The Buick Roadmaster has been synonymous with luxury motoring for nearly a century. Its origins can be traced back to the Series 80 from 1931; the Roadmaster name itself was coined in 1936 along with Special, Super, Century, and Limited. The car went on to serve as a high-end flagship for Buick for many years, although there were gaps in production, including a three-decade-plus hiatus after 1958.

The most recent Roadmaster debuted in model year 1991 in “Estate Wagon” form; a four-door Sedan was added to the lineup the following year. Both versions shared the full-sized, rear-wheel-drive GM B-body platform with the Chevrolet Caprice and Oldsmobile Custom Cruiser. I recently came across a remarkably well-kept Roadmaster deserving of some appreciation. I hope you enjoy checking it out as much as I did.

The Adriatic Blue Metallic (code 30) exterior featured a chrome grille, hood ornament, body side molding, power antenna, skirted rear wheels, 15-inch alloy wheels, and whitewall tires.

Standard interior features, according to a 1994-model-year window sticker, included AM/FM cassette stereo, cruise control, automatic climate control, delayed-entry illumination, lighted visor vanity mirrors, power steering, tilt steering column, remote trunk release, and power windows. Pricing ranged from about $23,130 to $27,159, depending on options.

The Roadmaster’s real magic happened under the hood, where 1994-on Roadmasters boasted a 5.7-liter LT1 V-8 that was introduced two years earlier in the C4 Corvette. A 4L60E four-speed automatic transmission and a limited-slip differential sent power to the rear wheels.

The 1994 Buick full-line brochure talked about the powertrain: “The most spacious Buick sedan. Buick Roadmaster is a sterling example of the traditional luxury automobile. For 1994, Roadmaster features a new 260-horsepower V-8 engine, making it the most powerful American car of its kind and one of the most satisfying vehicles you can own.”

Following the 1996 model year, the Arlington, Texas assembly plant was retooled for building trucks and sport-utility vehicles. In total, just over 200,000 Roadmasters were produced for the 1991-96 run. And 30 years later, well-kept examples have become quite uncommon. I was thrilled to see one still cruising the streets in style. One day, I hope to experience the car’s LT1 power and signature “Dynaride” suspension.

Stats and performance figures are important parts of performance vehicles, but they’re not everything. Sure, a turbocharged hybrid engine connected to a dual-clutch automatic and all-wheel drive — an increasingly common formula — can make a car fast as hell, but all those components make it more complex and put so much tech between the driver and the fundamentals of the machine. The upcoming Hennessey Blackbird strips all that away, leaving a naturally aspirated V-8, six-speed manual gearbox, and rear-wheel drive.

For 35 years, the name Hennessey has been synonymous with more power and greater capabilities. The Hennessey Performance division has turned out everything from twin-turbo Dodge Vipers to 1,000-horsepower Ford F-150 Raptor-based VelociRaptoR 1000s. Within the last decade, Hennessey Special Vehicles (HSV) has made its own hypercars, starting with the Venom F5, a swoopy road rocket with a 1,817-horsepower twin-turbo V8, F1-inspired steering yoke, and paddle shifters. The more focused Venom F5 Revolution has a top speed of more than 250 mph and set a production car lap record at the Circuit of the Americas with a time of 2:10.90.

As its name implies, the Blackbird was inspired by the Lockheed SR-71 Blackbird aircraft, which set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, so it’s going to be fast, but it’s about more than that. Company founder and CEO John Hennessey said, “From the beginning, Blackbird was guided by a simple idea: to deliver an analog experience where beauty and drama define every moment. This is not a numbers car.” In fact, the Blackbird is meant to be a touring car that someone can drive more than 800 miles in a day. To make it more long-distance-friendly, HSV gave it a larger greenhouse and a cabin with more passenger and storage space than the Venom F5, as well as an adaptive suspension, ABS, traction control, four cup holders, and enough room in the front trunk for two full-size carry-on bags.

Of course, the Blackbird will be able to fly across those long distances — even it doesn’t make the trip in record time. It’s based on an all-new bespoke carbon fiber tub, which is covered in carbon fiber body work, all of which should weigh less than 3,000 pounds. Aviation and motorsports filtered into the overall design. The noticeable “chine line” crease in the doors and the rear vertical stabilizers, which deploy at 71 mph and stand at +/- 71 degrees, are undeniably SR-71. Formula One influenced the look of the side pods; LMP1 Le Mans race cars inspired the winglets. The diamond-shaped arrangement for the quad exhaust outlets was taken from a different aircraft: the Bell X-1, which became the first airplane to fly faster than the speed of sound in 1947.

Working with Ilmor Engineering, Hennessey developed the Blackbird’s propulsion system: a naturally aspirated 6.2-liter V-8 with a target output of 800-850 horsepower and the ability to rev to more than 9,000 rpm. If the six-speed manual is shifted perfectly, the Blackbird should be able to reach 60 mph in only 2.5 seconds — an impressive time for a three-pedal car channeling that kind of firepower through just the rear Michelin Pilot Sport Cup 2 tires. Flat out, the Blackbird has a projected top speed of 220 mph.

The gullwing doors open to a cabin that’s fittingly simplified and focused. Behind the flat-bottom wheel is a centrally mounted tachometer. There are no screens, although a special holster keeps the driver’s phone in place to run Apple CarPlay or Android Auto. The center bridge houses the exposed linkage and gated shifter for the six-speed gearbox. Of course, there are aviation-themed elements, such as the structure on top of the dashboard that resembles the SR-71 and its afterburner plumes, and the dash-mounted “whiskey compass.”

Hennessey won’t start producing the Blackbird until 2029-2030, but more than two-thirds of the 71-unit production run have been claimed already, each priced from $2.5 million (before taxes). Whether you’re just curious about the Blackbird or impatiently awaiting the production/delivery of your very own, you can see the Texas-based automaker’s newest model in-person at The Quail, A Motorsports Gathering on Friday, August 14.

If you love German cars and find yourself in Monterey next week, make sure you do not miss out on Legends of the Autobahn.

Legends of the Autobahn began in 2009 and celebrated the cars of Audi, BMW, Mercedes, Porsche, and VW. Sadly, Porsche only hung out until 2014, when it decided to hold a show for Porsches only. To this day, I think that was a mistake. A single-marque show only holds my interest for a few hours, whereas Legends of the Autobahn, which continues to welcome vehicles from the other German automakers, has such a great variety of cars on display that it is one of the few Monterey Car Week events I tend to stay at until close (the other being the Pebble Beach Concours d’Elegance).

Hundreds of vehicles from Deutschland are invited to be displayed or judged, and are parked in their respective marque locations. The cars vary from beat-up daily drivers to some of the rarest and most exquisitely presented examples of automobile excellence in the world. The show is organized and managed by Audi Club North America, the BMW Car Club of America, and the Mercedes-Benz Club of America. Each organization is responsible for parking and judging the cars in its club. It is amazing to see how well they work together to make Legends such a great event.

This year, Legends of the Autobahn will be held on Thursday, August 13, at the Pacific Grove Golf Links in Pacific Grove, California. There is no entry fee, though on-site parking is available at a cost of only $30 (prepaid) or $40 the day of the show. You can sign up for prepaid parking by clicking here.

If you want your car on the show field (scroll down to the various club registration links), you have the choice of judged or non-judged. The price for judged cars is $210; display-only costs $160. In addition, you can purchase tickets for breakfast and lunch. If you are a member of any of the clubs (which you should be if you have an Audi, BMW, or Mercedes), you can sign up to volunteer in various ways. I have volunteered each year and made a lot of new friends by doing so. Since I don’t get to participate in my local club chapters as much as I would like, it gives me an opportunity to give back.

Of all the shows that lead up to Sunday at Pebble Beach, Legends of the Autobahn has always been my favorite. Since 2009, I have only missed it once. I could not make it last year, but I had a good excuse: I was driving my 1957 Chrysler Ghia Super Dart 400 on the Pebble Beach Tour d’Elegance. My advice is to arrive early, say 8 a.m., which will allow you to beat some of the traffic going into the show. Also, if you can afford it, showing on the field — even in the display class — is a great way to make some new friends, establish a “home base” at the show, and lock down an easily accessible place to store the various items you might buy from the many vendors in attendance.

We live in a world in which curvaceous beauties such as the Jaguar XJ220 and E-Type exist. I’ve had the privilege of testing multiple versions of the F-Type, including the 575-horsepower SVR. Despite all that, every time I see the E-Type’s successor, the XJ-S (later renamed XJS), I spend more than a little time ogling it. If you can’t help but do the same, get an eyeful of our Pick of the Day. This 1993 Jaguar XJS Coupe is listed for sale on ClassicCars.com by a dealership in Lebanon, Tennessee. It comes with a repair manual and parts catalog.

What the 1975-1996 XJ-S/XJS lacked in curves and bulges, it made up for with a sleek, slim profile — and let’s not forget the coupe’s distinctive rear flying buttresses. Like its predecessor, it was available with straight-six or V-12 power. Of course, over that long production run, Jaguar incorporated several updates. According to the Jaguar Daimler Heritage Trust, “From 1983, the new AJ6 3.6-litre six-cylinder engine became available in the new cabriolet soft-top version, which was later also offered with the V12 engine. In 1988, the cabriolet was replaced by the convertible with a fully folding top, and the first TWR-tuned XJR-S model was introduced. The XJS range went through a major restyling in 1991, and was now fitted with the much improved 6-litre version of the V12 engine, while the six-cylinder model was uprated with a 4-litre engine.”

As a ’93 model, this XJS benefits from those updates as well as a great color combination. The XJS is attractive in almost any configuration, but Flamenco red over Doeskin tan is a particularly sophisticated and tasteful pairing. The bright trim only heightens the intensity of the finish. A set of visually intricate lattice-style wheels (with new tires) contrast wonderfully with the body’s long, flowing lines.

Over the last 33 years, this Jag has covered 77,229 miles. That means it’s been a driver, but averaging only 2,340 miles a year, it hasn’t been a road warrior. The condition of the interior makes it seem as if the odometer reading is 50,000 miles too high. Everything appears to have lived a gentle life. The Connolly leather shows signs of light wear but no rips or tears. The vibrant walnut wood trim looks to be free of chips and cracks.

Given that this was Jaguar’s grand touring car of the time, it comes equipped with power mirrors and locks, power windows, power adjustments for the seats, memory for the driver’s seat, adjustable steering column, cruise control, and more. For you purists out there, it even has its factory AM/FM radio with cassette player.

If you’re wary of 12-cylinder cars, great news! This XJS has a 4.0-liter I-6, which was rated at 219 horsepower and 273 lb-ft of torque. Jaguar connected that to an electronically controlled four-speed automatic with a Sport mode for more enthusiastic shifts.

Jaguar made the XJ-S/XJS for nearly 20 years, but not all of the ones that still exist have both reasonable mileage and an eye-pleasing color combo like this 1993 XJS Coupe. You can take it off the market for $17,500.

Click here to view this Pick of the Day on ClassicCars.com

The 350 GT may be Lamborghini‘s first production model, but many would argue that the Miura influenced every car that came after it. Introduced at the Geneva Motor Show in 1966, the Miura combined wild, eye-catching styling with a mid-mounted V-12. Sound familiar? To commemorate the 60th anniversary of what is “widely regarded as the world’s first super sports car,” Lamborghini has created the Revuelto Miura 60° Homage.

People who attended the 1965 Turin Motor Show got a very early glimpse of the Miura — as in just its chassis, a matte black structure with a transversely mounted V-12 behind the passenger compartment. The rest of the Miura P400 followed in 1966, bringing head-turning curves penned by Bertone’s Marcello Gandini and a 350-horsepower 4.0-liter V-12. After the initial model’s 1966-69 run, the more powerful 1969-71 Miura S arrived, offering 370 horsepower and a top speed of 177 mph. The Raging Bull one-upped that with the 1971-1972 Miura SV, which was tuned to produce 385 horses and a top speed of 186.

Even more than 50 years after the last SV model was delivered to its owner, the Miura is a thrilling and — given that Lamborghini made fewer than 800 of them — rare sight. The Revuelto Miura 60° Homage will be even more elusive because Lamborghini will only make 99 of them. It keeps the 1,001-horsepower Revuelto’s naturally aspired 6.5-liter V-12, trio of electric motors, and lithium-ion battery, but adds exterior and interior styling cues that visually connect Lamborghini’s first V-12 High Performance Electrified Vehicle (HPEV) to its first supercar.

Lamborghini Centro Stile collaborated with Lamborghini’s Ad Personam customization division to create a range of nine colors inspired by the hues offered on the Miura, such as Rosso Arancio, Verde Metallic, and Blu Tahiti. Each of those is set above another design element seen on Miuras: contrasting lower bodywork. According to Lamborghini, “Customers can choose between the Oro Elios livery paired with Altanero Shiny Gold wheels, or the Grigio Nimbus livery combined with Altanero Matt Titanium Diamond wheels.”

If that reference is a little too subtle, Lamborghini literally spells things out with a Miura 60 logo ahead of the rear wheels. Gloss black brake calipers and matte black exhaust pipes round out the external tweaks.

Inside, the Revuelto Miura 60° Homage features a reinterpretation of the classic Miura’s “cannelloni” seat inserts. Special embroidery between the two bull saddles makes it clear that this is no ordinary Revuelto; a carbon fiber plaque on the driver’s side of the cabin, which reads “Miura 60° – Serie Speciale 1 di 99,” shows just how special it is.

Seeing a Revuelto Miura 60° Homage in the wild is going to be tough, but not impossible. In fact, you’ll be able to get an eyeful of it at the appropriately named Lamborghini Lounge Monterey during Monterey Car Week, August 7-16. If you’re going to the Pebble Beach Concours d’Elegance, spotting a Miura will be easy because there will be an entire display of them honoring the icon’s 60th anniversary. And who knows — maybe you’ll come across an Aventador Miura Homage, too.

I have attended many events in Monterey over the last 20-plus years, but I have only been able to go to The Little Car Show twice because it is held on Wednesday — the same day as my auction tours. That always disappoints me, as I feel it is one of Monterey Car Week‘s best events.

Despite what its name might imply, The Little Car Show isn’t limited to microcars — any vehicle that’s at least 25 years old and has an 1,800cc or smaller engine is eligible. Think about that. It means the show is open to everything from prewar Alfa Romeo 6C 1750s and BMW Isettas to Porsche 356s, Porsche 912s, and pre-1979 Fiat Spiders, as well as many more amazing vehicles of all shapes, sizes, and values. This makes The Little Car Show one of the most inclusive events during Monterey Car Week, and one where you are most likely to see a car you have never seen before.

This year, The Little Car Show will take place in downtown Pacific Grove (along multiple blocks of Lighthouse Avenue between Fountain Avenue and 19th Street) on Wednesday, August 12, from 11 a.m. (when the entrants arrive) to 5 p.m. As is the case with many shows during Monterey Car Week, plan on arriving early to secure parking.

Although entries are now closed for this year’s event, to secure the best parking spot in the future, consider entering the show! If you have an interesting car that is 1,800cc or less and at least 25 years old — think a Honda CRX, Toyota MR2, so many different BMWs, or any classic four-cylinder Triumph/MG/Healey/Fiat/Alfa — you can enter it for a reasonable fee and get a chance to win an award, too.

I wish I had the time to go to The Little Car Show this year, but I look forward to seeing photos from my friends who attend. The event is free of charge to all spectators. Be sure to check out this gem of Monterey Car Week if you can.

The bigger the wing, the cooler it is, and this 1996 Ferrari F355 came out swinging when it made its debut at the 2019 SEMA Show. It’s low, it’s wide, it’s twin-turbocharged — and the fitment is killer. This Ferrari F355 is where tuner-style meets Italian beauty. One look at the custom bodywork, exposed boost setup and impossibly tucked wheels, and it’s clear this isn’t your average Ferrari. The whole build feels dialed in from front to back, with every detail working toward the same goal: make people stop, stare and remember it.

The entire vehicle has no shortage of intricate details worth drooling over, but as you might expect, the bespoke body kit is the most immediately noticeable, along with the custom wrap. Rather than relying on bolt-on parts, the builder completely redesigned the body from scratch. It was hand-sculpted in clay before being digitally scanned to create production molds, allowing every panel to flow naturally into the next. As a result, the front end takes on a much more aggressive personality with redesigned bumper styling inspired by the legendary F40, race-inspired hood vents and sculpted front fenders — inspired by F430 Super GT race cars — that give the car an unmistakably purposeful appearance. The reshaped rear quarters add even more width, while the custom carbon-fiber front and side splitters visually pull the entire car closer to the pavement. The underbody is flat with aircraft-grade CNC-machined button fasteners. 

Around back, the details become even more dramatic. A massive one-off chassis-mounted carbon-fiber rear wing towers over the decklid, mounted directly to the chassis on beautifully sculpted uprights modeled after the 488 GTC. Functional cooling ducts in the C-pillars, custom rear taillight panel venting, relocated exhaust outlets and an F430 Scuderia rear diffuser all work together to create a rear view that’s every bit as striking as the front. The engine is beautifully shown under an acrylic rear engine cover fabricated from Boeing aircraft windshield material. All in, the kit is a radical transformation that takes inspiration from several iconic Ferrari designs and motorsports endeavors. 

To give it that show-stopping stance, the F355 is equipped with AccuAir E-Level air suspension, the car is slammed and can lay nearly flat on the pavement, giving it an unforgettable presence wherever it’s parked. The body practically hugs the ground, while the custom one-off polished Rotiform wheels sit perfectly within the widened fenders. Massive 15-inch-wide rear wheels wrapped in stretched Toyo R888R tires completely fill the wheel arches, creating a look that’s equal parts aggressive race car, show car and street machine. It’s the kind of fitment enthusiasts can spend years trying to achieve.

The heart of the build is a twin-turbocharged 3.5-liter V-8 paired with a six-speed gated manual transmission. Before the project even began, the engine received a complete engine-out major service, including a timing belt replacement, giving the build a fresh foundation. With fewer than 100 miles since completion, it’s essentially a brand-new package.

Without even opening the rear cover, your eyes are drawn to the pair of Xona Rotor mirror-image turbochargers. Positioned high in the engine bay on a custom CNC-machined frame, they’re impossible to miss. Polished aluminum charge pipes sweep across the engine in perfect symmetry, while the custom fabrication gives the entire setup the appearance of a concept car brought to life.

The supporting hardware is just as impressive. Custom 3D-printed intercoolers are tucked behind the rear tires, while Tubi headers feed into a fully ceramic-coated Inconel exhaust system finished with unique 3D-printed exhaust tips that appear on each side of the rear Ferrari emblem. An upgraded oil pump, aftermarket oil sump and relocated fuel filler round out a build where every component has been thoughtfully integrated.

The engine bay is every bit as photogenic as the exterior. It blends polished metal, exposed fabrication and purposeful engineering into a display that’s impossible to overlook.

Inside, the race-inspired theme continues. Momo F40-style racing seats with sliders and side mounts, bright red harnesses and a suede Momo steering wheel create a focused cockpit without feeling overcomplicated. Billet carbon-fiber floor mats and prototype magnesium-base carbon-fiber mirrors add even more exclusivity, while the iconic gated six-speed shifter remains the centerpiece of the driving experience.

This build didn’t stay under the radar for long. In addition to the SEMA Show, it has appeared at automotive shops, retail locations and museums. It’s easy to understand why.

There isn’t one feature that defines this car; it’s the combination of everything working together. The impossibly low stance, flawless wheel fitment, handcrafted widebody, towering rear wing and beautifully displayed twin-turbo engine create a car that looks fast standing still.

This custom Ferrari is selling with No Reserve at the 2026 Las Vegas Auction in the West Hall of the Convention Center. Register to bid today and make plans to join us Sept. 10-12. 

This article was originally published on Barrett-Jackson.com.

Many of us can relate to being drawn to the car that we drove in high school. That’s how I ended up with a lifelong enthusiasm for third-generation Honda Preludes. It’s a strong indication that nostalgia helps drive the car collecting hobby in a big way. The Pick of the Day, a 1974 Ford LTD, was acquired by the seller back in 1998 for sentimental reasons. It’s now listed for sale on ClassicCars.com by a private seller in Appleton, Wisconsin.

“I owned a 1978 in high school back in the 90s, and that is why I decided to buy this particular car,” the seller says.

A magazine ad for the LTD said, “The closer you look, the better we look.” It went on to encourage buyers to scrutinize — and sometimes, even get aggressive with — the cars:

“Slam the doors. Listen for a good, solid sound. Check how the doors hang. Lines should be straight, space around them even and narrow. Check for easy operation and accessibility of door handles. Roll down the windows. Note the pocketless weather strip, designed to help create a tight and quiet seal.”

The LTD had classic American land-yacht appeal. It weighed over two tons (4,280 pounds) and measured over 19 feet long, giving it unmistakable road presence as well as a smooth ride. One of the main reasons the car had such heft was because of the new-for-1974 “five-mph bumper” regulations that were imposed by the U.S. government on all new cars.

Exterior features include chrome bumpers, quad headlights, body-side and rocker moldings, driver-side mirror, vinyl roof covering, and steel wheels with whitewall tires. A sticker on the windshield says Tuff-Kote, the name of a rustproofing protection that was popular in the 1970s.

The brown cloth and vinyl bench-seat interior features woodgrain trim, radio, clock, manual-crank windows, and floor mats.

Moving this big machine is a 400ci V-8 mated to a SelectShift three-speed automatic transmission. The odometer shows just 29,721 miles, and recent work (performed within the last 1,000 miles) has been extensive: fuel tank and sending unit, carburetor rebuild, fuel filter, master cylinder, brake lines and hoses, rotors and drums, wheel bearings, tires, battery, and air filter. The car will come with spare parts, including valve cover gaskets, belts, spark plugs, and distributor cap.

Did seeing this LTD bring back some memories for you like it has for others? Maybe it’s time for you to take the reins as the next caretaker. The asking price is $14,000.

Click here to view this Pick of the Day on ClassicCars.com

While writing about a Pick of the Day several days ago, a 1963 Pontiac Bonneville convertible, I discovered something interesting and new to me. I bet it will be new to you too, especially if you’re not Canadian.

I don’t know if you’ve ever noticed that for several years starting in 1961, mid-level Pontiacs received ornamentation that lesser and more prestigious models lacked. What’s a mid-level Pontiac? The Star Chief, which was situated between the popular Catalina and the more luxurious and sporty Bonneville, featured three star ornaments (for lack of a better description) on the rear fenders. Throughout the years, the location could vary.

Up in Canada, the mid-level Laurentian (situated between the Strato-Chief and Parisienne) featured the same set of chrome moldings.

What’s interesting about the Canadians is that there also was a Laurentian wagon, while Americans made do with only the Catalina and Bonneville. As such, the Laurentian wagon received this ornamentation while no American Pontiac received it.

1962

USA

CANADA

1963

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CANADA

1964

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1965

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CANADA

Additionally, while the Star Chief’s transitional successor, the Star Chief Executive, last used this trim for 1966, Laurentians used some variation of this trim through 1968.

1966

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1967

CANADA

1968

CANADA

Just a bit of trivia to induce eye-rolling from your significant other.

Tuesday, August 11, marks the second day of Monterey Car Week festivities. In addition to the second day of the Automobilia Collectors Expo, visitors can also enjoy the Concours for a Cause event in downtown Carmel. In many ways a lower-key version of the old Concours on the Avenue, it is still held along Ocean Avenue like its predecessor used to be. Take note: The avenue is blocked off by around 7 a.m., so you’ll need to get there by 9 if you want any chance of finding parking on the side streets.

If you choose to attend, you’ll find a nice concours-style event with vehicles that run the range from prewar American and European Full Classics right through to the latest modern supercars. An unofficial meetup place for friends heading to Monterey, it makes for a fun morning activity.

The event was started to bring together vintage cars, cultural experiences, and local artists during Monterey Car Week, creating a vibrant, walkable experience for collectors, residents, and visitors alike. It is a lot of fun and well worth attending. It also benefits more than 25 local charities, including the Women Are Limitless Foundation, Carmel Woman’s Club, Walk to End Alzheimer’s, Peace of Mind Dog Rescue, AIM Youth Mental Health, Meals on Wheels of the Monterey Peninsula, and the Monterey County Rape Crisis Center. Event applicant fees benefit these worthy organizations and help keep their important work going.

Who said everything during Monterey Car Week was expensive? Like the Concours on the Avenue before it, Concours for a Cause is free and open to the public. You are able (and encouraged) to donate to the benefiting charities on-site, which is a great way to give back to the community for hosting this nice event.