Tag Archives: radwood

Hold up! This won’t be your typical listicle. Because this time, it’s all about my favorite five! Or who knows? They could be yours, too. Each year, at the beginning of December, Hagerty delivers an early Christmas present to the automotive community in the form of the annual Bull Market list. These predictions draw upon the brain trust that helps Hagerty accurately peg collector car valuations, using key statistics that range from insurance quote requests to the age of potential owners and even how many cars leave the country each year—all with the goal of selecting ten vehicles that seem set for a rise in value in the coming 12 months.

A word with Hagerty before we begin…

After perusing the list, I spoke with the Bull Market concept’s progenitor, Hagerty VP of Content Larry Webster, to suss out whether his impressions of the cars matched my own. But first, he cautioned me that nobody should just pick one of the cars at random and expect to make money hand over fist.

“We publish this data just to say we do have a sense that there’s some knowledge and some expertise here,” Webster said. “But you know, this is not to replace your 401(k), it’s just to show how cheap owning and enjoying one of these cars could be. That is the goal, first and foremost, is to really help people feel comfortable about investing a significant amount of money in a classic car.”

In total, Webster estimates that over seven years of Bull Market prophecies, about 90% of cars have earned value since appearing on the lists. But as always, the old investing caveat that past success does not guarantee future performance comes into play. Actually, compiling this new list required a bit more effort than over the past handful of iterations since recent boom times (pandemic-related or not) seem to be nearing an end. 

“It’s definitely a buyer’s market at the end of 2023,” Webster said. “The past few years, taking a guess, you were likely to be right that the car would go up in value, especially as you factor in inflation. So now, the hardest part for us is making sure we have a good cross-section of cars. And that means not only price, but also era.”

For collectors and enthusiasts alike, our five faves may one day spike in value. But at the very least, anyone who decides to take a leap of faith can hope to potentially break even over the course of ownership, maybe with a little luck thrown in for good measure.

This year’s Bull Market list ran the gamut from boomer backup options to oft-maligned 21st-century masterpieces. Here at Acceleramota, our predilections certainly lean towards the latter, so our favorite five cars mostly hailed from the late ‘90s and early 2000s: the Plymouth Prowler, Jaguar XKR, E92 BMW M3, Mitsubishi Pajero Evolution, and Jeep CJ-8 Scrambler. 

(Editor’s note: The added insight and provided photography wouldn’t be possible without the amazing people behind Hagerty. A million thanks to Larry Webster for chattin’ it up with Michael, and a million more to photographers Cameron Neveu and James Lipman. Don’t worry. We promise we’ll never stop driving.)

1997-2002 Plymouth Prowler

Of course, we need to start with the most controversial and unexpected inclusion on the 2024 roster: that unbelievable bit of retro nostalgia known as the Plymouth Prowler (later sold with Chrysler badging, in purest Chrysler fashion). No matter the nomenclature, though, nobody understood the Prowler when it debuted in 1997. Presumably, a bunch of Chrysler engineers came back from a bender with the goal of reviving hot-rod enthusiasm in Detroit, only to pitch the bean counters who then shot down any hopes of real fun.

The resulting parts-bin special lacked a V8 engine, instead using a 3.5-liter V6 paired with a four-speed automatic. Talk about missing the mark within a tiny, open-wheeled, fender-flared wedge body. A matching trailer even came optional from the factory to compensate for the lack of storage space, an indication that a lame powertrain and creature comforts simply couldn’t live up to what must have been a rip-roaring original concept. 

And yet, I recently rode in a Prowler and found myself surprised at the engine’s pep, the transmission’s aggressive shifting, and the overall fun of rolling around at axle height of modern SUVs and pickup trucks. Still, with other retro designs that include the Chevy SSR pickup truck, the PT Cruiser, and the HHR, the Prowler stands out as perhaps the boldest—and it could be argued that the retro craze it typified then helped to revive the Camaro, Mustang, Charger, and Challenger for the current modern muscle car era. Webster thinks Chrysler possibly jumped headlong into the historicity a little prematurely, way back when.

“I kind of wonder if that car was 20 years too early,” he mused, “You’re sort of aiming for this boomer audience that grew up with those hot rods… The idea of substitution is happening where, as the interesting cars go up in value, folks start to look around and say, ‘Hey, I’ve got 30 grand, not 60, what can I get and what’s fun and what’s interesting and what’s really uncommon?’ And the Prowler really fits that list.”

Whether enough Boomers decide to give up on their ‘32 Deuce dreams and buy a Prowler in 2024 seems dubious, personally, given the impressive range of current muscle cars on the market today. Then again, for pure entertainment’s sake, I sure hope to see more of these latter-day hot rods hitting the roads, and maybe Hagerty has provided just the nudge they need.

2000-2005 Jaguar XKR

Around the turn of the millennium, Jaguar also leaned into smooth retro-inspired styling to release the XK8 and its top-spec trim, the high-performance XKR. Both came in coupe and convertible form, helping to stoke a fire under Ford’s ownership that had dimmed into embers thanks to a series of bland touring sedans over the previous decades. The marketing push even included silver screen stardom—sort of, anyway—when Tim Allen drove an XK8 in the 1997 rom-com For Richer or Poorer. But the XKR’s powertrain, for the time, was definitely no joke.

Stepping up to the R added a 2.0-liter Eaton supercharger and dual intercoolers to the XK8’s 32-valve V8, bumping output up to 370 horsepower and 387 lb-ft of torque. Later years also included a step up to 4.2 liters and even a new ZF six-speed automatic. In my mind, the XK8’s clean lines always housed a rat’s nest of treacherous electrical gremlins, but Webster disagreed.

“A lot of people bought ’em and parked them, so they didn’t drive ’em,” he said, to the surprise of nobody. “And that was almost over a decade after Ford bought Jaguar, so I know there’s still a lot of jokes, and maybe that XKR is not as reliable as an Accord, but that Jaguar is just a lot of car for the money. You get a powerful, stylish, very comfortable convertible with a top that works. And the coupes are gorgeous.”

Having never even sat in an XK8 or XKR, I wondered whether Jaguar’s boat-like driving dynamics carried over to the new era under Ford. Hagerty’s team each year drives all the Bull Market cars, so I figured Webster might know first-hand. Sure enough.

“The XKR versions are surprisingly sporty,” he explained. “I know what you mean. Just a regular XK was exactly like you’re talking about. But when you went to the R version, they’re crisp, very responsive, and very capable sports cars that nobody thinks of in that way.”

At around $20,000 or so, Jag’s combination of design and power sounds moderately respectable, even if a curb weight of 3,700 pounds makes me doubt any true canyon carving capabilities. But with zero personal knowledge backing up that impression, I can only hope that this Bull Market entry can fly under the radar enough to help the potential purchase price stay low enough for the right buyer.

2008-2013 BMW M3

Probably the least surprising car on the 2024 Bull Market list also sits at the top of the performance spectrum: BMW’s E9X-generation M3. On second thought, though, the fact that anyone might have called the E92 M3 something of a sleeper seems doubly surprising. Doesn’t everyone already know about this car?

For enthusiasts in general and BMW fans in particular, this M3 stands apart from the pack as the only generation with a V8 engine, which received individual throttle bodies helping produce a screaming redline of 8,400 RPM. Sure, the curb weights started creeping up once BMW ditched the naturally aspirated inline-sixes of the E36 and E46 generations—and, critically, before turbochargers entered the conversation—but at least in coupe form, an E92 still weighed between 3,500 and 3,600 pounds.

That high-flying 4.0-liter S65 V8 also put down 414 horsepower. Don’t forget a six-speed stick shift. And, again, talking in strictly coupe form, it is quite possibly the last clean profile in BMW’s illustrious, then incomprehensible design history. But again, everyone knows all this, right?

“I did hear someone say we may have been maybe a year or two late on that E92,” Webster admitted. “A lot of what the Bull Market does, especially with newer cars, it just tracks when the depreciation curve bottoms out.”

High-mileage E9X M3s have long hovered above $30,000. And Hagerty believes excellent condition cars already sit higher than $40,000. I find an M3 trading hands for the same money as a 996 Porsche 911 Turbo completely insane, so the prospect of serious appreciation and profits here seems minimal—but for a driver’s car with the rod bearing job already done, maybe anyone who buys an E92 M3 can manage to at least avoid dropping too much cash throughout their ownership since it will inevitably drip coolant all over the driveway on a regular basis.

1997-1999 Mitsubishi Pajero Evolution

This year’s Bull Market list included one car never sold in America originally, something that Webster and his team typically try to avoid when possible. But nobody can resist the infection that already plagued me years ago, and it’s at this point that I must admit I already own a Mitsubishi Pajero Evolution. So, take everything from here on with a grain of salt, even as I attempt to do my utmost journalistic responsibility and present the greatest car ever made in a fair and balanced light.

The PajEvo, as those of us in the know call it, is obviously the star of the show. It’s also likely the second-rarest on this list, other than the Lamborghini Countach 25th Anniversary, with a total production run estimated at only around 2,500 units. And the Mitsu’s fender flares entirely outshine the Lambo’s since only one of the two cars can claim legit rally provenance as a true homologation special. Webster’s main reason to perhaps slash the Pajero Evolution from this year’s list came down to availability. 

“Last year, the valuation team had this Nissan Pulsar,” he revealed, “A JDM, really cool hot hatch. And I rejected it because I said, ‘Look, people have to be able to buy these things. If there’s five of ’em in the country, of course, they’re going to be worth more.’ And then when this one came up, I gave ’em the same argument, was very against it. But they convinced me that there were enough around that there actually is a market. You could buy one.”

Knowing a fellow Montero owner on the valuation team, I assured Webster of the relative availability. There’s even a nice one for sale in Downtown LA right now! In fact, once past the 25-year rule, a wave of PajEvos immediately hit auction sites and online listings, so my cohorts and I believe about 60-70 examples have already landed, with more on the way. But values definitely peaked early, then hit a bit of a trough—from which I keep waiting for this Evo to climb out.

As the winningest Paris-Dakar Rally car of all time, with hilarious Batman-meets-Gundam angles, a 3.5-liter MIVEC V6 engine with port injection tuned to “276 horsepower” during the Gentleman’s Agreement years, and a wheelbase about as short as an Escort Cosworth, this Pajero leaves all kinds of third-world truckiness behind. It’s fast! It’s a billy goat off-road! And it’s comfortable, with unique Recaro seats, too.

Of course, finding the boatload of parts unique to the Evo presents a challenge, and I do worry about ripping around on dirt trails—not enough to stop me, though. My main fear driving the PajEvo? That value will climb enough that I simply have to cash in and lock in my potential profits. So yeah, thanks, Hagerty.

1981-1986 Jeep CJ-8 Scrambler

For the most knowledgeable JDM collectors who do covet a Pajero Evolution and who have the money to buy a pristine example, any real off-roading will probably never take place. But anyone who wants a classic 4×4 to wheel with confidence can take a look at another of this year’s Bull Market inclusions, the Jeep CJ-8 Scrambler. Something of a predecessor to the modern Jeep Gladiator pickup, the Scrambler similarly tacked a small truck bed onto the back to mix off-road capability with work duties and daily utility. 

The Scrambler can easily match or eclipse the quintessential Americana of two other classic Detroit icons on Hagerty’s list, the Chevy Impala SS or Chrysler Town & Country (not the boxy minivan, though, which I’d love to see make an appearance someday). Surely, the pandemic-inspired off-roading boom helped Hagerty pick this Jeep, right?

“We’re just seeing so much more interest in vintage SUVs,” Webster said. “And you know, the funny thing is, you could count on your hand the number of off-roading vehicles built in the seventies and eighties. Scouts, CJs, Broncos, the early Blazers, and you’re done.”

Scouts and Broncos have already hit the moon, with the K5 Blazer well past low Earth orbit, too. But then I mentioned that I’m currently shopping for a Mitsubishi Mighty Max to haul around motorcycles—yes, I am aware that nobody can help me—and maybe a Scrambler might be a  perfect option, too. Webster laughed.

“You’re too young for this, but that truck had a really cool ad campaign, which I think does a lot for its value later on,” he recalled. “They had the Jeep Scrambler, the pickup version, with a couple of dirt bikes in the back, and that was the photo in their print ads. So my generation gets to that age where they have some disposable income, they’re going to look for something like that.”

In comparison to the Pajero Evo, finding parts and registering a Scrambler both sound much more reasonable. And much lower values currently for funky examples make a project truck turn into an overlander, a whole different can of worms, too. But if a Gladiator sounds too passé, maybe a CJ-8 Scrambler can more squarely nail the combination of classic style, four-wheeling fun, and daily driver, all with the hopes that dropping a chunk of change into a Jeep pickup won’t result in the same kind of immediate depreciation as buying a new truck. And that’s the whole point of Hagerty’s Bull Market list, after all. So jump in headlong while you can.

The automotive phenomenon known as Radwood SoCal returns for another meetup celebrating retro cars and culture from the 1980s and ‘90s. Many of the enthusiasts passionate about all things beige and boxy, turbo’d and neon, might have loved the long-overlooked misfits that find a home at Radwood. But since the first iteration way back in 2017, the collectible car market’s upward swing in values attracted enough attention that Hagerty, the insurance company turned lifestyle brand, decided to spend big money and bring Radwood under its overarching umbrella.

Somehow, the timing never worked out for me to actually visit a Rad gathering previously, so I drove down to the Port of Los Angeles that played host to this year’s event, very curious to see how the enthusiast community might embrace a by-now established event under relatively recent corporate governance. But I also looked forward to partaking in the so-called “Rad Rally” afterward led by former Porsche driver Patrick Long, since the joys of park-and-show meets tend to fade in comparison to actually driving—and watching others drive—what I’ve always called some of the coolest cars on the road.

Wake up for load-in

My Radwood started early, with a cruise down to Long Beach in my Mitsubishi Pajero Evolution, as the sun just started brightening. There was only a short wait to show credentials, mostly for a couple of toy haulers loaded to the brim with immaculate Benzes by CMS Motorsports and Restoration, and I pointed the PajEvo into a nice spot at the back of the “Royalty” section. Through roll-up doors, I heard the port canals splashing occasionally on pillars holding up the docks—at least when the burbling exhaust echoing throughout the building began to tone down.

The large parking lots surrounding the Royalty warehouse opened up for standard-ticket show cars half an hour later. Bright contrasting light glinted off the angular forms of Toyota Tacomas, crested the rolled fenders of a handful of BMW 3-Series, and glared off the stainless body panels of a cozy-looking DeLorean. All the while, drivers got out to fist-bump friends decked out in the brightest outfits anyone could get their hands on.

The homologation specials

I parked the Evo at the very far end of the show, where organizers waving flags assured me it would best attract spectators through to the rear of the massive building. A friend in his Escort Cosworth parked nose-to-nose, just below hilariously accurate tagging that read “You’re on thin ice” in a messy scrawled font. Two homologation specials to round out the Radtasticness, without a doubt, the two best cars in attendance (in my entirely unbiased opinion).

Figuring I might find a few other homologation specials to test my ‘80s and ‘90s nerdiness, I started wandering—the true art form of any automotive journalist. The first car that popped out from the crowd ended up being a 1981 Toyota Starlet, obviously refinished in bright blue, a BEAMS 3S-GE motor bedecked with independent throttle bodies nestled into the engine bay and fun custom mirrors matching a shift knob, all built by Mr Grip. The little hatch puts down 200 horsepower to the rear wheels and weighs only 1,800 pounds, making the nickname Starlet Johansson about as apropos as possible. Even if not a true homologation special, the Starlet stood out for me after I saw a stripped and caged example racing in the Olympus Rally early this year.

By the time I meandered outside, where the harsh sun had created dark shadows that made my holographic eyeball sunglasses almost blindfolds, the lines for food trucks had already looked far too long. I figured I might swing by for coffee and maybe a donut after the rush died down. 

Guess again! I chatted with a few friends, checked in with Hagerty reps, and kept strolling. But when the general public gates opened at 10:15 am, the prospect of brunch started to fade. Good thing I always bring snacks.

Rounding a corner built out of shipping containers—again, about as apropos as possible for the scene—I stumbled onto a row of motorcycles. Having recently gotten my M1 endorsement, I stopped to take a closer look at these primitive pieces of rolling stock while remembering advice from many riding friends to always buy old cars and new bikes. Point taken, as proven by ratty exposed hosing, nearly hidden carburetors, kick-starts, and minimalist gauges galore. Sign me up for fuel injection and electronic starter motors, I thought. Then again… How about a 1976 Honda CB750K cafe racer? Not quite officially Rad, but I guess rules are meant to be broken.

Back inside the warehouse to shoot the growing crowds from elevation, I bumped into a “Baja Monkey” motorcycle build looking absolutely sick, brah, with a titanium exhaust and full suspension bolted onto the tiny frame. Right next to a scooter finished in art deco graphics over two-tone white. Totally on board, without a doubt.

Another Pajero Evo joined the throng by now, in matching silver but with yellow mudflaps held up by straps to prevent problems in the sand, also known as quintessential Dakar style. And a Galant VR-4 with an absolutely awful white respray and hilarious roof rack also caught my eye. Okay, fine, I’ll stop talking about Mitsubishis. I also saw a sweet, bright red Dodge Conquest… Wait, nevermind.

Staying on target

Even if snapping pics made up most of my official “job” at Radwood, I also got an offer from Hagerty to take a Maserati Shamal out for a spin. Yes sir, where do I sign? Sure enough, right at the entrance awaited a slightly darker-black Shamal than I imagined, with tinted windows and what looked like OEM five-spoke three-piece wheels. I feared the prospect of no air conditioning in the increasingly hot sunlight, so I figured I’d better get the hard work out of the way early. Either that or I just wanted to drive an absolute 1990s-style icon.

Inside, the Shamal sports plush leather seats closer to a lazy boy than most sports car seats, with an upwardly canted steering wheel that I couldn’t figure out how to move for the life of me. Eh, all good. Since the A/C worked, my feet reached the clutch pedal just fine. My head never got close to the ceiling. Less educated spectators probably thought they passed a Biturbo, but guess again suckers! The Shamal rocked a twin-turbo V8 all the way back in 1990! Throw in a Gandini exterior clearly reminiscent of Countaches, Panteras, and maybe a few Alfas. Now add a real roll bar integrated into the roof, a gated shifter for the six-speed shared with BMW’s 850CSi, and adaptive suspension from Koni. 

Let me tell you, the little thing rips. I wanted to let the engine get warm before throwing in too much boost, but the turbos started spooling up around 2,500 RPM, and by 3,000, I heard all kinds of good noises, rollicking forward on a surprisingly tight chassis as the shove began pushing me back into those soft seats. With a punch of the pleasingly firm clutch pedal, slap the shifter over through another gate and give the throttle more goose. 

On a couple of tighter turns, I even felt (or imagined I felt) the suspension working to keep this moderately light grand tourer, with a lower-than-expected curb weight of just 3,184 pounds, planted and confident. Maybe the heavy steering contributed to the sensation, but then I unwound and creeped up higher toward redline with the engine temps rising. Such a good thing, this Shamal. And apparently, despite a production total of only 369, it’s somewhat affordable, according to my Hagerty guy. Or at least affordable for millionaires. Not so much compared to most of the other good stuff at Radwood.

Back to the Radwood show at hand

All good things must pass, including the 1990s turning into a horrid new millennium and my brief time with the Maserati Shamal. But I needed to get back to Radwood ASAP and find some snacks before I got hangry. By now, the sun just baked the parking lot, and almost everybody had made the wise choice to huddle inside the Royalty warehouse. On the second pass, I spotted some fun Porsches, a perfectly specced E34 BMW M5, and the undeniable king of the show that I had somehow missed the first time around.

Yes, you guessed it. An Isuzu Impulse RS. You know the one with Handling by Lotus? That turbo-four, manual trans, and all-wheel drive pocket rocket with cloth seats, hilarious gauges, and space shuttle-era switchgear? I’ll admit that maybe only seven people I spoke with shared my excitement about the little Impulse, but I knew all about this car because I follow the owner, Paul Kramer of AutoKennel, religiously on Instagram. Talk about serious royalty.

Then I dipped back outside to brave the scorching heat once more to check on the food truck lines, but another lap seemed important. Beetlejuice chilled next to his matching Autozam AZ-1, the Toyota tax on display with some built four-wheelers and BMWs from proud piles to concours perfection in the same line. Nothing’s more 1980s or 90s than a sunburn and Pit Vipers, I figured, but the setting began to make even more sense to me all of a sudden. After all, most of the imports here probably passed through the Port of LA on their journey to the United States from Japan, Europe, or beyond.

Accessorize, accesorize, accesorize!

One of the fun sides of car collecting that Radwood emphasizes, if most concours d’elegances scorn, is the glories of accessorizing with pure ‘80s and ‘90s trash. Car phones here, cassette tapes there, and a period-perfect Air Jordan jacket. One guy even towed in a boat complete with ancient water skis, a BMX bike, the de rigeuer boombox, and beach chairs. So lit, so fun! But awards from other car shows also dotted the crowd, along with original window stickers, explanations of rarity (read: documented Radness), and even a lei or two. 

Despite my clear inclinations to award the PajEvo (mine or my friend’s, honestly) as Raddest in Show, or at least the Impulse RS, the official panel of judges semi-officiously handed out a series of trophies at the end of the day that entirely overlooked my personal preferences and predilections. Heresy! The top award was a one-of-12 Rinspeed Porsche “969” finished in crispy white metallic. At the very least, a Renault 5 Turbo 1 that I spent some serious time lusting over took Raddest Import. And luckily for me, the Renault ended up on the Rad Rally as well.

The Rad Rally itself

By 3:30 pm, I felt baked, parched, hungry, and ornery. My PajEvo needed gas before any real rally might begin, so I tried to beg off early, but alas, to no avail. What else to do but chat up Patrick Long, former Porsche factory racer, current brand ambassador, real-life Hot Wheels car builder, and one of the brains behind the air-cooled Porsche gathering, Luftgekühlt? I figured Long might look forward to doing some actual driving just as much as I, a matching duo of jaded (read: spoiled) automotive aficionados such as ourselves. His own impressions sounded slightly cheerier—maybe he’d had lunch.

“I love the part of load-out because everybody’s had a great day, they’re stoked, they’ve made new connections,” Long told me, “You get to hear the cars, you get to smell the cars. That is fun.”

And what might the heretofore mysterious Rad Rally have in store for us, Mister Long?

“I don’t know what tonight’s gonna hold,” he admitted mysteriously. “It’ll be fun when we get on the 110 and head north. Maybe we’ll go over Palos Verdes.”

In a baffling turn of events, the eventual route ended up starting in Santa Monica, akin to the Lamborghini Bull Run Rally I had just attended. So first, every Rad Rally participant needed to battle 45 minutes of holiday traffic to meet at a coffee shop where, more bafflingly, we were not given time to grab coffee. On a tight schedule to catch some sunset shots in Malibu, we regrouped and jumped on the 10 West, then hit gobs of PCH traffic that split the group almost immediately. By the time we turned up Las Flores Canyon, I waited about seven minutes for everyone else to catch up (home-field advantage matters, it turns out) and then followed three Porsches and the Cossie in my body-on-frame homologation race car, er, truck. 

Sound like a showdown is coming? Not so much, since a minivan with photographers harnessed into the trunk led the pack. We wound our way up Las Flores and up past the summit onto Piuma, where the last rays of sunlight provided a picturesque backdrop for oodles more, you guessed it, photo ops. Once the stars began to poke through that violet sky, we turned on our headlights before ripping back down to the PCH in just about the seven minutes of real driving I experienced that day. Long had warned me:

“I never push that hard in the canyons. Rule number one is to stay within your lane and not cross a yellow. So I’ll push as hard as it lets me to that point, keeping an eye on gauges and rattlesnakes crossing the road.”

But he snuck out of the overlook well ahead of me, so I enjoyed a chance to chase the pro down. Of course, in his “Dirtmeister” 944 on Pirelli Scorpion knobbies, he stood no chance against the sheer might of the winningest Dakar race vehicle of all time, itself on oversized Yokohama knobbies and with an absolute amateur behind the wheel. Suffice it to say, the Cossie and Renault simply couldn’t keep up, which I once again attribute to homefield advantage.

The sun sets over Radwood SoCal

Back in stop-and-go traffic on the PCH, I let the Renault slip in front of me to appreciate those squared-off haunches and the growling exhaust note, but the wait also gave me a chance to reminisce on my first Radwood experience. Call it my first Raddening. It’s hard to go wrong visiting with friends and checking out my favorite era of cars—guess that makes me a millennial with disposable income (guess again, to all my aspiring journalists out there). The setting and scene came out perfectly, with the cars and culture of the era on full display. 

Radwood undoubtedly takes the dubious fun of average Cars and Coffees, Concours judgings, and any other park-and-show meets to the next level. I definitely enjoyed the day, and with just a bit more planning for foodstuff and more avoidance of traffic on the rally, all would truly be Rad in the world once more.