Tag Archives: Mustang


Saleen Automotive displayed their optional custom color Sour Apple Green paint during the 2019 Fabulous Fords Forever car show.

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[Source: Saleen Automotive]

VINTAGE S351 (95-0075) SPOTTED ON eBay

Price: $32,500.00
VIN: 1FALP42T1SF254720
Vehicle Title: Clear
Year: 1995
Make: Ford
Model: Mustang
Sub Model: Saleen S351
Body Type: Coupe
Number of Cylinders: 8
Engine: 5.8L 351 Cu. In. V8 Naturally Aspirated
Fuel Type: Gasoline
Transmission: Manual
Exterior Color: Rio Red
Interior Color: Black
Mileage: 26,500
For Sale By: Private Seller
eBay #: 133020019436

95-0075 Saleen S351
95-0075 Saleen S351

If you are looking at this auction, then you know what you have just found …. If you don’t, you are looking at 1 of 89 Saleen S351 coupe’s produced in 1995. There were a total of 139 units produced in 1995, this is one of those …. This is Saleen Serial #95-0075 …. Please see all pictures ….

*** There are no issues with the mileage of the vehicle. There was an error made at the DMV back in 1998 when the mileage was recorded. As you can see in the AutoCheck report, the mileage is noted correctly and sequentially and I have the registration document from the previous owner when he purchased the vehicle in 2002 showing the correct mileage of 12,177 noted in the report. ***

95-0075 Saleen S351
95-0075 Saleen S351

Everything works; A/C, cruise control, wipers, washer, power windows, power door locks, radio and CD player, power trunk release, etc. …. Vehicle comes with three factory Ford keys as well as two remote key fobs ….. Just get in, fire up that 371 hp 351, put it in gear and go!

The vehicle turns heads wherever it goes and it always takes me just a little bit longer to leave the gas station due to curious on lookers wanting to talk about the car….

Vehicle has been owned by adult Saleen enthusiast owners and they can all be traced back to the original owner. The vehicle is well known in the Saleen community, as are the owners (as I mentioned)…..I will include all parts that were replaced due to age as well as parts that were replaced due to upgrades that I think make the car stand out, e.g. Cobra style head lights, which change the front look of the vehicle …. I will also include a myriad of receipts of the work that has been performed by me and previous owners.

Also included in the sale are parts that are brand new and have never been installed…..I will also include trophies that the vehicle has won at various area car shows…..Vehicle has been signed by Steve Saleen in the engine compartment as well as on the dash, along with the company trademark line “Power in the hands of a few” that can be found on the Monroney as well…..In addition, the vehicle has been signed by Steve Saleen’s long time in house vehicle designer, Phil Frank.

Vehicle is equipped with and comes with the following:

1) 351 cubic inch, 371 bhp (5.8L) naturally aspirated V8 engine.
2) Tremec 3550 5-speed transmission with Pro-5.0 short-throw shifter.
3) Saleen shorty headers.
4) Saleen 13″ rotors and Saleen/Alcon 4 piston calipers.
5) Racecraft suspension components.
6) Complete Bilstein struts, shocks, quad-shocks.
7) Saleen aluminum differential cover.
8) Kaenan Saleen style heat extractor hood.
9) 18″ x 8.5″ and 18″ x 10″ chrome Italian Saleen Speedline wheels.
10) Extra set of gray Saleen/USA LeMans 18″ x 8.5″ wheels.
11) Saleen/Recaro full leather front/rear seats.
12) 3.73 rear gear ratio.
13) Correct speedo gear for 3.73 gear ratio.
14) Saleen S351 front/rear floor mats.
15) Brand new unused S351 front/rear floor mats.
16) Brand new unworn Saleen Owners jacket (M).
17) MOMO correct leather shift knob.
18) Maximum Motorsports caster/camber plates.
19) Battery Tender battery charger.
20) Custom NOAH car cover.
21) Borla exhaust with correct “machine gun” tailpipes and chrome tips.
22) Original Monroney and add a tag (window sticker) from 1995.
23) Newer style Monroney that Saleen graciously made custom for me.
24) Saleen serialization engine bay plaque, dash plaque and bumper number.

95-0075 Saleen S351
95-0075 Saleen S351

There are a couple of windshield chips, I took a picture of the one that has a “star”….. There are a couple of small rock chips here and there but they don’t photograph well as they have been touched up with correct Ford E8 paint ….. The car is in fantastic shape for a 24 year old vehicle and that is a testament to the owners, (including myself), that have all taken excellent care of this rare beast.

The only reason for selling is that I am trying to purchase a different year Saleen and need to sell this one to make room, that’s it …. If I could keep it, I would.

Stand out at your next car show or cruise in ….. I would venture to say that there will most likely not be very many Saleen’s and much less a 1995 S351 in this condition!

Please ask any and all questions prior to bidding….The car is for sale locally and I reserve the right to cancel the auction early if car sells locally.

For serious buyers, I have many more pictures that I can’t upload here. Please get in touch with me and I will send you a link to the host website. In addition, I also have a video that I can send you the link to.

Mileage is approx. as it may change due to showing vehicle at a few car shows and cruise in’s coming up in the next few weeks.

Thank you for looking and good luck…


By: TOM WILSON on December 19, 2018
Original Article: TURNOLOGY.COM

What Baer Taught the Fox: World Challenge Racing on a Shoestring
What Baer Taught the Fox: World Challenge Racing on a Shoestring

If you were a car guy, the late 1980s were like coming in out of the rain. The horrid malaise years of the later ’70s and early ’80s were over and Detroit was finally making new cars that ran as well as the famous but by then thoroughly tired ‘60s iron. Better yet, computer engine controls were offering new paths to power to those willing to learn the new ways of tuning.

As the ’80s closed and the ’90s opened, in Carrollton, Texas a young, hard-working Hal Baer had paid his street and racing dues sufficiently to set up his own shop under the Baer Racing banner. Originally from Tucson and eventually to return to Phoenix, Hal Baer was in the Lone Star State alongside some friends to build cars and make his fortune. One of those friends was Bart Spivey, another budding engineer and also from the wilds of Tucson.

Left: Today the “teal car” has pride of place in the Baer Brakes offices. It’s pretty difficult to ignore your history when it’s sitting right there in the workplace.
Left: Today the “teal car” has pride of place in the Baer Brakes offices. It’s pretty difficult to ignore your history when it’s sitting right there in the workplace.

Together the two could be found smoke wrenching roll cages together and making gear swaps during the day at Baer Racing, then servicing the plumbing shop’s trucks from across the way in their industrial park at night. If that wasn’t enough, Hal had a powder coating business on the side, although with both days and nights spoken for, just what side of the clock that business was on is a mystery.

It was “maniacal” to use Hal’s description. Aside from the Gulf War, the economy was up and running and everyone in the car biz was busy and forward-looking. Fresh, new hardware was hitting the streets and electronic tuning was budding, but it was still early enough the internet was a few years from practical application and no one was so much as dreaming of electric cars. No fewer than four magazines would soon be covering just 5.0 Mustangs, along with more rags detailing the growing sport compact scene, not to mention the legions of a traditional street and muscle machines that backbone the car hobby. Hal was up for getting his share of the action, but he had to get noticed.

Right: The only Ford to sit on a World Challenge pole or win a race, the Baer Racing Mustang punched well above its weight. Like the Saleen Mustangs before it in the Escort Series the Baer car is one of a handful of Fox Mustangs to win in professional racing.
Right: The only Ford to sit on a World Challenge pole or win a race, the Baer Racing Mustang punched well above its weight. Like the Saleen Mustangs before it in the Escort Series the Baer car is one of a handful of Fox Mustangs to win in professional racing.

And so, busy as he was, Hal Baer decided to go World Challenge Racing. Recently he had crewed in the short-lived Corvette Challenge road races as well as done his own Formula Ford driving, so road racing was a natural.

Sanctioned by the well-established Sports Car Club of America (SCCA), World Challenge was designed as a manufacturer’s playground at its highest level, with well-heeled amateurs filling out the back of the grid. But that’s not what Hal noticed. Rather he saw an opportunity to wrench together an attention-getting race car from the sweat of his brow and run it against the big boys. First considering a Corvette—easily the most logical V8 sports car to go road racing with—Hal quickly set such thoughts aside in favor of a more proletarian Mustang. Everyone was running ‘vettes, a 300ZX or a Lotus in the World Challenge A class, so he figured on standing out with a Mustang. Besides, he had been driving and wrenching his own personal ’69 fastback for years by then, so sticking close to the blue oval felt like home. And most importantly of all, “We couldn’t afford a Corvette.”

It wasn’t necessary to go far to find a workable Fox race car in those days, and Hal quickly bought an ’87 LX hatchback in drag racing trim that he found in a Fort Worth junkyard for $600. In fact, Hal discovered he knew the car from when it was new in the Dallas area, and how it had quickly turned into a street-strip car and then some before Hal had lost track of it. A fairly radical drag race car by 1990 standards when he bought it, the chassis gave Hal a small head start of fabricating it into a road racer.

Ironically, the “teal car” spent two-thirds of its racing years in white. The minimalist nature of these street-turned-race cars is suggested in this during-service photo. Not unusual, a T-5 transmission is either going in or out of the chassis.
Ironically, the “teal car” spent two-thirds of its racing years in white. The minimalist nature of these street-turned-race cars is suggested in this during-service photo. Not unusual, a T-5 transmission is either going in or out of the chassis.

Because he was going pro racing, the car got the full treatment from day one. In fact, it got a little bit more than the full treatment as the SCCA was willing to look the other way, “because we were dumb enough to race a Mustang at the top level of World Challenge.” The sanctioning body knew the cheap, flexi-flyer Mustang with the small 302 engines, sketchy suspension and shoebox shape was no threat to Corvettes so they were willing to let Baer Racing take a few liberties to add a little variety and populism to the top World Challenge class.

“They let us run the 3-link and bigger brakes—they were Brembos at first—up front. We over-caged the car [got it good and stiff], snuck in some front suspension tricks concerning Ackermann and other little stuff no one knew enough to check or care about,” says Hal.

Boris Said III made his entry to pro racing in the Baer car. While a difficult debut due to under-funding, the effort certainly helped him get noticed. Eventually, Boris would race almost anything with four wheels from Baja to NASCAR, Le Mans to Daytona.
Boris Said III made his entry to pro racing in the Baer car. While a difficult debut due to under-funding, the effort certainly helped him get noticed. Eventually, Boris would race almost anything with four wheels from Baja to NASCAR, Le Mans to Daytona.

Of the special mods, the 3-link rear suspension was the big deal. Fox Mustangs suffer from a nasty, compromised 4-link rear suspension from Ford that’s just impossible. When the stock suspension compresses, the geometry between the upper and lower links gets increasingly antagonistic. Ultimately the suspension binds, effectively turning the rear axle into a giant sway bar which is what gives a Fox its bar-of-soap-on-the-shower-floor handling. While fiddling with bushings and stiffer suspension arms gave a limited improvement on the street, Hal knew only a complete rear suspension redesign would suffice for wheel-to-wheel racing.

Simply put, Hal’s choice was to eliminate the two upper control arms in favor of a single arm centered above the differential. We drove this rear suspension in Richard Holdener’s Baer Racing Fox Mustang to a Second in class finish in December of 1994 in an SCCA regional race and it handled superbly. Certainly, the 3-link was the foundation of the World Challenge car used to such good effect, especially when the combination gained a supercharger.

If the chassis was a cut above the Mustang norm, the team’s finances were not. Even given the crushing time constraints he and Bart faced, Hal, said, “the real issue was no money. We bought stuff one at a time, as in we’d buy one front caliper, then two weeks later the other front caliper, that sort of thing. We were in so far over our heads but didn’t know it.”

In fact, this triumph of wild enthusiasm over reality was common to many a Mustang story in the go-go ’90s. After two decades on the pro racing sidelines, the Mustang did not have any continuity to its 1960s factory glory days, and the new generation of enthusiasts didn’t really know what they were up against when wheeling onto a pro grid.

But Hal and Baer Racing were soon to find out.

Battered but in front of Corvettes—at least at the moment—this scene summarizes the Baer Racing experience. The Mustang sure looks like a taxicab compared to the low and wide ‘vettes. Typical of Chevy racing, the plastic bowties were “super low and wide, not like a production Corvette at all,” according to Hal Baer.
Battered but in front of Corvettes—at least at the moment—this scene summarizes the Baer Racing experience. The Mustang sure looks like a taxicab compared to the low and wide ‘vettes. Typical of Chevy racing, the plastic bowties were “super low and wide, not like a production Corvette at all,” according to Hal Baer.

As 1990 became 1991 the Baer Racing World Challenge Mustang had taken shape and was ready to contest the ’91 season. A young gun, Boris Said, came on board to pilot the new car and borrowing a friend’s ’76 F-150 Super Cab and an open trailer Baer Racing hit the road. In fact, this same rig would carry the Baer car through the ’91, ’92 and ’93 World Challenge seasons. “We made every race,” Hal recalls. That, by itself, is worth an award of some sort.

If the new team was no direct threat to the factory-supported Chevys or mid-engine Europeans or high-tech Japanese cars, in the best Mustang tradition it proved “good and durable, except for the engine and transmission. We kept changing the engine for power; we didn’t realize how little power we had…” and, “didn’t realize how cheated up the factory stuff was.” Plus the spindly T-5 transmission was hopelessly over-matched by the task at hand.

As old Fox hands recall, the T-5 transmission was light and smooth shifting on the street, but suffered bent shift forks and stripped Third gears at the hands of power-shifting drag racers, not to mention what full-blown road racing would do to them.

Because that was all there was, Baer Racing fed the World Challenge car a steady diet of T-5’s with .85 Fifth gears. “We went through those things like popcorn. Especially when supercharged,” recalls Hal. In fact, the team went into the longer races knowing the transmission was going to fail.

And there was always the shoestring budget. “Lorenzo motors, they came in plastic crates. Ours came out of junkyards. We built our own motors,” using, “stock blocks, stock A9L computers…we were probably 80 hp down just from inefficient tuning.”

“We were a way-underfunded deal the whole time. Doc Bundy [Chevy-backed Corvette driver] once came over and said, ‘Our catering budget is more than your entire weekend.’ But everyone loved the car. It was the underdog. [It] probably wasn’t perceived as a threat to anyone, but it did way better than it should have.”

“In ’92 the Ford skunk works had an early ‘93 Cobra at Road America and it qualified in 53rd behind a Subaru, and we were on the pole. This got Ford interested [back when you had to be a factory team to get any support] and they asked what would happen and we said it was a three-hour race and the car will go out and blow up the transmission in 15 minutes.”

One of the more famous photos of the Baer Mustang leading the way through the Road Atlanta esses was made into a poster. The hard work racing definitely helped legitimize and promote the Baer name when it turned to brake manufacturing.
One of the more famous photos of the Baer Mustang leading the way through the Road Atlanta esses was made into a poster. The hard work racing definitely helped legitimize and promote the Baer name when it turned to brake manufacturing.

“So they said they would hook us up with Don Walsh, the Ford SVO driveline expert. And we told them we were already getting T-5’s from Don by the pallet load. I’d put them in my street car for 500 miles just to wear them in.”

“So the trans blew up in 15 minutes, and not just a little, but enough to blow out the front and rear seals.” That motivated Ford to get Baer Racing something stronger, and what they got was a Tremec T-56 out of a Viper. “It wasn’t optimum gearing and it was heavy, but it didn’t break,” notes Hal.

To show what sort of shenanigans a factory can pull, after Ford went sniffing around for a stronger gearbox, Borg Warner, who owned Tremec, asked Dodge if they could supply the Viper transmission to Baer, and they agreed. To cover its tracks Borg Warner ground the “Viper” out of the transmission housing casting and Bart made a custom bell housing for it. “And that’s the transmission that’s still in the car,” says Hal.

As for engines, the team kept two on hand, both sporting stock short-blocks. “The second short-block [Richard] Holdener found in a junkyard with a broken head stud,” said Hal. To provide the freshest internals Hal pulled the oil pan and, “I turned the rod bearings upside down. I also put some top rings in it and that was that.”

“Both engines were the same,” explains Hal, “decked so the pistons hung out .005-in. and with ½-inch head bolts which were probably a mistake as it would pull the blocks apart.” The cylinder heads were TFS units; the camshaft a solid roller from Crane.

It wasn’t long into the debut ‘91 season when it was beyond obvious the Baer Mustang was far down on power. So the SCCA agreed to a supercharger to help even things up in the early summer of ’91 at the Denver race, and the racer remained supercharged for the rest of its days through ’92 and ’93. The blower was somewhat the work of Todd Gartshore, who had just moved from Corky Bell’s Dallas-based Cartech turbo outfit to Jim Middlebrook’s brand new Vortech outfit in California. He talked his new boss into sending Baer an A-Trim unit which certainly didn’t hurt Vortech’s visibility or Baer’s power curve. Later Gartshore left Vortech and partnered with Hal to form Baer Brakes until Todd’s death in 2011.

Those early A-Trim Vortechs, “…were noisy but strong. The blower was durable. Very. We never hurt it, never sent back to have the bearings checked. They made a lot of improvements since then, but it was always durable.” And just to prove how hard Baer Racing was trying, the Vortech was pullied for 11 pounds of boost on top of the engine’s 11:1 compression ratio. The fact that the engine didn’t instantly die of black death is a testament to both the adiabatic efficiency of the Vortech and high-octane race gas.

Left: Sponsorship logos are few and distantly spaced on the teal car. Borg Warner finally supplied a transmission that would live—the T-56—while Ronal basket weave wheels were super popular on Foxes. Extrude Hone, an industrial tube and pipe shaper did good business smoothing and re-contouring 5.0 HO intake manifolds.
Left: Sponsorship logos are few and distantly spaced on the teal car. Borg Warner finally supplied a transmission that would live—the T-56—while Ronal basket weave wheels were super popular on Foxes. Extrude Hone, an industrial tube and pipe shaper did good business smoothing and re-contouring 5.0 HO intake manifolds.

One reason Baer Racing’s Mustang made such a splash was its driver, Boris Said. While Hal was an accomplished amateur road racer, Boris was an up-and-coming talent with pro aspirations and an exceedingly heavy right foot. He ended up driving the Baer car for every race for all three years the car ran, except for Road America in ’92. Boris had a commitment to the German Touring Car Championship that weekend and his replacement that one time was Andy Pilgrim, a long-time Corvette, and World Challenge driver Hal had known for years.

This was also the one time the car ran on Goodyear rubber due to Andy’s contract with the American tire manufacturer. Otherwise, Yokohama’s were in the wheel wells because of Boris’ contracts. Hal says the Goodyears were definitely faster, “about 1.5 seconds per lap (!)” but would go off after anywhere from 50 minutes to an hour and a half. “But the Goodyears were quick enough they’d just came back to where the Yokohamas were,” so the American tires and the teams running them were never at a disadvantage.

Down on power plus at aerodynamic and tire disadvantages, Boris had his work cut out for him. “He deserved a better ride,” recalls Hal. “He got poles and fastest laps but the car wasn’t competitive or reliable over a race distance.” That doesn’t mean he didn’t try. A young tiger, Boris was constantly looking inside himself for more speed and, of course, the frustration of it all led to moments, “but we lasted all three seasons,” said Hal.

Right: Vortech stepped to the front of the centrifugal supercharging pack seemingly the first day they went on sale in 1990. Modern design, efficiency and above all, robust reliability made them an instant favorite. Vortech reliability was likely never better demonstrated than on the Baer World Challenge racer.
Right: Vortech stepped to the front of the centrifugal supercharging pack seemingly the first day they went on sale in 1990. Modern design, efficiency and above all, robust reliability made them an instant favorite. Vortech reliability was likely never better demonstrated than on the Baer World Challenge racer.

Of course, the experience of working for it in the Baer car helped Boris develop, and he went on to a winning career in international sports cars plus 54 starts in NASCAR’s headline series.

While the Baer Racing Mustang certainly gained its share of publicity the two years it ran in white and sometimes labeled as a Saleen SC and carrying a Saleen body kit, today it’s best remembered as the teal BluBlocker sunglasses car of its final 1993 season. If nothing else, the livery is a standout scheme, and we’ve had a couple of decades to remember it that way as Hal has kept the car in its final as-raced form in the Baer Brakes showroom.

At the time the BluBlocker sponsorship was a major step up for Baer Racing, “so we tried to run three cars [in all three World Challenge classes],” recalls Hal. “That was a mistake, I should have run one car and bought a motor program and won the championship.” He’s no doubt correct as the Baer team finished Third in the ’93 championship—their best result—and certainly would have done better with a stronger engine program.

In fact, Baer Racing had built two other World Challenge Mustangs for the lower World Challenge classes. One for ex-amateur motocross racer and Bondurant instructor Spencer Sharp (son of Scott Sharp and grandson of Bob Sharp of BRE Datsun fame) and journalist-racer Richard Holdener. This was on top of building six hardcore Mustangs for the Bondurant Pro Search program along with running the BluBlocker car. It was all too much for too little.

By the end of the ’93 season, the effort had run its course. Hal, Bart, and friends were worn out, Boris was ready to move up and it was time for Hal to quit hemorrhaging money and try to make some for a change. So the racer was parked and Hal brought in Todd Gartshore along with third partner Robert Sommers to incorporate Baer Brakes in January of ‘94.

The focus on brakes was natural for Hal. In the late ‘80s he had been introduced to the Australian PBR twin-piston caliper used on the Corvette. This is the brake that ended up on the World Challenge car, and Hal was, “buying them $48 for a full caliper load. We were putting new ones on every two races, so the old ones went on my [‘69] Mustang.” This supply of used PBR calipers quickly over-ran Hal’s Mustang’s ability to consume them and with a little bracketry magic, the PBR’s soon became a stable addition to the street Foxes coming through the Baer Racing shop. When the racing stopped and it was time to get into brake business, PBR was the bedrock of Baer’s first offerings before they branched into making their own.

So, was all the World Challenge work worth it? “I wouldn’t go do it again!” said Hal with emphasis, but then he quickly noted, “It certainly gave us a name…a subterranean culture deal… [It] helped when starting Baer Brakes. But obviously, there are way better ways to make money!”

Tom Wilson
Infatuated by things that make noise and go fast, Tom has been writing about cars and airplanes for over 35 years. So far that’s meant a decade editing Super Ford magazine, plus long associations with Road & Track, MSN Autos and more lately Kitplanes magazine. It’s also meant some SCCA racing and a lot of fun sampling everything from Trans Am cars to F1 chassis as part of “work.” Besides the racing hobby Tom enjoys flying his biplane, plinking tin cans and messing around with telescopes.

[Source: Turnology]


Price: BID
VIN: 1FA6P8CF6H5259858
Vehicle Title: Clear
Year: 2017
Make: Ford
Model: Mustang
Trim: S302 Yellow Label
Sub Model: Saleen
Body Type: Coupe
Number of Cylinders: 8
Engine: 5.0L 302 Supercharged
Fuel Type: Gasoline
Transmission: Manual
Exterior Color: Yellow
Interior Color: Charcoal
Mileage: 4,500
For Sale By: Private Seller
eBay #: 153365304562

17-0091 S302 Yellow Label
17-0091 S302 Yellow Label

I’m original owner. Never tracked 2017 Saleen S302 Yellow Label (supercharged) with all saleen options.

Special Order car based on a 2017 California Special package equipped Mustang GT coupe. Not the typical GT Premium equipped chassis that most Saleen Mustang conversions use.

Over 700hp by Saleen Automotive.


Price: $59,900.00
VIN: 1ZVBP8CF4E5322084
Vehicle Title: Clear
Year: 2014
Make: Ford
Model: Mustang
Sub Model: Saleen – George Follmer Edition
Body Type: Coupe
Number of Cylinders: 8
Engine: 5.0L 4951CC 302Cu. In. V8 GAS DOHC Naturally Aspirated
Fuel Type: Gasoline
Transmission: Manual
Exterior Color: Red
Interior Color: Black
Mileage: 1,500
For Sale By: Ofox Auto Classics
eBay #: 333029747668

This is an extremely rare Saleen. Only 4 of these were ever built according to the Saleen registry.

The best, highest performing Saleen from this era. Saleen started with a Mustang GT and completely reworked it. Engine redone with reworked heads, revised cams and valve springs making it capable of 7500 rpm reliable performance. Revised intake with cold air shaker hood, reprogrammed computer, low restriction exhaust, etc to deliver 510 naturally aspirated HP. Completely reworked S4 Racecraft suspension, bigger brakes , custom 19″-9″front and 19″- 10″ rear wheels with Pirelli P Zero performance tires. 6 Speed MT-82 transmission, 6 piston front brakes,Adjustable coil over struts and shocks, and S4 front and rear sway bars.

Both the interior and exterior received numerous upgrades most noticeable the Heritage paint scheme which mimics the 1969 Follmer #16 Trans Am car. The dash is signed by both George Follmer and Steve Saleen.

This is a documented two owner car that has been sparing driven primarily to car shows and events. Freshly serviced and detailed it is a standout very Rare beast. At home on the street or the track.

This is a standout car in beautiful condition.


Class of 2019
Hagerty’s Top 10 Classic Cars to Buy This Year

By: AARON ROBINSON on January 7, 2019
Original Article: HAGERTY.COM

When the gavel came down on lot number 372 at the Barrett-Jackson auction in Las Vegas this past September, it smashed any remaining illusions that modern mass-produced cars will never be collectible. The 1997 Acura Integra Type R with 1191 miles showing hammered at $63,800, a startling figure for what is basically a gussied-up Honda hatchback. Indeed, the Integra outperformed a bumblebee yellow 1970 Dodge Charger 440 and a Highland Green (of course) 1968 Mustang 289 fastback, two collectible-car perennials that went across the same block that weekend. What, you might ask, is the world coming to?

Well, the world seems pretty much the same, meaning that values are still rising on some special cars that were once thought commonplace. However, the era of those cars keeps shifting forward as the clock on the wall keeps spinning. Your high-school dream machine may have had a big-block and a shaker, but the guy next to you at the bar might have wanted VTEC and an 8000-rpm redline. And if he graduated high school in 1997, he’s no kid anymore; he’s pushing 40 and perhaps ready to purchase a time machine with whatever cash it takes.

In this, our second annual Bull Market roundup, we have again pulled together a list of mostly later-model cars and trucks that the Hagerty valuation team believes are on the move. These 10 vehicles have slid the usual slope of depreciation and attrition, and the higher-quality survivors are ready to start climbing. Or they have already started climbing and are now poised to launch.


As we did last year, we reached out to our Hagerty membership for owners of the cars on our list. And as happened last year, they astonished us with their willingness to take time off from their lives and troop out to the storied Lime Rock Park circuit in Connecticut’s pastoral Berkshires to be a part of this event. It couldn’t have happened without them. And one of Lime Rock’s favorite sons—racer, author, and TV commentator Sam Posey—dropped in to tell stories, such as that time in 1971 when he was burning down Le Mans’ Mulsanne Straight at 248 mph in a Ferrari 512M. Posey recalled, “I was passed by Pedro Rodriguez in a longtail 917, and he was as white as a sheet.”

So if you’re wondering what the collectible-car world is coming to, take heart. From our vantage point, it looks pretty darn healthy.

1973 BMW 3.0CSL, photo by DW Burnett
1973 BMW 3.0CSL, photo by DW Burnett

1972-1975 BMW 3.0CSL

So much of BMW’s celebrated iconography is rolled up in this one big 1970s coupe. It launched BMW’s M motorsport division. It was part of a family of vehicles that introduced the upturned stop to the rear quarter-window line, the Hofmeister kink, that has been used by BMW for decades and relentlessly copied by others. It pioneered the use of BMW’s tricolor racing stripes, the blue representing the Bavarian flag, the red honoring an early racing partnership with Texaco (bet you didn’t know that), and the purple wedged between them as a bridge. In 1975, the avant-garde painter and sculptor Alexander Calder went to town on one, establishing BMW Art Cars as a thing. Just 1265 3.0CSLs were made, making it as rare as many vintage Italian exotics. On the blue-spinner hierarchy, BMW collectors have recently started valuing them only below the illustrious 507 roadster, the M1 supercar, and the 503 coupe.

The scarcity of CSLs in America is driven by the fact that of the several iterations made—from the earliest 180-hp, 3.0-liter carbureted model that debuted in mid-1971 to the final 206-hp, 3.2-liter injected version that closed out production in late 1975—none was officially imported to the U.S. It was a European homologation special, assembled under contract by Karmann, with thinner steel and several aluminum panels to shave more than 400 pounds from the standard 3.0CS. A warbling inline-six tuned for racing turned the wheels, Bilstein shocks augmented the revamped suspension, and winglets and dams shaped the airflow. One version even came with a big wing tossed in the trunk but not factory fitted because such things were technically illegal for the road—all so BMW could enter the car in the German Touring Car Championship.

If you swear you’ve seen one before, it was probably a BMW 3.0CS, a lovely autobahn eater that went on sale in the U.S. in 1970. Its four round, 5.5-inch headlights, another BMW hallmark introduced by this model, made the car federally compliant, and it became the face of the twin-kidney brand for two decades. So many firsts and so few examples—that is the essence of a collectible car.

1973 BMW 3.0CSL
Engine inline-six, 3153 cc
Power 206 hp @ 5600 rpm
Torque 211 lb-ft @ 4200 rpm
Weight 2800 lb
Power-to-weight 13.6 lb/hp
0–60 6.5 sec
Top speed 137 mph
Price when new $10,214
Hagerty value $218,500–$264,700


These cars aren’t common, and their values are up 10 percent in the past 12 months. Even though #2 cars are valued at $250,000, we think there is room to grow. BMWs saw the second-highest insurance-quote increase over the past year (after Jeep), and many of the quotes are for people under 55 years old. BMW and Porsche draw many of the same buyers, and as Porsche values grow and price people out, BMWs get more attractive.

2003 Porsche Boxster S, photo by DW Burnett
2003 Porsche Boxster S, photo by DW Burnett

1997-2004 Porsche Boxster

The recession of the early 1990s had been hard on Porsche, and the nearly bankrupt company was in survival mode. Determined not to be so vulnerable again, Porsche hired a team of former Toyota consultants to help streamline production and rationalize the product line, introducing an SUV and relaunching an entry-level mid-engine volume model akin to the old 914. From the windshield forward, the ensuing 1997 Porsche Boxster was nearly identical to the 996-generation 911, which was released almost at the same time. Jointly developing the two cars drastically cut Porsche’s engineering and production costs, helping loft the company to the exalted position it enjoys today as the industry’s most profitable company on a per-unit basis.

Although that first Boxster may have benefited from the advice of the makers of soulless Japanese appliances, it is hardly without a soul. Low, curvaceous lines, a wailing flat-six, and highly organic handling made the Boxster an instant car-magazine favorite, moving one jaded journalist to declare it was “so much fun that it’s gotta be a sin.” The demand for those early cars was so strong that Porsche shelved plans for the more powerful S model until 2000, as the assembly lines in Germany and Finland were already strained to capacity.

The large number of cars built and some known quality issues mean the values for this genuine son of Stuttgart have depreciated into widely affordable territory. You can be lapping up the top-down delights of a Boxster while enjoying nearly perfect ergonomics and carving your favorite road to ribbons—all for $15,000 or less. The Boxster is everything a Porsche should be: luxurious, thrilling, and above all fun.

Engine flat-six, 3179 cc
Power 258 hp @ 6200 rpm
Torque 229 lb-ft @ 4500 rpm
Weight 3000 lb
Power-to-weight 11.6 lb/hp
0–60 5.3 sec
Top speed 162 mph
Price when new $51,600
Hagerty value $13,800–$17,200


Why this car got cheap: It has the early ugly headlights, the intermediate shaft bearing problem, and a reputation for poor build quality. But 15 years after production ended, there’s a fix for the bearing, and most survivors will have had it done. Many people who could buy a $50,000 car new are the kind who do the maintenance and keep records.

1989 Saleen Mustang, photo by Sandon Voelker
1989 Saleen Mustang, photo by Sandon Voelker

1984-1993 Saleen Mustang

One thing you can say about Steve Saleen is that he’s no quitter. The local Southern California car geek rose from a young club-racing greenhorn all the way to IndyCar and went from repainting Mustangs in his backyard to being Ford’s selected contractor to build the 2004–6 Ford GT. He started Saleen Autosport in 1983 as a Mustang modification house and was recognized by the federal government as a specialty-car manufacturer, eventually producing his own supercar, the S7. Along the way he saw the rights to his own name snatched away by boardroom wrangling, reemerged with a new company called SMS Supercars, regained his name, and today has new projects including an exotic called the S1, performance-tuned versions of the Ford F-150, and a showroom in Shanghai, China. Set the rewind button to 1989, when Saleen Autosport was turning stock 225-hp Mustangs into SCCA club racers for the street, with firmer shocks and springs, larger brakes, and a variety of cosmetic and functional exterior and interior bits, including Flofit bucket seats and a Momo steering wheel. The cars retailed for about $25,000, a significant bump from the stock Mustang LX but at the time the ultimate tuned Mustang with a warranty.

Behind the wheel, the time trip took some of us straight back to high school as we faced the geometric dash that was a hallmark of the Fox-body Mustangs of the era. The simmering V-8 doesn’t make the thunder and lightning of today’s muscle cars, but it can spin the tires and pitch the car sideways, as editor-in-chief Larry Webster demonstrates in the photo above. Owner Donald Carter, Jr.’s, father found this Saleen, which had been in the collection of a Ford dealer, in 1993. He bought it not for himself but for Donald’s mother, who at the time was in her 80s. “Elsa always wanted a sports car,” says Carter. The Saleen became her weekend toy. Her daily driver remained a ’71 Chevy Impala. Today, Carter is a full-blooded hot rodder and engine builder, and he keeps the Saleen under a sheet in the garage, there to remind him of his gear-jamming mom.

Engine V-8, 4942 cc
Power 225 hp @ 4000 rpm
Torque 300 lb-ft @ 3200 rpm
Weight 3000 lb
Power-to-weight 13.3 lb/hp
0–60 6.0 sec
Top speed 149 mph
Price when new $25,500
Hagerty value $26,400–$32,500


Fox-body Saleen Mustangs are the early Shelby GT350s of the 1980s. Similarities include being created for SCCA competition by a famous driver and incredibly low production numbers. Bone-jarringly stiff, unapologetic, absolute race cars for the street, these early Saleens are still trading for not much more than a garden-variety Foxbody Mustang GT. For now. Don’t say we didn’t warn you.

1989 Saleen Mustang and 1996 Chevrolet Corvette Grand Sport, photo by DW Burnett
1989 Saleen Mustang and 1996 Chevrolet Corvette Grand Sport, photo by DW Burnett

1996 Chevrolet Corvette Grand Sport

Old names carry big weight in the Corvette world, mainly because Chevrolet, wisely, has never tossed around badges such as Z06, ZR1, and Grand Sport lightly. When you laid out for one of the special Vettes, you truly got something for your money: substantially more horsepower, for one thing, plus exclusive trimmings and maybe a pleasing retro paint scheme. People who buy Corvettes tend to like the fact that they’re joining an old and illustrious family, and the 1996 Grand Sport plainly evokes the model’s racing heritage.

A one-year gift to the Corvette faithful to celebrate the close of the C4’s 12-year production run, the RPO Z16 Grand Sport option was collectible the minute the first of the 1000 examples—810 coupes, 190 convertibles—hit showrooms. Yes, for another $3250 above the Corvette coupe’s $37,225 base price, you got more power, as the placard on the center console next to the six-speed shifter proudly proclaims. Besides calling out the LT4’s 330 horsepower and 340 pound-feet of torque, the placard tells you in large type that the 5.7-liter engine has a 10.8:1 compression ratio, not a common stat found on an interior car badge.

After building Corvettes for four decades, the Chevrolet of the mid-1990s knew that its Vette customers like to quote figures because they get asked a lot.

You could have any color as long as it was Admiral Blue with an Arctic White “skunk stripe” down the center and twin red hash marks on the driver’s front fender. The majority came with black interiors, but a few years ago, John Crynock—who owns two Vettes, this GS and a ’98 Indy Pace Car Replica—pounced on one of the 217 Grand Sport coupes delivered with red seats. The C4 will rocket you back in time in terms of interior electronics and GM build quality, but the rumbling LT4 can still rocket you forward with equal ferocity. The view over the wide bat-wing hood has been and will remain a Corvette trademark, at least until the mid-engine Vette arrives next year to once again evolve the Plastic Fantastic.

Engine V-8, 5733 cc
Power 330 hp @ 5800 rpm
Torque 340 lb-ft @ 4500 rpm
Weight 3400 lb
Power-to-weight 10.3 lb/hp
0–60 5.2 sec
Top speed 168 mph
Price when new $37,225
Hagerty value $36,100–$49,500


Just 1000 examples built in one year means these cars are rare, fast, and distinctive. In a Corvette—in fact, in most cars—those factors add value. Plus, most Grand Sports were treated as collector cars from new, which means lots of low-mileage choices out there.

2004 Subaru WRX STI, photo by DW Burnett
2004 Subaru WRX STI, photo by DW Burnett

2004-2007 Subaru Impreza WRX STI

A whole generation of drivers learned the letters STI through video games. Before then, the vehicles produced by Subaru Tecnica International, the company’s racing division, were obscure Japanese home-market homologation specials built to support Subaru’s efforts in international rallying. By the early 2000s, however, buyers in North America, familiar with cars like the WRX STI from Gran Turismo and other games, were demanding to be let in on the fun. The first U.S.-legal WRX turbo appeared for the 2002 model year, followed shortly by an even heavier-breathing STI version, and Nipon nerds delighted in the brief turbo-tech war that ensued between Subaru’s all-wheel-drive hot rod and the similarly exotic Mitsubishi Evo.

The STI had big wheels, a big wing, big suspension upgrades, and a big engine. The 2.5-liter flat-four munched on 14.5 psi of boost to make 300 horsepower and 300 pound-feet of torque in a car weighing 3300 pounds. It’s worth noting that, 15 years later, the 2019 model makes 310 horsepower and 290 pound-feet of torque, and the base STI now weighs about 200 more pounds. In other words, unlike many long-running models, that first STI was in some ways the best.

Owner Rich Schaars bought a new WRX in 2002 and in late 2003 tried to trade it in for an STI, but the dealers wanted huge markups. He waited them out over the winter, and by the spring of 2004, dealers were ready to sell at list. More than 100,000 miles and a full engine rebuild later, Schaars’s STI is otherwise remarkably well preserved, accelerating and steering as fiercely as it did when new while evoking Subaru racing glory with its gold wheels and British American Tobacco blue paint.

The years have passed, Mitsubishi has faded, and Subaru no longer wants to talk about its rallying days, somehow believing that creates a hooligan cloud over a brand that is trying to move upscale to become a sort of discounted Audi. You couldn’t even get blue paint over gold wheels on an STI for a while, and now only the limited-edition $50,000 WRX STI Type RA offers the combo. So, although you can buy a new STI, you can really no longer buy a car as weirdly special as that first one.

Engine flat-four, 2457 cc
Power 300 hp @ 6000 rpm
Torque 300 lb-ft @ 4000 rpm
Weight 3300 lb
Power-to-weight 11.0 lb/hp
0–60 4.9 sec
Top speed 155 mph
Price when new $32,000
Hagerty value $25,700–$33,700


The real-life versions of the cars we played in Need for Speed were too expensive for the kids who wanted them. But as those kids became adults and made money, the cars got older and cheaper. Good examples are hard to find today, but they are that much more valuable.

1988 Toyota MR2 S/C, photo by DW Burnett
1988 Toyota MR2 S/C, photo by DW Burnett

1985-1989 Toyota MR2

The House of Camry isn’t really known for its sports cars, but Toyota has produced a few gems, including the 2000GT and lesser known Sports 800, both from the 1960s. It was the memory of the tiny Sports 800 plus the 1970s energy crisis plus the rapidly growing North American market that inspired Toyota to launch the lightweight (and lightly powered) MR2 in 1985. The odd name equated to “midship-engine runabout two-seater.” The MR2 may have been a 1970s idea, but it was fully teased-hair, floppy-disk, boombox 1980s when it arrived priced around $12,000 and shaped like Tron’s door stop.

A 1.6-liter, twin-cam, 16-valve four producing a mere 112 horsepower growled behind the seats of this junior Ferrari. But the car weighed a mere 2400 pounds, and the engine could zing to 7500 rpm, which ensured that even the dullest commute would have its moments. Everything was light, from the flickable five-speed gearbox to the two-spoke steering wheel that worked the 185/60-14 tires to the way it pranced through corners.

Almost immediately after introducing the MR2, Toyota started piling on features: first, optional T-tops and monochromatic side skirts, then a 145-hp supercharged engine in 1988. The 0-to-60-mph time dropped from about eight seconds to 6.5, but the price jumped to almost $20,000. The MR2 was moving uptown, and a 1990 redesign rounded off all the edges and significantly increased the size, weight, and horsepower.

Owner Jeff Miller was born after his MR2 Supercharged was made and says he had no particular interest in them or in cars in general until playing a video game that included the original MR2. Now Miller owns two of them. A Toyota that converts young people into car collectors? Domo arigato, Mr. Roboto!

Engine inline-four, 1587 cc
Power 145 hp @ 6400 rpm
Torque 137 lb-ft @ 4400 rpm
Weight 2600 lb
Power-to-weight 17.9 lb/hp
0–60 6.5 sec
Top speed 130 mph
Price when new $19,750
Hagerty value $10,800–$14,100


A car-magazine favorite when new that represents all the cool design things about the 1980s. Clean #2 cars are still less than $15K, but values are up 25 percent. Millennials make up 45 percent of our quotes, which is insane; they were toddlers when the MR2 was introduced. These are people just getting into the hobby, so there’s room to grow.

2004 Dodge Ram SRT10, photo by DW Burnett
2004 Dodge Ram SRT10, photo by DW Burnett

2004-2006 Dodge Ram SRT10

Bold, brash, and more than a little bizarre, the Dodge Viper was the American Lamborghini, a wholly unapologetic gas-guzzling, two-seat screw-you to the presumed responsibilities of adulthood. Likewise, the Dodge Ram SRT10 was a kind of American Lamborghini LM002, another truck with a ridiculously overcompensating engine that served no purpose other than to make people giggle. It took Chrysler 13 years after the Viper’s debut to answer this absurd “what if” question by shoving the Viper’s 500-hp, 8.3-liter V-10 and a big red “start” button into its regular-cab, short-box Ram pickup. The result was a 5100-pound keg hauler that roasted 60 mph in under five seconds while slurping up the juice at the rate of 12 mpg.

During the brief years of production from 2004 to 2006, a four-door variant appeared, offering an automatic transmission and a 7500-pound tow rating (the original had no tow rating owing to the lowered ride height and worries about clutch life). Weighing more than 5600 pounds, the SRT10 Quad Cab was a $52,115 hulking hunk of high-caliber freedom that could at least perform some of the duties of an actual pickup truck. The factory built nearly 10,000 SRT10s of two- and four-door variety, as well as a few special editions such as the Yellow Fever and the Night Runner.

Car and Driver magazine summed up the SRT10’s behind-the-wheel experience as follows: “Cement-truck ride, cement-truck noise, fuel mileage worse than a cement truck’s.” We would only add that the combination of the heavy clutch and lanky shifter, plus the typically slushy pickup-truck steering, makes navigating a twisty road feel like performing spinal surgery with a CAT excavator. Yet listening to that V-10 make its distinctive syncopated roar as it roasts the rear meats (our photo truck had nonfactory side pipes) is a hilarious joy. A hot-rod pickup seems an anachronism today when factory performance trucks such as the Ford Raptor are really about off-road prowess, but that is part of the Ram SRT10’s brutish charm. It apologizes for nothing.

Engine V-10, 8277 cc
Power 500 hp @ 5600 rpm
Torque 525 lb-ft @ 4200 rpm
Weight 5100 lb
Power-to-weight 10.2 lb/hp
0–60 4.9 sec
Top speed 150 mph
Price when new $45,000
Hagerty value $26,700–$35,000


Our insurance quotes are up 40 percent, and 61 percent of those are from Gen X and millennials, meaning the interested parties are under 55. Auction sale prices are up 15 percent. At the Mecum sale in Monterey, a 1500- mile truck went for $56,000, 10 grand over the original MSRP. They’re really hot right now, they’re moving, and there really isn’t a substitute. A pickup with a V-10 and six-speed is an uncommon combination.

Ford Bronco and 2004 Ram SRT10
Ford Bronco and 2004 Ram SRT10

1980-1986 Ford Bronco

Of course, the later versions of Ford’s original sport-utility vehicle will be forever associated with the events of June 17, 1994. That’s when retired NFL defensive end Al Cowlings gave his buddy O.J. Simpson a lift down a Los Angeles freeway as 95 million people watched on television. That particular 1993 white Bronco now lives in the Alcatraz East Crime Museum in Pigeon Forge, Tennessee, and no doubt aficionados of later Broncos shudder at the connection. Their beloved trucks are so much more than a single tawdry TV moment that must come up in every gas-pump conversation with strangers.

These latter Broncos are everything people love about big two-door SUVs. They’re huge, comfortable, fun in their own easygoing way, and plaid-and-plastic time machines back to the pre-motherboard era. The owners of this particular third-generation example have five Broncos in their fleet, and when the local Bronco club last met, 50 of them convoyed under police escort because “there’s something about a Bronco and a police escort,” said the fellow who brought the car on behalf of the owners. Well, at least they have a sense of humor.

Now that values of the first-gen Broncos have reached the level of surreal, the later full-size ones (as well as the few surviving Ranger-based Bronco IIs) are moving as well. Don’t blame yourself if you can’t picture the second-gen Bronco; Ford only built it for two years, from 1978 to ’79, and finally abandoned its special platform. Like the Chevy Blazer, the Bronco at that point became simply a bobtail version of the contemporary full-size pickup but with a fiberglass cap. The third gen debuted in 1980 with an eggcrate grille and inset headlights—the flush headlights didn’t appear until the fourth gen in 1987—and a range of engines that topped out in 1984 with a high-output (okay, 210 horsepower) 351 V-8. The third-gen was also notable for the adoption of an independent “twin traction beam” suspension, which made the ride pleasantly less agrarian.

With a new small Bronco expected for the 2020 model year, Bronco interest is higher than ever. Perhaps even higher than in the summer of 1994.

Engine V-8, 4917 cc
Power 130 hp @ 3800 rpm
Torque 222 lb-ft @ 2000 rpm
Weight 4100 lb
Power-to-weight 31.5 lb/hp
0–60 14.4 sec
Top speed 86 mph
Price when new $10,858
Hagerty value $13,400–$18,100


Just as with later Benz SLs, there’s a strong substitution effect by people priced out of the first-generation vehicles. There wasn’t a big performance difference between all the model years, so there isn’t a big falloff in values from the ’70s to the ’80s. Millennials are twice as likely to quote a third-gen as a first-gen because they’re cheaper; a #2 value of $15K is a lot more accessible. The fact that they are bringing the Bronco back stands to help long-term values.

2009 Pontiac G8 GXP, photo by DW Burnett
2009 Pontiac G8 GXP, photo by DW Burnett

2008-2009 Pontiac G8 GXP

The House of Wide-Track was still listing heavily to starboard from the Aztek debacle when the first Australian import, the GTO, arrived in 2004. Life on planet Pontiac was suddenly a lot more interesting, but hip-shooting product planning chief Bob Lutz’s strategy to further cultivate Holden’s rear-wheel-drive catalog didn’t advance again until the G8 sedan—né Holden Commodore—finally sailed in for the 2008 model year. It was a critical time lapse; by then the U.S. economy was in free fall along with the dollar, making the G8 unprofitable to import, and the new-car market had plunged to its lowest level since 1983. The G8 lived for two model years until GM strangled Pontiac as part of its bankruptcy reorganization.

The division went out swinging with the 2009 415-hp G8 GXP, likely the closest thing we’ll ever see to a four-door Corvette and the most powerful factory Pontiac ever made. The 6.2-liter LS3 V-8 could be paired with a six-speed automatic or, blessedly, a six-speed manual. Despite a curb weight of 4000 pounds, the car was good for 4.7-second holeshots to 60.

Owner Terrence Benton didn’t know any of this until his son, who worked at a Pontiac dealership, called and said, “Dad, you just gotta see this car.” Benton saw it, then ordered this silver automatic, then waited a full year to receive it. He put 60,000 miles on it as his daily driver until his son called again and said, “Dad, you gotta get another daily driver and garage that car.” Benton again followed his son’s advice, parking the GXP under a cover from which it emerges only on nice Sundays—and for Hagerty photo shoots. When asked if his car could be used for burnout shots, Benton said, “Sure, that’s what it’s for.”

Engine V-8, 6162 cc
Power 415 hp @ 5900 rpm
Torque 415 lb-ft @ 4600 rpm
Weight 4000 lb
Power-to-weight 9.6 lb/hp
0–60 4.7 sec
Top speed 146 mph
Price when new $39,900
Hagerty value $40,700–$47,800


The last hurrah of the Pontiac brand, the GXP was the only G8 available with a manual trans. Members of the Pontiac fan club are crazy excited about their cars in general, and when the brand was discontinued, they went nuts and became even more enthusiastic. Values are up 10 percent over last year’s. There’s no downside to this car, and it will never get any cheaper.

1994 Buick Roadmaster, photo by DW Burnett
1994 Buick Roadmaster, photo by DW Burnett

1994-1996 Buick Roadmaster

This elephantine throwback to an earlier age of family wagons with wood paneling and rear-facing kid seats seemed archaic on arrival in 1991, when Buick dug deep into its closet to pull out the Roadmaster name after a 33-year absence from the catalog. It and its considerably rarer Oldsmobile doppelgänger, the Custom Cruiser (there was a cheaper Chevy Caprice wagon, too), were nonetheless streamlined for the modern age, riding on GM’s giant B-body platform and basically being a state police cruiser underneath. Luxury touches for the Roadmaster included pillowy leather sofa seating, acres of faux wood filigree, and the mushy DynaRide rear air suspension.

The first “Roadmonsters” wafted their way up the driveways of the best antebellum estates with a 170-hp, 5.0-liter V-8, but the 1994–96 wagons are the ones to go for, having come standard with the 260-hp LT1 V-8 from the Corvette. Sure, the Roadmaster can shroud a whitewall in smoke—just one, because of the open differential—but the last great American road hog is best when it exudes a certain old-fashioned southern charm (hey, they were assembled in Texas) while lazing down the freeway on a wave of whipped buttermilk. Today’s buyers who want size XXL go for pickups and SUVs, which makes the big American car a rapidly disappearing animal. But a Roadmaster Estate looks far more swish than any pickup while swallowing a four-by-eight sheet of plywood through its tailgate, which folds down and also opens to the side. Not to mention it can tow up to 7000 pounds. Take that, crossover lovers!

Owner Jack Thomas’s Roadmaster in Light Driftwood Metallic is proudly unsporty, with doughy tall-sidewall tires that absorb bumps like punches to a fat roll. A retired insurance broker who has driven his Roadmaster daily for years, Thomas’s business card now advertises “used cars, whiskey, land, chicken manure, nails, fly swatters, racing forms, bongos, & oysters.”

Meaning he’s exactly the kind of guy GM had in mind when it built this car.

Engine V-8, 5733 cc
Power 260 hp @ 5000 rpm
Torque 335 lb-ft @ 3200 rpm
Weight 4300 lb
Power-to-weight 16.5 lb/hp
0–60 8.1 sec
Top speed 118 mph
Price when new $26,400
Hagerty value $13,300–$18,300


Is this the AMC Pacer of the ’90s? The number of insurance quotes we give on this car leads the overall market by 14 points. The quoted values have pretty much bottomed out, which means they are done depreciating. We don’t see them at the auctions yet, but they have a big cult following on social media, and there’s nowhere for Roadmasters to go but up.

[Source: Hagerty]


With humble beginnings of long ago Saleen Autosport, it is easy to forget how momentous their achievement was with bringing the 1989 SSC to market. This high-performance 5-liter Mustang was a juggernaut of excitement to 1980s performance vehicle communities. Evidence of this can be seen with the many period cover stories, feature articles and road reviews for Saleen’s new SSC Mustang.

89-0025SSC - Brad Bowling
89-0025SSC – Brad Bowling

Beyond the infamous 89-0002 (former 01) SSC and Steve’s personal 89-0001 SSC, there were an exclusive number of privately owned Saleen SSC Mustangs running through reviews of supercharger and nitrous kit installations was well as basic performance data collecting for various enthusiast magazines. The Saleen SSC was a media king for 1989.

Many of these print publications would mention or proclaim how Saleen’s SSC was the “unofficial” 25th anniversary edition Ford Mustang. Given how Ford Motor Company lacked offering a special edition of their own. This “media stir” caused superfluous attention from customers towards SSC serial number 25. A new era of modern collector cars was gaining momentum by the late 80s.

Here we are thirty years later. As expected, a few Saleen SSC editions are no longer accounted for and have positively left the earth. Though, 89-0025 SSC still exists. Perhaps the noise of time diluted their fanfare, but this “Super Saleen” broke the obstacles for a continuing stream of exciting product from an intimate Southern California company. -DB

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Continue below for 89-0025 SSC sales details and photos.

1989 Ford Mustang
cylinders: 8 cylinders
fuel: gas
odometer: 18000
paint color: white
title status: clean
transmission: manual

Selling my 1989 Mustang Saleen SSC. This is only 1 in 160 SSCs ever created. This is a early production #25 with only 18k original miles. 5.0 engine and manual transmission are quiet and smooth.

Original paint that still has the pinstripe laser etching. No accidents. Interior is near perfect.

Car is in excellent condition, runs and drives great. Near mint interior. Still has the Saleen installed pioneer radio with eq and speaker box in the backseat.

Well documented as well.

Just ready to move onto something. Asking $35,000. Serious people only.



From our friends at Raiti’s Rides.

Published on Dec 18, 2018

This 1989 Saleen Mustang is a time machine to the past. It is owned by the original owner with less then 13,000 miles on the odometer. Steve Saleen engineered these Mustangs to be track weapons! From suspension upgrades, chassis stiffening, and a ton of other changes. Find out all the details of the 1989 Saleen Mustang!

[Source: Raiti’s Rides via YouTube]

S351 SPEEDSTER (98-0016S) HITS eBay, AGAIN

Price: $27,000.00
VIN: 1FAFP444XWF137713
Condition: Used
Vehicle Title: Clear
Year: 1998
Make: Ford
Model: Mustang
Trim: Saleen S351R
Engine: 5.8L 351W Supercharged 5.8
Transmission: 6-speed Manual
Drive Type: RWD
Mileage: 19,650
Body Type: Convertible
Exterior Color: Laser Red
Interior Color: Black
For Sale By: Owner
eBay #: 132886190897

98-0016S S351 Speedster
98-0016S S351 Speedster

Up for sale is a very clean and low mile 1998 Saleen S351 Convertible. Yes it’s a real Saleen! 1 of 1 car as you can see in the letter of authenticity I bought from Saleen. Super low miles as you can see.

The car runs and drives perfect. I just had the engine and trans pulled and had it completely resealed. It had some oil leaks when I acquired the car. Convertible top is in great condition, and the motor for the top works great. The car has been under a car cover in a temperature controlled garage for the last two years and driven a couple times a month to keep all the fluids moving.

98-0016S S351 Speedster
98-0016S S351 Speedster

Recaro cloth seats on the interior. I purchased a complete decal kit from Saleen when I got the car so all the decals are brand new. OK! so what isn’t perfect. The Speedster cover was not with the car when I acquired the car. Nor the roll bar. Last thing is the rear wing. Its not the S351 wing that is commonly seen on these cars. I called Saleen and spoke with Molly Saleen for about an hour and a half. She verified that the spoiler that is on the car is the one the customer ordered when she personalized the car. Original owner was named Beatrice. If any of you have a Saleen Registry you will be able to find this information.

If you have any questions please feel free to reach out. Title in hand. Don’t waste your time or mine with low ball offers. I will entertain any reasonable offers. No trades. Just looking to sell the car. Thank you for taking the time to check out the car. Happy Bidding!

Please keep in mind the car is for sale locally. I can end the auction early if the car sells locally.

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