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Silver Birch 2004 Suburban on a full suspension lift with Bilstein dampening, Weld Racing wheels, and 37-inch Falkens. 5.3 Vortec with four-speed auto—the kind of mid-2000s full-size truck that's finally getting attention now that everyone realizes clean examples are disappearing.

This first-gen K5 got a full cosmetic refresh south of the border—metallic silver and gray paint, black and red vinyl—before bouncing through Arizona, New Mexico, and South Dakota. No Reserve auctions on these full-size square bodies pull real money when the details matter. Clean K5s are getting harder to find as prices climb.

This C8 ZR1 drop-top arrived fully optioned—carbon aero package, front-axle lift, forged carbon wheels—in black-on-black with the kind of spec sheet that reads like someone actually understood what they were building. The ZR1 nameplate is doing what it should: justifying a six-figure price tag through engineering theater and genuine track pedigree, even if it's technically a soft-top rather than a hardtop purist's choice.

The Chevrolet Corvair (1960-1969) beat the 911 to market with a rear-mounted flat-six, but Chevy's engineering gamble came with a steering behavior that made it genuinely dangerous in untrained hands. While Porsche refined the concept into something manageable, the Corvair became a cautionary tale about how good ideas can get weaponized by poor execution.

The final C7 ZR1 represents peak naturally aspirated American performance before the mid-engine pivot. 755 hp from the LT4, aggressive aero that actually works, and a sub-$100k entry point now that initial hype has cooled. This is the last of a lineage that started in 1970—values have stabilized, which means now's the time.

First-gen Camaro convertibles with genuine SS 350 credentials don't surface often, and this one's hitting the block with no reserve—which means the hammer's coming down at whatever the market decides. The 350 small-block paired with a convertible top makes this a different animal than the hardtop variants that dominate the market. Values on clean first-gens have stabilized around $45-65K, but no-reserve auctions can swing either direction depending on who shows up.

Mid-70s Corvette survivor that spent decades in storage before a 2012 refresh: new paint, fresh bumpers, engine refresh. Dark Red Metallic over matching leather is period-correct restraint. The real question isn't the cosmetics—it's whether a no-reserve C3 in this era still commands respect or if the market's moved on.

A 2001 Z06 that Prefix Corporation converted to droptop spec in June 2001—back when nobody was doing this. Black LS6 over black leather with an aero package and rollhoops that actually look period-correct. You're looking at one of maybe three people who understood the assignment before the C6 made it fashionable.

This is the Impala SS that actually matters—the one with the LT1, not the 1994-95 pretenders. Black paint, 90k original miles, modified exhaust, and it's been in California since new. The 4L60E is the weak link everyone knows about, but the fundamentals are solid.

A black-over-red C1 that's been with the same owner since 2002—the kind of long-term keeper that's becoming rarer as values climb. Fuel-injected 283ci V8 mated to a four-speed manual and Positraction differential, this is the early Corvette formula before things got complicated. The car was already refurbished before its California-to-current-owner journey, which means it's been treated right for over two decades.

Colorado custom builder Don Diltz spent years on this restomod—Dynacorn steel body in Dodge Viper Snakeskin Green, Ram Jet 502 with fuel injection, Chris Alston chassis with Mustang II front geometry, and a 6-speed manual. It's the kind of build that respects the '69's lines while ditching the period-correct compromises.

Today's Bring a Trailer slate spans the full spectrum—from air-cooled 911s to family-kept '51 GMC pickups to a fresh 992 GT3 RS still wearing dealer plates. The trucks are the real story here: vintage F-250s and Dodges are moving on no reserve, a sign the market finally remembers that 1970s iron holds its own against euro exotica. One eye on the Ferrari 512 TR; Euro cars from that era are getting their due.