Holden's last full-size car before the launch of the European derived Commodores, was the HZ range announced in October 1977, the fourth revision of the original HQ series. Minor changes to the body included the new grille, badges and hubcaps but more significantly, Holden adopted the Radial Tuned Suspension already in use on the Torana range. With reworked suspension, anti-roll bars front and rear and changes to the power steering, the Holden now had vastly improved handling while rear disc brakes were optional for the first time on certain models and standard on the GTS or Statesman. Further changes saw an electric clock, remote side rear-view mirror and tinted laminated windscreen all fitted as standard to the Kingswood SL. Further up the model range was the Premier, with Tri-Matic automatic, tinted side windows and four-headlamp grille as standard. Under the bonnet there was a choice of the 3.3-litre six, 4.2 and 5.0 High Performance V8s, the latter sold with the beefier Turbo-Hydramatic transmission or four-speed manual. For many, the Commodores could never quite recapture the magic of the old ful-size Holdens (this was reflected in the way Ford's Falcon dominated the market place for much of the Eighties) and a good example still makes for a reliable, comfortable and relaxing daily driver today.

Australia's first series production car became a reality on the 29th of November, 1948 and was badged the Holden 48-215, otherwise known as the FX. Featuring the latest in unitary construction techniques, the new Holden was a mixture of American and European styling influences but with a uniquely Australian character. Inside, the front and rear bench seats provided ample space for six passengers and the car was remarkably comfortable to drive, even on Australia's rough roads. The new Holden was powered by the rugged 'Stovebolt' six-cylinder OHV engine (later called the 'grey' motor), developing 60 bhp at 3800 rpm - enough for more than adequate performance at the time. The gearbox was a three-speed affair, with a column change. The Holden proved immensely popular with the Australian public and reached the coveted Number One spot in the passenger car market by 1950. The original 48-215 Sedan was joined by the Business Sedan and Utility, the latter arriving in 1951 and soon proving very popular with farmers and tradesman. By the time production finished in September 1953, more than 120,000 48-215 Holdens had been produced. Today, the FX series holds a special place in the motoring history of this country and its popularity with collectors into the future is assured.

The Corvette Stingray announced in 1968, has been tagged the C3 model in deference to its position as the third generation of America's only sports car. Drawing inspiration from the Mako Shark II show car, the C3 Stingray had pronounced 'Coke-bottle' lines that still manage to look beautiful and aggressive in equal measure. The styling was largely left untouched for the first few years of production and this was no bad thing, as the Stingray's original shape was always going to be hard to better. By 1971, the interior had come in for some revision, the bodywork was made by a new resin process and some minor changes to the mechanical specification (mainly a small reduction in the compression ratio to allow for lower octane fuels). The Corvette was sold in either of two body styles, namely a full convertible or the coupe, the latter actually featuring a targa-type roof arrangement with a pair of removable panels and removable rear window. The 1971 Corvette came with a 350-cid L-48 V8 developing 270 hp at 4800 rpm and a choice of either the Turbo-Hydra-Matic or four-speed manual gearbox. Included in the standard equipment list were vinyl upholstery, centre console and full instrumentation including tacho and an electric clock, disc brakes front and rear, a dual exhaust and tinted glass. Optional engines included the 330 hp LT1 or the various 427-cid big-blocks in various levels of tune, along with various heavy-duty manual transmissions to cope with the extra grunt. By 1971, the production of convertibles was down to 7,121 units and these early C3 'Vettes are becoming better appreciated as the years go by.

Launched at the 1963 Frankfurt Motor Show, Porsche's replacement for the 356 was initially badged the 901 (objections from Peugeot saw the car renamed the 911) and it went on to become one of the best-loved, fastest selling and most widely recognised sports cars of all time. Powered by a rear-mounted air-cooled flat-six engine of two-litres capacity, 911s built in the Sixties were characterised by fantastically communicative steering, sharp handling and willing performance - thanks in large part to their relatively low weight. In August 1967 the range was widened to three models, with the 911T replacing the slow-selling four-cylinder 912. Using a 110 bhp Type 901/03 derivative of the flat-six, the 911T was capable of over 200 km/h and came with the option of a new Sportomatic semi-automatic transmission, allowing for clutchless manual gearchanges. Early 911s are now valued collectors' pieces and pre-emissions cars, particularly unmolested examples like the 911T offered here, are valued for their purity of style and increasing rarity.

The futuristic SM was a sleek, low-slung coupe destined to become the French marque's flagship in the first half of the Seventies. Debuting at the Geneva Salon in 1970, the SM came about after Citroen took a controlling interest in Maserati and combined the 2.7-litre V6 derived from the Modenese Company's quad-cam V8 with front-wheel drive, hydro-pneumatic self-levelling suspension and hydraulic systems for the brakes and power steering. The Citroen set new standards for refinement and comfort and the dramatic shape helped the SM slip through the air to a remarkable top speed of 140 mph despite only having 170 bhp on tap (later 3-litre models had 190 bhp). The interior complemented the radical exterior, with an unusual single-spoke steering wheel and comprehensively equipped dashboard, with no shortage of novel features - European models were equipped with directional headlamps that swivelled as the wheels turned and a battery of warning lights kept the driver well informed. Production of the SM reached 12,920 units by 1975 before the fuel crisis killed off the car. Today, the SM is very much back in vogue and they are in high demand with collectors and enthusiasts around the world. Australia is fortunate in having a strong network of clubs, spares and experts to provide plenty of support for SM owners.

For 1966 Ford's motto was still of the "if it ain't broke don't fix it" variety so the Mustang was left largely alone, with only minor external changes to distinguish it from the previous years model. The '66 model can be identified by the floating Mustang badge in the centre of the grille and the three chrome strips on the simulated scoop ahead of the rear guards but otherwise the cool, clean styling remained unaltered. New safety regulations meant all 1966 Fords received front and rear seat belts, a padded dash, electric wipers and windshield washers as standard while front bucket seats with pleated vinyl trim were also included in all models. As usual, the buyer could choose between three basic body shapes - the coupe, fastback or convertible - and a wide range of engine and transmission options, all the way from a basic 120 hp six to a fire breathing 271 hp V8. Most popular of all remained the classic small-block 289-cid V8, as found here, available in three levels of tune (known as C, A and K-Code) to suit all driving types. The Mustang remained a runaway sales success in 1966, passing the 1,000,000 milestone and garnering an incredible 7.1 per cent of total American car sales. All the factors that made the Mustang so successful in the Sixties remain true today and they really do make an excellent choice for anyone looking for a classic muscle car.

Original rack with original enamel Mobiloil sign, original glass bottles. Tin tops are redecorated.

The W126 S-Class Mercedes-Benz range was launched in 1979 with the object of retaining the title of the world's best luxury car through the Eighties. With greater attention to aerodynamics (the W126 had a class leading 0.36 Cd), plus a number of innovative safety systems like ABS and SRS airbags that helped make the Mercedes the first production car able to meet stringent new criteria for surviving a frontal offset collision. The critically acclaimed S-Class was also commercially successful and a total of 890,000 were sold worldwide in 13 years of production. The W126 range consisted of the 280SE/SEL six-cylinder base models and two V8 models, the 380SE/SEL and 500SE/SEL. In 380 guise, the car was powered by the M116 motor with alloy block, single overhead camshaft and Bosch fuel injection to give 204 bhp. All V8s were sold with the sophisticated four-speed automatic transmission that helped Mercedes-Benz retain high levels of performance without sacrificing fuel economy. Inside, the W126 range was typically well thought out and equipped with every luxury amenity available at the time, all built to the highest possible standards.

Launched alongside the XK120 at the 1948 London Motor Show, Jaguar's new large saloon, designated the Mark V, was a traditional design utilising the overhead-valve in-line six-cylinder inherited from the pre-war SS. The Mark V had a new box-section chassis design, with independent front suspension using a torsion bar and double wishbones. Another big advance was the adoption of Girling hydraulic brakes and the car was sold in both 2.5-litre and 3.5-litre versions. The Mark V was marginally restyled from the previous model, with a more raked windscreen, thinner pillars and rear spats all contributing to the stylish lines and it was offered in both saloon and drophead form. There was still plenty of chrome, particularly around the grille and the leaping cat mascot was a popular option. The standard wheel was a 16-inch steel disc but wires are often fitted to improve the appearance today. The Motor magazine recorded the stately time of 20.4 seconds for 0-60 mph and a top speed of 90.7 mph. A total of 7,814 Mark V Saloons were built between 1948 and 1951 with the 3.5-litre engine and relatively few of these survive today. The Mark V Jaguars are ideal club cars, with plenty of room for friends and family, or the perfect classic wedding vehicle.

The Mark VI range was the first post-war production car from Bentley and marked a shift away from cars being individually coachbuilt to customer specifications towards standardised bodywork. The Mark VI was assembled at Crewe with the vast majority receiving a four-door saloon body made by Pressed Steel. The smaller, lighter Mark VI was oriented towards the owner-driver when launched in May 1946 and won universal praise for its excellent performance and road manners. Powering the Bentley was a 4257cc B60 six-cylinder engine with light alloy cylinder head, developing an estimated 130 bhp - making a genuine 100 mph possible. The chassis of the Mark VI had coil-sprung front suspension and rode on a 120-inch wheelbase, making the new model considerably more compact than pre-war models. During the lifespan of the Mark VI (and its successor, the R-Type) the Bentley sold very well in Australia - indeed, this country became the largest export market in the world for these cars. Today, the Mark VI is justifiably recognised as being a very underrated classic post-war saloon, with strong performance, excellent build quality and plenty of character available for a very reasonable outlay.

Launched in 1989 to replace the long-running 107 SL series, the new R129 was hailed as one of the most sophisticated sports cars on the planet and rapidly became the benchmark in its' class. Initially available with a choice of six or eight-cylinder engines, by July 1992 Mercedes-Benz had added their new M120 V-12 engine to the line-up as the new range topper. The R129 again offered the versatility of a removable hardtop (now with heated rear window) that effectively turned the convertible into a neat fixed-head coupe, with a soft-top for the summer months. In 1994, Mercedes-Benz changed their model nomenclature and the V-12 was re-badged the SL600 with the new system. Under the bonnet, the all-alloy DOHC V-12 displaced 6-litres and developed 389 bhp at 5200 rpm and 420 lb/ft of torque at 3800 rpm, using the latest ME 1.0 electronic fuel injection system from 1994. The only transmission available was a driver-adaptive electronically controlled five-speed automatic that perfectly suited the effortless nature of the V-12 engine. Suspension was independent front and rear, with a complex multi-link set-up at the rear, with an Adaptive Damping System and ABS both standard. The SL600 was always fiendishly expensive in Australia when new, ensuring the model's exclusivity here, with an eye watering list price of $351,705 in 1994.

Popularised by the movie "Easy Rider", the chopper movement really took off in the 1960s and continues to evolve today thanks to the popularity of companies like Jesse G.James' West Coast Choppers. With their heavily raked front forks and customised frames, the chopper is a uniquely American take on the traditional motorcycle, one ideally suited to the wide open spaces and vast freeway networks of the West Coast. Although every chopper is personalized to some degree, they invariably contain certain basic ingredients like a V-Twin engine, fat rear tyre, rigid-type frame and of course the heavily raked front-end. The modern chopper goes well beyond the traditional home-built method of construction, more often than not using factory kits and high quality billet aluminium parts. This American Ironhorse Texas Chopper was built on a soft-styled frame with 4-inch top tube stretch and 8-inch single down tube, plus a 42-inch rake (with crested 4-degree triple trees). The engine is an S&S sidewinder unit specifically made to American Ironhorse's specifications, with a 6-speed Roadmax gearbox, billet wheels, rear rive and disc brake inserts. Other features include Arlen Ness mirrors and 21-inch front/18-inch rear wheels.

The F-Series pickups from Ford have been in constant production since their introduction way back in 1948 and the F-100 of 1953 proved Dearborn's designers were capable of combining practicality with good looks. Since 1978, the F-Series Ford has been the best selling truck in America and, by 1987, had become the best selling vehicle in the country, displacing passenger cars for the first time. In 1997 a newly revised F-150 boasted aerodynamic styling with a choice of flareside or styleside rear beds and the latest incarnation of the F-150 was awarded ?Truck of the Year? by Motor Trend magazine. For the first time, fully independent front suspension and four-wheel disc brakes were introduced along with a new range of SOHC modular engines. For the 2000 model year, Ford collaborated with Harley-Davidson to produce a limited edition version of the F-150 that embodied all the legendary spirit of the Milwaukee motorcycle manufacturer. Starting with a SuperCab with styleside pick-up bed, Ford lowered the suspension one inch and added massive chromed 20-inch alloy wheels on Goodyear P275/45R20 Eagle GTII tyres along with an exhaust system with twin 3.5-inch chrome tips tuned to produce that unique 'hog' sound. External differences included menacing black paintwork with a chrome nerf bars, special Harley-Davidson badging and a unique grille. Inside the cabin is tastefully trimmed in black leather with Harley logos, six-disc in-dash CD player, electronic temperature control system and unique instrument cluster. A few changes were made to the model by 2003, including a supercharger to boost power to 340 bhp, along with a billet-style grille, the option of black on silver paint and ABS as standard.

The patrician Packard straight eights are amongst the most coveted of all American classics, with superb engineering, wonderful styling and a build quality of the highest standard - for years the Packard was in a class of its own. That Packard were able to survive the Great Depression, a time when huge numbers of automobile manufacturers disappeared, and managed to sell relatively large numbers abroad is further proof of the inherent quality found in these cars. By the mid-1930s, with the luxury car market in general decline, Packard decided to expand their range to include a new mid-level model. Known as the 120, the new car was introduced in 1935 with the L-head straight eight and an extensive range of body styles catalogued. For 1938, the 120 was known simply as the Eight and the Sixteenth series chassis was introduced on the 20th of September, 1937. The standard wheelbase was slightly longer than the 120, at 127-inches, again using an extremely rigid X-member frame with advanced suspension and hydraulic brakes. Changes included a new grille and bonnet, more rounded lines and a ?V? windscreen. The 1601 Eight was offered with a range of body styles including the touring sedan, club coupe, convertible sedan, business coupe, convertible coupe and Deluxe touring sedan. The Eight was powered by a 282-cid straight eight developing 120 horsepower at 3800 rpm and 22,700 units were made, reflecting a general downturn in sales. Packard's customers were a loyal bunch and this was reflected in their advertising slogan of the era, namely "Ask the man who owns one".

The year 1958 ushered in some big changes at General Motors, particularly with the retirement of Harley Earl and the changes wrought by his replacement Bill Mitchell, who preferred a cleaner, less cluttered look. Using the same X-frame as the 1957 Cadillac, the 1958 models had all new styling with four headlamps, full-width jewelled grille, upswept tail fins with twin bullet tail lamps plus different chrome mouldings. The Series 62 line consisted of the hardtop sedan and coupe, DeVille sub-series of both, and the convertible. Under the bonnet Cadillac continued with the 365-cid V8 with a Carter four-barrel carburettor and 10.25:1 compression ratio, giving a very healthy 310 hp at 4800 rpm. Optional features on the 1958 range included cruise-control, high-pressure cooling system, two-speaker radio (with automatic signal-seeking) and an automatic parking brake release. Sales fell in 1958 due to the general downturn in the economy, with only 121,778 Cadillacs built in total. Surviving examples are now sought after classics from the Fabulous Fifties era, particularly the more desirable two-door models.

The earliest chapter of Wolseley's history has a strong Australian connection, with Frederick York Wolseley arriving in Melbourne in 1854 to seek his fortune, eventually developing the first commercially successful mechanical sheep shearing machine that transformed the wool industry both here and abroad. Initially based in Sydney, Wolseley transferred operations to England in 1889, where employee Herbert Austin subsequently took over the role of General Manager. It was under Austin's leadership that Wolseley began building automobiles in 1896, having designed and experimented with them in secret - the directors of the company were apparently suspicious of these new fangled machines. After joining Wolseley as Sales Manager in 1905, John Siddeley became General Manager after Austin's abrupt departure and his Siddeley Autocar Company of Parkside, Coventry merged with Wolseley, selling cars badged as Wolseley-Siddeleys until 1910. The cars they built in this brief period are highly regarded today and one is believed to have belonged to Queen Alexandra. Very few Wolseley-Siddeleys have survived (according to Bill Smith's recently published tome 'Armstrong Siddeley Motors' just 17 are presently accounted for) - a few examples remain on display in museums around the world and an equally small number are hidden away in private collections.

With the introduction of the LC Torana range in 1969, Harry Firth - then Competitions Manager at Holden - saw the future of touring car racing lay in the smaller, lighter and ultimately more reliable Torana. Based on the sportiest model in the range, the GTR, the new XU-1 had its Bathurst debut in 1970, with three Holden Dealer Team entries and several privateers doing battle with the Falcon GT-HOs. With promising results in 1970 and again in 1971, Holden released an updated XU-1 based on the LJ series Torana for 1972 with revised styling plus a number of interior components lifted from the new HQ range. Mechanically, the XU-1 was used to homologate various components like heavy-duty springs, revised camshaft and lightened flywheel. With Globe Sprintmaster wheels and 3.08:1 diff, the Toranas were now capable of touching 225km/h down Conrod Straight. At Bathurst in 1972, the wet weather and driving genius of Peter Brock combined to defeat the mighty GT-HOs in the Hardie Ferodo 500 and the XU-1s went on to win the 1973 Australian Touring Car Championship, earning the ?Giant Killer? reputation along the way. The production LJ XU-1 boasted some pretty impressive performance figures, the 202-cid six churning out 190 bhp at 5600 rpm, and breathing through triple Stromberg carburettors. The Torana's body image was improved with a big bootlid spoiler, blackouts and some wild colours (and names) along with a 17-gallon fuel tank. With combined figures of around 3,300 XU-1s in both LC and LJ versions, very few unmolested original examples remain intact, with most having either been written off years ago or restored from the ground up. Prices of genuine XU-1s have shown rapid appreciation in recent times and this trend looks set to continue, with interest in these iconic muscle cars continuing to be strong.

Universally acknowledged as one of the prettiest cars ever made, the Lotus Elite was Colin Chapman's first attempt at a civilized road car in 1957. With an advanced specification, the Elite (Type 14 in Lotus numbering system) was built around a monocoque entirely constructed of fibreglass, with bodywork styled by Peter Kirwan-Taylor using input from aerodynamicist Frank Costin. The Elite boasted ultra lightweight construction (it weighs just 625 kg with fuel on board), Girling disc brakes all round and fully independent suspension derived from contemporary Lotus race cars. Under the bonnet, the Coventry-Climax FWE four-cylinder engine displaced 1216cc and developed 75 bhp (later models had twin SU carburettors to give 85 bhp) and the original BMC gearbox was replaced with a stronger ZF unit. As well as a successful road car (Lotus sold 988 plus a few more in kit form), the Elite proved a winner on the track, scoring class wins at Le Mans six years in succession and Leo Geoghegan took out the 1960 Australian GT Championship. Contemporary road tests confirmed the Elite's potential, recording a 0-100 km/h time of 11.4 seconds and a top speed of 180 km/h. Today, the Elite remains a popular vintage racer around the world, the combination of lightness, agility, balance and lively performance making it a real pleasure to drive on either road or track.

Replacing the Testarossa as Ferrari's flagship model in 1996, the 550 Maranello was a return to the traditional front-engined format last seen on the classic 365 GTB/4 Daytona. The 550 was a grand tourer in the best sense, with plenty of interior space in the luxuriously trimmed cockpit and a decent boot capable of taking a set of golf clubs. Performance was a big step up from the outgoing F512M thanks to a revised version of the 5474cc 65-degree V12 first seen on the 456 2+2. The F133 twin-overhead camshaft engine drove the rear wheels through six-speed transaxle, delivering a very healthy output of 485 bhp at 7000 rpm yet was entirely tractable thanks to the latest Bosch Motronic M5.2 digital engine management system. This all added up to scintillating performance, with the 550 Maranello capable of reaching 0-100 km/h in just 4.3 seconds on the way to a top speed of 320 km/h - the new model even lapped Fiorano three seconds quicker than the mid-engined F512M. The svelte light alloy bodywork was again styled by Pininfarina, harking back to its predecessors like the Daytona without being overtly retro, and was without doubt one of the best looking of all modern Ferraris. The chassis was constructed of high tensile tubular steel with advanced suspension, including a variable damper control system with both Normal and Sport settings, speed variable power steering and 18-inch wheels. Acclaimed at its launch, the 550 Maranello remained in production from 1996 until replaced by the 575M in 2002 and approximately 3,600 were made in this period. Without doubt one of the most useable exotics built in recent years, the 550 Maranello is beautifully built, amazingly tractable missile and has the added advantage of becoming increasingly affordable.

Original rack with original screenprinted sign. Original glass bottles. Plastic tops are redecorated.

Originally announced in 1969 as an affordable sibling to the 911, the 914 was a sales hit - particularly in America, where the fashionable targa styling and mid-engined layout captured the imagination of a generation of sports car enthusiasts. The 914 fulfilled a brief similar to the Boxster of today, in offering Porsche ownership at a more affordable price and - again like the Boxster - featured a mid-mounted engine but with coupe bodywork by Karmann with a lift-out roof panel. Despite some criticism of the unusual styling, the 914 was a sales success, particularly in America, and almost 119,000 were built over seven years of production. Porsche sourced a number of parts for the 914 from Volkswagen but the model was a genuine sports car, with superb handling and razor sharp steering. Indeed, the 914 was more than just the sum of its parts, having been designed around the Porsche philosophy of driving in the purest terms. Originally sold with a mid-mounted 1.7-litre flat four motor based on Volkswagen's air-cooled design, the 914's engine developed 80 bhp and featured fuel injection. Although marketed exclusively as Porsches in America, the 914 was known as the Volkswagen-Porsche in Europe and sold through VW dealerships there. In 1973, Porsche replaced the short-lived six-cylinder variant - the 914/6 - with a full 2-litre four-cylinder with more power, while the base model was uprated to the 1.8-litre with Bosch L-Jetronic fuel injection, developing 76 bhp. Also new for 1973 were some minor revisions to the bumpers on American models to cope with Federally-mandated regulations and emissions controls. Other revisions saw the transmission linkages improved, the window winder mechanism resolved and many regard the 1973 models as the best of the lot - certainly sales peaked that year, reaching 27,660, with the vast majority of these sold in the USA.

The Mark VI range was the first post-war production car from Bentley and marked a shift away from cars being individually coachbuilt to customer specifications towards standardised bodywork. The Mark VI was assembled at Crewe with the vast majority receiving a four-door saloon body made by Pressed Steel. The smaller, lighter Mark VI was oriented towards the owner-driver when launched in May 1946 and won universal praise for its excellent performance and road manners. Powering the Bentley was a 4257cc B60 six-cylinder engine with light alloy cylinder head, developing an estimated 130 bhp - making a genuine 100 mph possible. The chassis of the Mark VI had coil-sprung front suspension and rode on a 120-inch wheelbase, making the new model considerably more compact than pre-war models. During the lifespan of the Mark VI (and its successor, the R-Type) the Bentley sold very well in Australia - indeed, this country became the largest export market in the world for these cars. Today, the Mark VI is justifiably recognised as being a very underrated classic post-war saloon, with strong performance, excellent build quality and plenty of character available for a very reasonable outlay.

As a piece of automotive chic, the Pagoda-roof Mercedes-Benz SL of the 1960s has few peers. The clean, crisp shape by Paul Bracq remains as stylish today as it did when new and the dished hard-top at once gives the SL an individual air and impressive versatility - it can be enjoyed as a roadster, complete with a soft-top for occasional showers, or with the hard-top in place, becomes a snug coupe perfect for winter months. Launched in 1963 and simultaneously replacing both the 300SL and 190SL models, the W113 SL range was initially available with a 2.3-litre six-cylinder engine featuring a light alloy block, single-overhead camshaft and Bosch fuel injection with six-plunger injection pump. Rated at 150 horsepower, with a maximum torque of 144.5 lb/ft, power was delivered to the rear wheels via four-speed manual gearbox, with an advanced four-speed automatic optional. Stopping power was via an ATE dual circuit hydraulic system, employing Girling discs up front. In 1966, the 250 SL was announced with a larger 2.5-litre motor lifted from the contemporary S-Class sedan and the unit - designated M129 by Stuttgart - now had a seven main bearing crankshaft (instead of four) for smoother running and a longer stroke to improve torque. Other changes were made to the SL's chassis at the same time, with rubber-bushed suspension eliminating the need for greasing during servicing and ATE disc brakes were fitted at the rear, along with slightly wider rims, a choice of back axle ratios and a limited-slip diff. With its replacement, the 280 SL, arriving just eleven months after the first 250 SL left the Stuttgart production line, it was always going to be the rarest of the 'pagoda' family and just 5,196 were built in total - with many pundits claiming it was the best of the lot. While values of other classics rise and fall according to the latest trends, demand amongst enthusiasts for the Pagoda-roof SL range has remained strong for many years. As an investment that can be enjoyed on a daily basis, the 230SL Mercedes-Benz makes a lot of sense.

Ford's third generation Mustang was launched in 1969, with a body that was larger in every dimension although the wheelbase remained unchanged at 108-inches. With quad headlamps, a more sharply raked windscreen and slightly lowered stance, the 1969 Mustang certainly looked the part. The Mustang was still sold in three body styles - convertibles, hardtop coupes and fastbacks (albeit renamed the Sportsroof) and was available with an expanded range of engine/transmission combinations. Inside, the Mustang came in for the most dramatic reworking yet, with twin 'pods' and on cars specified with the Deluxe Interior Group there was plenty of simulated woodgrain, full instrumentation and clock. Ford's luxury pack for the Mustang was the Grande, with Deluxe Decor Group with wire-wheel covers, twin colour-coded side mirrors, stripes and Grande lettering on the C-pillar. For a lot of Mustangs fans, the '69 is one of the best looking years and the Grande convertible on offer here, finished in the Ford colours of blue and white, is a beautifully presented cruiser that never fails to turn heads.

The original, and to many still the best, of the "ponycars" that flooded the domestic market in the mid-1960s was Ford's Mustang. Indeed, so popular was the Mustang that it broke all kinds of sales records for a new model when it was first launched mid-year, on the 17th of April, 1964 to be exact. The combination of good looks, a huge range of options and that most intangible of assets - image - proved irresistible to new car buyers. With production commencing mid-way through the 1964 model year, the first full season for the Mustang was in 1965 and so only minor changes were made, chiefly to the electrical system, switching from a generator to an alternator. The choice of engines was further extended and the small-block 289-cid V8 was made available in three states of tune, while biggest news of all was the addition of a stylish new fastback coupe body to the range, with two-plus-two seating. Carroll Shelby contributed to the popularity of the fastback style, using it as the basis of his famous Shelby Mustangs, and it remains the most sought after shape today. The timeless appeal of the Mustang can be attributed to the combination of all the original virtues that made them so popular in the 1960s, with a great deal of cool today. With parts still readily - and cheaply - available, Mustangs are easy to work on and restore and always rewarding to drive.

Drawing inspiration from the Mako Shark II show car, Chevrolet's third generation Corvette (the Sting Ray badge was dropped temporarily) was introduced in 1968 and promoted as "all different all over." The C3 Corvette was a beauty queen with macho attitude, the pumped up 'Coke bottle' lines devoid of any superfluous detailing or chrome. Neat touches like the push button arrangement instead of door handles, hidden windscreen wipers gave a sleek, aerodynamic shape. The Corvette was sold in either of two body styles, namely a full convertible or the coupe, the latter actually featuring a targa-type roof arrangement with a pair of removable panels and removable rear window. Very few changes were made to the styling for the 1970 model year apart from a new grille design and fender vents, while the seats and belts were improved inside. The base model 1970 Corvette came with a 350-cid V8 developing 300 hp and a choice of either the Turbo-Hydra-Matic or four-speed manual gearbox. Included in the standard equipment list were vinyl upholstery, centre console and full instrumentation including tacho and an electric clock, disc brakes front and rear, a dual exhaust and tinted glass. Optional engines included the 350 hp L46, 370 hp LT1 or the 390 hp 454-cid big-block, along with heavy-duty manual transmissions to cope with the extra grunt - the 454/390 also had 500 lbs/ft of torque on tap. Chevrolet built 10,668 convertible Corvettes in 1970 and these pre-emissions cars still managed to turn some very respectable numbers - the big-block 454/390 was capable of reaching 0-100 km/h in a little over five seconds. Early chrome-bumper C3 Vettes are becoming increasingly popular with collectors, particularly big-block convertibles, and the car on offer here ticks all the right boxes.

With the advent of the all-new HK model, Holden introduced a two-door fastback version, badged the Monaro, to appeal to younger buyers influenced by the burgeoning muscle car trend in America and also to provide General Motors with a frontline weapon on the racetrack. The HK range had the option of two imported V8 engines sourced from Chevrolet, the 307-cid and 327-cid units, the latter being the same small-block unit used to power the Corvette - a tradition carried on by Holden until recently with the latest Monaro. With 250 horsepower at its disposal, the HK 327 needed a beefed-up transmission and Holden used the Saginaw close-ratio four-speed manual, along with a limited slip diff and power disc brakes up front. Various suspension components were homologated for racing, including stiffer springs and shock rates at the front, bigger stabiliser bars, four-leaf semi-elliptic springs and radius rods at the rear. Other changes included a 25-gallon long-range fuel tank and the price when new was $3,790. All Monaro 327s came with the GTS dress-up package that included unique offset stripes and interior enhancements like the console-mounted tacho. Bruce McPhee, driving a privateer entry, secured victory for Holden driving his HK Monaro 327 over the vaunted Falcon GTs, guaranteeing a place in history for the model. Of the classic Monaros, none is more sought after today than the HK 327 and it will always command a significant premium over lesser models.

Launched alongside the all new, Australian designed and built XA Falcon, was the luxury version, again badged as the Fairlane and coded the ZF model in Ford's parlance. Available in both six and eight-cylinder models, the Fairlane was sold as either the Custom or 500 and both featured power-assisted front disc brakes as standard (four-wheel discs were an option when the 351-cid V8 was fitted). The Fairlane differed from the Falcon in having revised front and rear sheetmetal, with four headlamps and full-with tail lights. In November 1973 the revised ZG Fairlane was announced, with a mild facelift and some changes to the suspension set-up for an improved ride and better handling. The standard engine in the Custom was the 250-cid six, while the 500 received the 302-cid V8 but both could be ordered with the 351-cid V8 for even more performance. Cruiseomatic column-shift auto was standard on both Fairlane models, with the console-mounted T-Bar auto optional. The ZG Fairlane remained in production until May 1976 and has always been well regarded by those who appreciate the space, comfort and performance afforded by these classic Aussie luxury cars.

Replacing the Walkinshaw with a new Group A SS in 1990, 'Holden Special Vehicles' took the all-new VN Commodore as its base and created a highly developed sports sedan, again with the intention of homologating the car for Group A touring car racing. Along with a highly developed version of the 5.0-litre V8, HSV installed the ZF six-speed manual transmission sourced from the Chevrolet Corvette ZR-1, resulting in excellent performance. Starting with a stronger four bolt main block, the V8 used twin throttle body fuel injection and was fitted with special pistons, rods and crank, developing a conservative 215 kW with the emphasis being on both reliability and durability for racing. The Group A SS was capable of sprinting from 0-100 km/h in just 6.5 seconds and could do the quarter-mile in 14.5 seconds, figures few European sports saloons could match. The Group A rode on special 17-inch alloy wheels and 235/45/ZR17 rubber (a first for an Australian car) and featured a full body kit with front spoiler, side skirts and rear deck lid, while the brakes and suspension were also beefed up. Although 500 examples were to have been made, just 302 cars were completed due to a change in the rules and the VN would be the last Group A car made by HSV as a result. All were painted maroon with grey cloth upholstery on the newly designed sports bucket seats. The recent boom in Australian muscle car prices has seen interest in the VN Group A Commodore soaring and with relatively few unmodified, original examples still on the road finding a good car for sale is becoming increasingly difficult.

The legendary Falcon GT series evolved from the relatively understated XR into the thundering XW/XY GT-HOs that totally dominated touring car racing in the early 1970s and these cars remain amongst the most coveted of all Aussie muscle cars from this golden era. When Ford updated the XT Falcon into the XW in 1969, there was no question there would be a GT version, it was just a matter of when - in the end, the GT was launched five months after the regular production model. The XW GT was a fantastic looking car, with an offset bonnet scoop and matt black bonnet panels, front spoiler, Super Roo decals and twin driving lights that were - and still are - enough to warn slower drivers of more mundane cars that something special was rapidly filling their mirrors. Using the Windsor 351-cid engine for the first time, the big V8 boasted a four-barrel Holley carburettor, 10.7:1 compression ratio and hydraulic valve lifters to develop a very healthy 290 bhp. The GT was fitted with a four-speed manual as standard (with a three-speed FMX gearbox optional), had a limited-slip differential and uprated power-assisted disc brakes up front. The wheels were 14-inch 12-slots while the interior had a full complement of gauges, including a speedo calibrated to 140 mph. The Falcon GT was a genuinely quick car, capable of reaching 200 km/h, and cost $4,200, representing a substantial premium over the standard Falcon. The GT, and GT-HO offshoot, fared badly at Bathurst in their first attempt in 1969 but Allan Moffat turned the table on the Holdens in 1970 to score a memorable victory. Today any original Falcon GT is a desirable collectors item - hardly surprising given how few were built - in total, just 2,287 XW GTs left the factory in 1969-1970.

The mainstay of Ferrari production during the Seventies and Eighties was the mid-engined V8 range, the first 308 GTB of 1975 boasting stunning bodywork from master stylists Pininfarina, race-bred engineering along with excellent performance and was hailed by several magazines as being the best Ferrari yet. The need to meet stringent new emission legislation saw the adoption of Bosch fuel injection in 1980 and the consequent drop in performance was rectified in 1982 with the introduction of four-valves-per-cylinder heads on the Quattrovalvole model. Evolving from the beautiful 308 series in 1985 was the new 328, the new designation indicating an increase for the V8 engine capacity to 3185cc. Power rose to a healthy 270 bhp at 7000 rpm, the Marelli electronic ignition changed to the latest Microplex system, a hydraulically-operated clutch was adopted and ABS was standardised from mid-1988. Answering criticisms regarding cabin ergonomics, the 328 series had a comprehensive interior redesign while externally the styling was refreshed with new panels below the beltline along with a variation on the classic five-spoke 16-inch alloy wheels. The 328 is both a practical and very usable Ferrari, offering plenty of performance, sexy looks whilst being relatively affordable. Much rarer than its GTS counterpart, only 1,344 GTBs were made in total and the model was never officially sold in Australia, making them comparatively rare in this country.

Back in the Swinging Sixties, one of the coolest muscle cars to hit the road in America was the Shelby Mustang, a high performance variant of the original Ponycar. Carroll Shelby, whose Cobras were already famous for beating Ferrari at their own game, turned his hand to building a new hero model for the Mustang range nearly four decades on. In 2006 Ford and Shelby reunited with a new version of the latest Mustang, kicking off with the GT-Hertz that evoked the famous "Rent a Racers" from 1966, right down to the black paint with gold stripes. In 2007, Shelby launched the biggest, meanest Mustang yet in the form of the GT500, boasting a 500 hp (373kw) supercharged version of the 5.4-litre modular V-8 engine and six-speed Tremec manual gearbox. The GT500 also comes with a full body kit, special 18-inch alloy wheels and a chassis tuned by SVT to handle the massive power. Inside the Shelby GT500 is comprehensively equipped, with full leather upholstery and Snake logos. The GT500 is a brutal performer on the road, with Car & Driver magazine recording a 0-60 mph time of 4.5 seconds and a quarter-mile time of 12.9 seconds in standard form.

Holden's first attempt at a sport coupe, the Monaro, proved so popular in its original HK guise there was no question it would continue on with the facelifted HT series introduced in May 1969. The most obvious external change was a revised grille made from ABS plastic, along with a more squared-off rear section, with stacked taillights. Although the Monaro range was essentially as before, the Bathurst 327 was replaced by the new GTS 350, using Chevrolet's 350 small-block V8. This became Holden's new Bathurst hero, with Harry Firth masterminding the Holden Dealer Team operation for the first time. Colin Bond teamed up with Tony Roberts to score a fine win in the Mount Panorama enduro, while Des West and Peter Brock joined forces to finish third. Most Monaros were equipped with the more prosaic 186 six-cylinder or 308 V8 (once stocks of the imported 307 dried up) and automatic transmission gained in popularity - not every Monaro owner was looking to go drag racing and even GTS 350 models were available with the Powerglide. The GTS package added bonnet scoops, stripes and unique wheel trims, along with the option of houndstooth trim. Six-cylinder GTS models used the uprated 186S engine. Other mechanical improvements made across the HT range included the adoption of neoprene rubber front suspension bushes to replace the old steel bushings on the HK, resulting in a much more comfortable, quieter ride. The interior also came in for some revision, with a new seat design, door trims and revised instrumentation using more conventional round dials in place of the HK's old strip speedo. The HK/HT/HG Monaros are reaching new levels of popularity with collectors, as they become properly appreciated for their place in Australian motoring history.