero. As production accelerated, the trailers were so well received that the early problems soon began to fade, and at the end of 1946, the first year in business, over 300 trailers had passed out the doors of the new factory. By this time, the rapid success of the trailer business had eliminated any time or need for Don to maintain another source of employment and he left the outside job he was holding to make ends meet. Production of various models of the Boles Aero high-line travel trailers continued for over thirty years until the company closed its doors for good in 1980.

-Part of the Mike Malamut Personal Collection

1958 Fiat Allemano Abarth 750

Carrozzeria Allemano was an automobile coachbuilder in Turin, Italy, founded by Serafino Allemano in 1928. Originally set for mechanical repairs, however by 1935 Allemano decided to direct its efforts solely in the field of bodywork. But few years later, the outbreak of the Second World War forced him to suspend their activities. However, the coachbuilder survived the war and began to thrive as Allemano expanded its clientele to Ferrari, Lancia, Alfa Romeo, Maserati, Fiat, and then to Jaguar, Aston Martin, and on. 1958 was the last year of the Allemano-bodied Fiat 600 type chassis Abarth, most of which were 750cc. This Abarth, which is restored to a concour level is said to be one of five, and is a testament in defining the beauty in Allemano’s craft in all things big or as in this case, small.

-On loan from The Mike Malamut personal collection

1938 Chevrolet Suburban

1948 Chevrolet Truck

-On loan from The Mike Malamut personal collection

1972 Toyota Land Cruiser FJ40

The Toyota J40 is the model designation for a Toyota Land Cruiser 40 series made from 1960 until 1984. Most 40 series Land Cruisers were built as 2-door SUVs with slightly larger dimensions than a Jeep CJ.

This 1972 Toyota Land Cruiser FJ40 is an unmodified example that was acquired from a farm in Montana. The 3.8L inline-six, 3-speed manual transmission, interior and sheet metal are all believed to be original. The top is original as well, and was still folded in the original bag when we purchased the truck.

the original owner removed the standard top in favor of a pickup-style cab early in the truck’s life. The currently fitted soft top is original, and was still folded and in the original bag as-acquired by us. The correct steel wheels with hubcaps are still fitted, along with the correct badging and lights.

Power comes from a 3.8L F-series inline six, which is backed by a 3-speed manual transmission. Per the seller, the truck has only required tune-up work and has been very reliable. The seller states that the truck runs and drives well, with a smooth motor and transmission.

1964 Datsun Sport Truck

In August 1961 Datsun introduced the new 320 series. It was produced until 1965 in three series (320–322). The 320 series was largely inherited from the earlier 120/220, although with clear improvements to body and frame. It used the Nissan E-1 engine. This engine produced 60 HP.

All Datsun trucks kept the A-arm torsion bar front suspension with leaf-sprung rear ends and had a 1/2 ton load capacity. Rear end gearing was a low 4.875:1 along with a four-speed transmission. As a result, the 320 was not freeway friendly above 60 mph. Fender emblems showed “Datsun 1200” and “60 HP”

Available body styles included a single cab “truck” (320), a longer wheelbase single cab truck (G320), a double cab “pickup” with flush sides (U320), and a three-door “light-van” (V320).

The 320 came in two cab and bed versions: Regular, and as the NL320 “Sports Pick-Up” (1963–65 seen here), which is the more rare version with the cab and bed of a one-piece design. Around 1,000 Sports versions were produced. Its back half is greatly different than that of the standard, separate bed 320 pick-up.

-Part of the Malamut Auto Collection

2017 Acura NSX

The second-generation NSX combines classic sports car sensibilities with cutting-edge car technology to create an entirely unique driving experience.

Assembled at Acura’s high-performance plant in Marysville, Ohio, the NSX chassis uses space-age combinations of ultra-high-strength steel and very lightweight aluminum, married to a largely aluminum body, driven by a hybrid drivetrain with a 3.5-liter, twin-turbo V-6 engine and three direct-drive electric motors.

Through a nine-speed dual-clutch transmission and the NSX’s “sport hybrid super handling AWD,” those attributes make a combined 573 horsepower and 476 pound-feet of torque, on a vehicle that weighs just over 3,800 pounds. The result is Zero to 60 mph in under three seconds with a reported top speed of 191 mph.

-On loan from The Mike Malamut personal collection

1973 Mercedes-Benz 280SE 4.5

The Mercedes-Benz W108 and W109 are luxury cars produced by Mercedes-Benz from 1965 through to 1972 and 1973 in North America only. The line was an update of the predecessor W111 and W112 fintail sedans. The cars were successful in West Germany and in export markets including North America and Southeast Asia. During the seven-year run, a total of 383,361 units were manufactured.

This 1973 Mercedes-Benz 280SE was purchased new at Hutchinson Motors Inc. of Walnut Creek, California and acquired via the European Delivery program. Included documentation from new reportedly shows single-family ownership in Northern California from new until a move to Montana around 2002. This example is finished in Pine Green Metallic and is powered by a 4.5L V8 mated to a 3-speed floor-shift automatic transmission. The car is said to have been special ordered in Pine Green Metallic (862), a rarely seen shade on W108 models. Documentation from new includes an original bill of sale, customs paperwork, brochures, dealership and buyer correspondence, and a stamped service booklet.

-Part of the Mike Malamut personal collection

1968 Saab Sonett

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

1964 Porsche C Cabriolet

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

1942 Kübelwagen

The Volkswagen Kübelwagen was a light military vehicle designed by Ferdinand Porsche and built by Volkswagen during World War II for use by the German military (both Wehrmacht and Waffen-SS). Based heavily on the Volkswagen Beetle, it was prototyped as the Type 62, but eventually became known internally as the Type 82.

Kübelwagen is an abbreviation of Kübelsitzwagen, meaning “bucket-seat car” because all German light military vehicles that had no doors were fitted with bucket seats to prevent passengers from falling out. The first VW test vehicles had no doors and were therefore fitted with bucket seats, so acquiring the name VW Kübelsitzwagen that was later shortened to Kübelwagen.

Full-scale production of the Type 82 Kübelwagen started in February 1940, as soon as the VW factories had become operational. No major changes took place before production ended in 1945, only small modifications were implemented, mostly eliminating unnecessary parts and reinforcing some, which had proved unequal to the task. Prototype versions were assembled with four-wheel-drive (Type 86) and different engines, but none offered a significant increase in performance or capability over the existing Type 82 and the designs were never implemented. As of March 1943, the car received a revised dash and the bigger 1,131 cc engine, developed for the Schwimmwagen, that produced more torque and power than the original 985 cc unit. When Volkswagen production ceased at the end of the war, 50,435 Kübelwagen vehicles had been produced, and the vehicle had proven itself to be surprisingly useful, reliable, and durable.

Among the design features that contributed to the Kübelwagen‘s performance were:

• Light weight, although some 41 cm (16 in) longer than the Willys MB, it was over 300 kg (660 lb) lighter.
• Very flat and smooth underbody, that allowed the car to slide over the surface it was traversing.
• Considerable ground clearance, roughly 28 cm (11 in), in part thanks to:
  • The use of portal gear hub reduction, providing more torque and ride height simultaneously.
  • Independent suspension on all four wheels.
  • Self-locking differential, limiting slippage and retaining traction.

Apart from that, the air-cooled engine proved highly tolerant of hot and cold climates, and less vulnerable to bullets, due to the absence of a radiator. For starting under winter conditions, a specially volatile starting fuel was required, contained in a small auxiliary fuel tank.

As the body was not a load-bearing part of the structure of the vehicle, it could easily be modified to special purposes.

The Kübelwagen could reach a top speed of 80 km/h (50 mph).

-Part of the Mike Malamut Auto Collection

1959 Messerschmitt TG500

1959 Messerschmitt TG500

-On loan from The Mike Malamut personal collection

1958 Jeep Forward Control

1975 Dodge B200 Sportsman Maxiwagon

This 1975 Dodge B200 Sportsman Maxiwagon is a pop-top camper conversion which was first sold by Verne’s Auto Sales of Antigo, Wisconsin and spent time in Illinois before it was acquired by the prior owner in summer 2017. The van was moved to Florida following a road trip on the Lake Michigan Circle Tour in August 2018. Power is from a 318ci V8 paired with a three-speed TorqueFlite automatic transmission. Features include power steering and brakes, cruise control, a 36-gallon fuel tank, and an AM radio as well as a refrigerator, stove, heater, sink, toilet, and other camping equipment.

Built on the B platform (later AB), the full-size vans entered production for the 1971 model year. Due to a one-welded-piece “Uni-frame” design, the Dodge platform was lighter and stronger and featured a lower cargo floor than the competition, at the expense of noise, vibration, and harshness (NVH). The resulting lower center of gravity improved handling versus the competing products. The B-series van was popular for cab-over motorhome conversion until Chrysler Corporation’s egress from that market during their financial difficulties in the late 1970s.

All generations of the B-series van feature similar construction, with only small variation from era to era. The most pronounced changes were to the front fenders, hood, grille, and bumpers, which tended to follow their full-size truck counterparts in each era. Much of this was a result of the need to meet Federal “crashworthiness” standards. Similar construction for the entire 32 years of production made the Dodge Van very popular with upbuilders, service companies, and other fleets due to the compatibility of installable options from year to year without necessitating a redesign. It was also popular in class-C RV and ambulance conversions.

Dodge was the last of the four major full-size van makers to market a short-wheelbase van and passenger wagon. The rest of the Big Three took their shortest full-size vans off the market early in the 1990s. All American vans are now produced with wheelbases proportional to the body length (i.e. made longer to match van size), rather than a fixed length that does not change with body or roof size extensions (as with the E-series and Ram vans).

-Part of the Mike Malamut Personal Collection

1973 Saab Sonett

The Saab Sonett is an automobile manufactured between 1955 and 1957 and again between 1966 and 1974 by Saab of Sweden. Sonetts shared engines and other components with Saab 96s and 95s of the same era.

The first prototype, now known as the Sonett I, was a two-seat, open-top, lightweight roadster racer which, ten years later, evolved into the commercially distributed Sonett models II, V4, and III.

The 1970 redesign of the Sonett V4, named the Sonett III, was initially undertaken by Sergio Coggiola, but Gunnar A. Sjögren altered it to fit the existing chassis without expensive manufacturing-line changes. Hinged rear-window glass replaced the Sonett II/V4 rear compartment hatch door. With the mandate for a “bulge-less” hood, the engine compartment opening evolved into a small front popup panel, resulting in more limited access than in the Sonett V4. Extensive engine work required the removal of the entire front hood section.

To help adapt the car to US market tastes, the Sonett III featured a floor-mounted shifter (instead of the Sonett V4 column-mounted shifter) and optional dealer-installed air conditioning. The Sonett III’s hidden headlamps were operated manually using a lever. US safety regulations required new low speed impact proof bumpers after 1972, significantly detracting from its Italian-inspired design. All Sonett III were LHD.

Disappointing sales, especially during the 1973 oil crisis, led Saab to end production in 1974. A total of 8,368 Sonett IIIs were manufactured between 1970 and 1974.

This 1973 Saab Sonett was purchased and kept in Seattle, Washington before it was acquired by the seller over a decade ago. The car was given various cosmetic and mechanical updates at Fantom Works in Norfolk, Virgina in 2013.

1960 Autobianchi Bianchina

-Part of the Mike Malamut personal collection

1959 Tempo Matador Mikafa Reisemobil ‘Landyacht’

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

1965 Volkswagen Westfalia Camper

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

1953 Spartan Spartanette Tandem 131

Photos by Patrick Ernzen ©2019 Courtesy of RM Sotheby’s

-Part of the Mike Malamut Personal Collection

1969 Porsche 912 Coupe

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

1967 Triumph 2000 Mk1

We are placing our Triumph 2000 up for sale. We are out of space! This is a beautiful original, rust-free survivor car. To view an extensive photo gallery and test drive videos, please visit the following link:

Photos and driving videos

Please contact us for more information!

A little history on the Triumph 2000
Triumph’s 2000 competed with the contemporary Rover P6 2000, which initially was offered only with a four-cylinder engine. The Rover was also released in October 1963, just one week before the Triumph. Together the cars defined a new market sector in the UK, promising levels of comfort and luxury hitherto associated with larger Rover and Jaguar models, but with usefully lower running costs and purchase prices, all in a modern package.

Although the Mk 1 was presented to the public at the London Motor Show in October 1963, volume sales began only in January 1964. Continuing in production until 1969, this version came in saloon and, from 1965, estate forms. The estate, its body shell partly built by Carbodies, was in the Mk 1 version the same length as the saloon. Various minor improvements were made during the period of which the most noteworthy, probably, was a significant upgrade in October 1966 to the “previously rather ineffective” ventilation, with eyeball vents added in the center of the facia and the heater controls repositioned beneath them.

The 2000 used the six-cylinder engine first seen in the Standard Vanguard at the end of 1960. However, the last of the six cylinder Vanguards had applied a compression ratio of 8.0:1 which the increasing availability of higher octane fuels enabled the manufacturers to increase to 8.5:1 for the Triumph. This and the fitting of twin Stromberg 150 CD carburettors made for a claimed power output increased to 90 bhp from the Vanguard’s 80 bhp.

-On loan from the Mike Malamut personal collection

1947 Pontiac Streamliner Deluxe-Eight Woodie Wagon

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

1957 Packard Clipper Wagon

1956 Volvo 445 Wagon

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

1964 Volvo 1800

-On loan from the Mike Malamut personal collection

1962 Chevrolet C 10

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

1957 Fiat 600 Multipla

Introduced in 1956, the Fiat Multipla was based on the platform of the extremely successful Fiat 600 passenger car, which had debuted one year ealier. Resembling an early minivan, the mixed-use station wasgon was dubbed the Multipla, which was Italian for “all service.” Three versions were available, including a 4/5 seater (with front and rear bench seats that folded to make a bed), a six-seater, and a taxi. Almost 130,000 of the rear-engine, four-cylinder vehicles were built until the model was discontinued in 1969. This car was fully restored by the Malamut Museum’s in-house restoration shop.

-On loan from The Mike Malamut personal collection

1959 Porsche Super 1600

In late 1955, with numerous small but significant changes, the 356 A was introduced. Its internal factory designation, “Type 1”, gave rise to its nickname “T1” among enthusiasts. In early 1957 a second revision of the 356 A was produced, known as Type 2 (or T2).

1959 was the last year for the 356 A. This particular car features a 1.6 L Type 616/1 B4 which was first available in 1958.

-On loan from the Mike Malamut personal collection

1964 Honda 600 Roadster

The S600 was an evolution of the original S500. The S500 was powered by an advanced 531cc four-cylinder engine with dual overhead camshafts and four 31mm sidedraft Kei-Hin carburetors. It produced 44hp at 8,000 rpm. The all-aluminum engine was mated to a four-speed gearbox with synchromesh on second through fourth. Four-wheel drums provided stopping power. Going back to Honda’s motorcycle roots, the S500 had an independent rear suspension, with final drive provided by an enclosed chain that ran from a stub axle to a short arm that turned each rear wheel. The chain case pivoted with coil-over-shock units damping their movement.

More power, and for the next year, a second body style, were introduced when the S600 hit Japan’s auto market in 1964. The roadster’s basic shape carried over with minor alterations in headlights, grille and front bumper trim. The S600s was also marketed in left-hand-drive versions for export markets, although none came to America through official channels.

Honda made sure that their highest profile vehicles presented the best possible driving experience. In addition to their performance and economy, S600s had a long list of standard equipment. This included a wood-rim steering wheel, two-speed windshield wipers and washers, a tool kit and whitewall tires. Options included a heater, an adjustable passenger seat, reversing lamps, a radio, cigarette lighter, and on roadsters, a tonneau cover and fiberglass hardtop.

Today’s S2000 roadster is a direct spiritual descendant of Honda’s first production car, the Sport 500.

Part of the Malamut Auto Collection

1959 Porsche Sunroof Coupe

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

1978 Porsche 911SC RS Tribute

This 1978 Porsche 911SC is a backdated RS Touring tribute that was built by RS-Werks in Newark, Delaware. Power comes from a freshly rebuilt ROW-spec 3.0L flat-six that is equipped with Weber carburetors and paired to an overhauled 915 five-speed manual gearbox. A two-stage Signal Yellow repaint was performed, and metal body panels were utilized with the exception of an RS engine lid. H4 headlights have been added along with new or refurbished 1973-style trim, new windshield glass, and replacement rubber seals and gaskets throughout. The car has been set at Euro ride-height and corner-balanced over a set of polished 15″ Fuchs. The suspension was overhauled and fitted with upgraded sway bars and Bilstein shocks. Trimmed in the period fashion, the interior is equipped with a set of corduroy sport seats, a new OEM Porsche dash pad, backdated instruments, lightweight door panels and carpet, roll-up windows, and more.

The build began with a Euro 1978 911SC non-sunroof coupe. The chassis was fully disassembled, exterior surfaces were stripped to bare metal, and the car underwent a rotisserie restoration. An original long-nose hood was sourced, and the latch area was modified accordingly. German steel front fenders were utilized along with a 911S front bumper and an aluminum rear license plate filler.

The rebuilt 3.0L ROW-spec flat-six has been upgraded with Carrera chain tensioners, Turbo valve covers, a custom wiring harness, and RSR-style drilled engine mount. 1972 date-coded 40IDA Webers have been installed along with new SSI heat exchangers and a Dansk stainless sport exhaust. Ignition is a custom CDI unit from Classic Retrofit, and the fan has been refinished by Flat Six Inc. A new oil cooler, lines, and tank have also been installed. Other custom details include a color-matched engine shroud and pleated engine pad.

-Part of the Mike Malamut personal collection

1967 BMW 1600 GT

The Glas GT was a sports coupé produced by Hans Glas GmbH at Dingolfing. The car was first presented as the Glas 1300 GT in September 1963 at the Frankfurt Motor Show.

With the BMW acquisition of the Glas company, the GT was refitted to accommodate the 1,573 cc BMW engine already fitted in the BMW 1600. The BMW “new class” models introduced in 1962 had attracted press comment concerning the fact that the engine was canted over at an angle of 30 degrees from the vertical plane, permitting a lower bonnet/hood line. This feature was retained when the engine was fitted in the Glas GT body to create what was now branded as the BMW 1600GT. By using the BMW engine, the car also acquired a further increase in power output, now up to 105HP. Handling was improved by applying the BMW’s relatively sophisticated semi-trailing arm rear axle with coil springs in place of the more old fashioned rigid rear axle and leaf spring configuration previously employed by the Glas GT. BMW also took the opportunity to fit “new” round rear lights from 1966 featured on the BMW 1602. Front grill as also reconfigured to incorporate the BMW “twin kidney” grill.

-Part of the Mike Malamut Collection

1959 Volkswagen Westfalia Camper

-On loan from The Mike Malamut personal collection

1964 Morgan Plus Drophead Coupe

Part of the Malamut Auto Museum Foundation

1967 Toyota Sport 800

The Toyota Sports 800 was Toyota’s first production sports car.

The car went into production in 1965, with chassis code UP15 and an increase in engine displacement from 700 cc to 800 cc, as well as dual carburetors, which increased power from 28HP to 45 HP. This engine was sufficient to power the light car around town at 70 km/h (45 mph) or on a race track up to about 160 km/h (100 mph). Production started after the introduction of Honda’s first car, called the Honda S500, and joined the market segment that was already represented by the Datsun Fairlady.

The Sports 800 was one of the first production cars featuring a lift-out roof panel, or targa top, pre-dating the Porsche Targa. The aluminum targa top could be stored in the trunk, when not in use. Weight was kept down by using aluminum on selected body panels and thin steel on the unibody construction. For the first few years of production even the seat frames were made of aluminum.

Between 1965 and 1969 approximately 3,131 units were built by Toyota subcontractor Kanto Auto Works. Only about 10% of those vehicles are known to have survived, most being in Japan. The vast majority of the 3,131 cars were right hand drive, but some 300 were left hand drive models, built primarily for the Okinawa market. Okinawa, having been American occupied, drove on the “other side” from the rest of Japan. A very limited number of left hand drive cars were used by Toyota to “test drive” in the US, but Toyota made a decision not to import or sell the cars in the US market.

-Part of the Mike Malamut personal collection

1964 Pontiac Grand Prix