2024 marks the 60th anniversary of the Ford Mustang, and while Dearborn’s pony car was not the first muscle car or even the first pony car, it certainly popularized the idea. Within two years Ford had built more than a million Mustangs, and street machines of all sorts were flying off dealer lots. The Chevrolet Chevelle, Oldsmobile 442, Pontiac GTO, and Plymouth Barracuda were also members of the class of ‘64, and all actually debuted before the Mustang.
Muscle cars have loomed large in the American consciousness ever since, and even in this age of smartphones and EVs, the slick looks, rumbling V8 basslines, and raw power of muscle cars are appealing. But while the first wave of muscle cars were cheap speed personified and stayed that way through the 1980s, when the very fastest ones were just old used cars, buying a good muscle car today, new or used, requires more of an outlay.
You can’t buy a brand-new V8 muscle car for less than $42,000, and only one, the Mustang, is still in production. Lots of recent late-model used options are also pretty pricey, at least if you want the hottest V8 variations. Similarly, classic muscle cars have been expensive for years. $2,000 Plymouth Roadrunners and AMC AMXs turned into $60,000 cars ages ago, and growing interest in cars from the 1980s and 1990s can also mean those aren’t cheap either.
So how do you buy a cheap muscle car? Figure out what your expectations are, don’t be too rigid about what you consider a “muscle car,” and be prepared to shop around.
In the 1960s, pony cars like the Mustang displaced full-size performance cars, but those heavy hitters eventually made a comeback in the form of cars like the 1994-96 Chevrolet Impala SS. Nor do you have to limit yourself to V8s. From the 1970s to the 2000s, four-cylinder and V6 “muscle cars” were notoriously all show and no go, but in the past two decades, American manufacturers have delivered four-cylinder and V6 options that will demolish their 1960s ancestors at the drag strip.
Here, we’ve identified a set of affordable muscle car options that can be yours for under $20,000, and we’ve also set aside a few selections you can find for less than $10,000 at the end. You can still buy 1960s cars for this price, but it isn’t easy. For most people looking for a car that can double as a daily, however, you’ll want to go newer. These are cheap performance cars, so watch for abuse. A pre-purchase inspection is always a good idea here.
The Best Muscle Cars You Can Get for Cheap in 2024
- 1993 to 2002 Chevrolet Camaro
- 2009 to 2017 Ford Mustang
- 1994 to 1996 Chevrolet Impala SS
- 2009 to 2017 Dodge Challenger
- 2006 to 2015 Dodge Charger
- 2005 to 2017 Ford Mustang
- 2003 to 2004 Mercury Marauder
- 1993 to 2002 Pontiac Firebird
- 2003 to 2006 Pontiac GTO
- 2008 to 2009 Pontiac G8
The Cheapest Seats: Muscle Cars Under $10,000
- 2006 to 2007 Chevrolet Monte Carlo SS
- 1967 to 1976 Dodge Dart
- 2005 to 2008 Dodge Magnum
- 1998 to 2012 Ford Crown Victoria
- 1994 to 2004 Ford Mustang
1993 to 2002 Chevrolet Camaro
The svelte, wedge-shaped fourth-generation Camaro looked radical when it was new in 1993, and it still looks good today. A mid-cycle refresh in 1998 made it faster, but arguably less dramatic looking with its new fish-eyed front end. Nowadays these Camaros can credibly claim to be genuine classic cars, but they’re still modern enough to be used as daily drivers so long as you’re not in a regularly snowbound area. In addition to the looks, these Camaros offered improved driving dynamics, more power, and a softer ride than the previous generation.
Two V6s were offered in these years, a 3.4 and a 3.8. The 3.4 isn’t worth bothering with, but the famously durable 3.8 made 200 horsepower and could clip 60 mph in about 7.5 seconds. Of course, it’s the V8s people want and there are three Chevy small blocks on offer, the LT1, LT4, and LS1 (from 1998), making roughly 275-285, 330, and 310 horsepower, though LS1 was purposefully underrated. V8 Camaro buyers could choose from a four-speed automatic or a six-speed manual, and six gears were a big deal in the 1990s.
Today, the fourth-gen Camaro’s cabin feels like a sea of black plastic and its zero-to-60 times aren’t as impressive as they were 30 years ago, but there’s still much to like. These cars, particularly the pre-1998 models, have the analog feel of older muscle cars but with more performance, more robust crash structures than anything from before 1980, and they’re very durable. The hatchback coupe models are less expensive, but there are also convertibles, and you may even be able to find some special editions like the Indy 500 pace car models for this budget.
2009 to 2017 Chevrolet Camaro
These years encompass both the fifth-generation (introduced in 2009) and sixth-generation (new in 2016) Camaros, both of which feature retro styling inspired by the 1960s original.
After the fourth-generation model was canceled in 2003 due to slow sales, Chevrolet revived it for 2009, giving the public a preview in the 2007 film Transformers. The reimagined fifth-gen Camaro was a much better handler and faster than any previous model. To put things in perspective, the 2009 Camaro’s base V6 made 312 horsepower, more than the original LT1 V8 in the previous model, and it offered a pair of 6.2-liter V8s with 400 and 426 horsepower to start, eventually joined by 5.3 and 7.0-liter versions with up to 580 horses, driving the rear wheels through six-speed automatics or manuals (there were several variations).
Nowadays the fifth-generation Camaro is affordable enough that V8 models in good shape are common for less than $20,000, although you won’t be able to find the most extreme ZL1s and Z/28s for this price. Even the V6s are no slouch though, and much quicker than any muscle cars of the 1980s. The only real downsides? The Camaro’s interior is dark and confining, and filled with very cheap feeling plastic. It’s retro like the exterior, and while there are some nice touches, it always felt low rent.
In 2015, the sixth-generation Camaro arrived looking almost identical to its predecessor but boasting major chassis upgrades that made it one of the sharpest-handling muscle cars ever made. It too offers more power, with a standard 275 horsepower four-cylinder engine, equivalent in power to the V8 of 20 years earlier. There’s also a 335-horsepower V6, and V8s with 455 or 680 horespower and a host of mechanical options aimed at track day fans. You won’t find too many V8s at this price in these years, but some are available. The same criticisms of the fifth generation’s interior also apply here.
1994 to 1996 Chevrolet Impala SS
It was an unlikely idea. In 1992, Jon Moss, manager of Chevy’s Specialty Vehicles Group skunkworks, channeled AC/DC’s “Back in Black” vibe almost note for note by dressing up a Caprice Classic police car into a heavy metal hot rod with an 8.0-liter V8. That year’s Impala SS concept car was so popular that Chevrolet quickly put it into production for the 1994 model year. The recipe was simple: take all the heavy-duty mechanical bits of the police interceptor, slap on some cool chrome rims and dual exhausts, lower it, and set it free with a 260-horsepower LT1 V8 and four-speed automatic transmission.
This same powertrain was also used in the Camaro, but in a slightly different state of tune, and for the time the results were exciting. The Caprice Classic was a big barge for old folks, the Impala SS looked and felt like a hot rod for a gangster. The classic nameplate, then unused since the mid-1980s, also created plenty of nostalgia. While the Caprice’s popularity faded, the Impala’s steadily grew, but all of GM’s traditional B-body sedans were axed in 1996 to make way for more SUV production.
A collector’s item from the day it rolled off the lot, the Impala SS is not that fast by 2024 standards, but it’s lots of fun and has an undeniable muscle car vibe. It’s also a huge sedan that can seat five in comfort and has a more than 20 cubic-foot trunk, the kind you just won’t find on modern sedans. Chevrolet’s mechanicals are also simple and durable, in part because they were designed for heavy-duty police work. They’re reliable, and not too hard to find in good condition for less than $20,000.
Chevy again built a V8 Impala SS from 2006 to 2009, but that one is unrelated to this version.
2009 to 2017 Dodge Challenger
One of the most anticipated new cars of the 2000s, the reinvented Dodge Challenger returned to showrooms in 2008 after a decades-long hiatus. Although there had been a Mitsubishi-based Challenger in the late 1970s and early 1980s, this new version harked back directly to the 1970 original, one of the fiercest of the first wave muscle cars, developed right as the genre was peaking. The reinvented Challenger resembled that original in more ways than one, and came complete with a 425-horsepower Hemi V8.
Unfortunately, both the revived Challenger and Camaro crashed right into the maw of the Great Recession, which hurt their sales in the early years. Even so, the Challenger was popular for an expensive muscle car, and Dodge kept steadily improving it over the years, with production only ending in late 2023. In the early days, the 5.7-liter Hemi was accompanied by a 250-horsepower V6, which was later supplanted by the 305-horsepower 3.6-liter “Pentastar” in 2011. That same year, the SRT8 debuted with a 6.4-liter, 470-horsepower Hemi.
No, the V6 models are not as fast as the V8s, but the latter Pentastar cars aren’t “slow” by historical standards, with zero-to-60 times in the low-six-second range. At this price though, you should be able to find plenty of older Hemi V8s, though SRT models may be rare. In 2015, the Challenger got a modest refresh and even more power with the SRT Hellcat, but that’s a model you won’t be able to buy at this price. 2017 also saw the addition of optional all-wheel drive, but that too will be hard to find for under $20,000.
2006 to 2015 Dodge Charger
After teasing cool four-door Charger concepts for years, Dodge finally built the real thing starting in 2006. Based on the Chrysler 300 and some shared technology that came from the long-ago DaimlerChrysler union, the Charger was a big, bad rear-drive brawler just like the Impala SS had been a decade earlier, only with a more extensive lineup, more technology, and more power. In addition to the 340-horsepower 5.7-liter Hemi R/T, there were also V6 models with 178 and 250 horsepower, and an SRT8 version with a 425-horsepower 6.1-liter Hemi.
Those early V8 versions also revived some famous names from the past, like Daytona and Super Bee, both reinterpretations of 1960s originals complete with special graphics. Indeed, there are many special editions of this vehicle, in part because it remained in production until late 2023. There were continual improvements though, including a comprehensive refresh and style update in 2011 and additional tech upgrades in 2015 and later years. In these later years the 5.7-liter Hemi reached 370 horsepower, while SRT8 models were putting out 470 or 485. 2015 saw the debut of the 707-horse Hellcat, but you won’t find those at this price.
Besides looking intimidating and being fast, the Charger has lots of practical qualities. It’s a huge car by modern standards with an enormous trunk and back seat. It’s primarily a rear-drive design, but all-wheel drive models were available from 2007, though you couldn’t always get it with the most powerful engines. It also doesn’t look dated despite its advanced age in car years, after all, there are still new ones on dealer lots today. The Charger has two too many doors to be a purist’s muscle car, but it’s a very good bargain.
2005 to 2017 Ford Mustang
These years encompass both the fifth-generation (new in 2005) and sixth-generation (introduced in 2015). Despite their shared heritage and similar body styles, they’re very different cars in feel. As with the Camaro, the later Mustangs are sharper handlers with very potent non-V8 powerplants.
After a quarter century on the 1970s “Fox” platform, the Mustang was totally redesigned for its 40th anniversary in 2005. The retro looks and very modern cabin were a huge improvement on what went before, and there was even more power, at least from the V8 models. At first, the fourth-generation “S197” Mustang (nicknamed for its internal development code) offered a 4.0-liter, 210-horsepower V6 or a 300-horsepower 4.6-liter V8, but in time there was also a 315-horsepower “Bullitt” 4.6 and a 500-horse Shelby version. In the 2005 to 2010 range, the 4.6 is the engine to have.
In 2010, Ford gave the S197 a major style and tech update, followed in 2011 by new engines, a 310-horsepower 3.7-liter V6 and the 412-horsepower “Coyote” V8 that’s still powering fast Fords today. Both can be found for less than $20,000 now, and the 2011-2014 versions of the S197 are the best and most potent. There were also “Boss 302” and Shelby versions of these later cars, but they’re very expensive even today. Notably, 2014 Mustangs were often deeply discounted when they were new, which meant lower values later, because the sixth-generation S550 Mustang bowed that spring.
New for 2015, the S550 Mustang was released for the nameplate’s 50th anniversary and is the most sophisticated version yet. In a major philosophical change, it got a fully independent rear suspension and a new, BMW-like front suspension design. The result was genuine sports car handling, and the S550 is a fantastic track car as a result. The “Coyote” V8 continued and you can find a few early ones at this price, the biggest news for cheap Mustangs was the debut of the 2.3-liter EcoBoost turbo version. With 310 horsepower and less weight than the other Mustangs, it’s easily the most fun four-cylinder muscle car ever made, and it could sprint to 60 mph in just five seconds.
2003 to 2004 Mercury Marauder
Seeing Chevrolet’s success in the 1990s with the Impala SS (see above), Mercury decided to replicate almost the entire formula with the 2003 Marauder. Here the donor cars were another stuffy, traditional sedan, the Mercury Grand Marquis, and another police car, the Ford Crown Victoria P71 Police Interceptor. Add big chrome rims, a monochrome black paint scheme and slightly more aggressive bumpers to the Grand Marquis body to mechanical pieces from the Police Interceptor and, voila, instant muscle car.
The name, like the Impala’s, was also taken from a high-speed model of yesteryear, the 1960s Marauder, which had once been a stock car racing superhero. Almost all Marauders were painted black, but there were also a few in silver, blue and burgundy monochromatic schemes. They came only with a 302-horsepower version of Ford’s 4.6-liter “Modular” V8, the same engine used in the Mustang. Zero to 60 took about six seconds, which isn’t very remarkable today, but was noteworthy in a huge two-ton sedan 20 years ago. Plus, it certainly looked the part of a mean muscle car.
Mercury did not sell anywhere near as many Marauders as it anticipated, so the model only lasted two years. A less conspicuous package with the same basic pieces was offered by Ford as the Crown Victoria LX Sport. In both cases the bench seat of the standard Grand Marquis and Crown Victoria was deleted for front bucket seats and a console, but the two cars were still huge sedans capable of seating five in comfort and transporting all their stuff. Marauders aren’t so common anymore, but they don’t command huge prices unless they’re near-mint originals.
1993 to 2002 Pontiac Firebird
Sister to the Chevrolet Camaro of these same years, the fourth-generation Pontiac Firebird looked even wilder than its Chevy sister when it was new. The pop-up headlights, when closed, made for an ultra-aerodynamic front end, and the Firebird truly looked like a show car (specifically the 1988 Pontiac Banshee) come to the showroom. As with the Camaro, 1998 brought a less happy restyle, but the Firebird wore its updates better.
A beloved name from a make that is now gone, Firebirds are a little rarer than Camaros and tend to sell for slightly higher prices, but mechanically they’re very similar. As on the Chevy, two V6s were offered, with the 3.8-liter, 200-horsepower unit coming standard after 1996, but it’s the V8s people want. All three of the same V8s were used, the LT1, LT4, and LS1 (from 1998), making roughly 285, 330, and 310 horsepower, though LS1 was closer to 330 in actuality. The gearboxes were also the same, but Pontiac offered slightly different suspension tuning and many special editions, plus the flashy Trans Am as the top trim.
As on the Camaro, the interior is very plasticky and the driving position quite close to the floor, and the Trans Am rides a little harder than most of the other models. Still, these Firebirds are lots of fun, practical and reliable. They’re also just beginning to appreciate as collectible cars, and here the fact that Pontiac no longer exists may actually be an asset. As on the Camaro, there are a variety of special editions, some of which come with meaningful mechanical upgrades like the Firehawk and 1994 Trans Am GT. Good ones are plentiful under $20,000.
2004 to 2006 Pontiac GTO
30 years after it had gotten the axe in the early 1970s muscle car die-off, the Pontiac GTO returned for 2004 courtesy of General Motor’s Australian division, Holden. Down under, the classic muscle car era never really ended as it did here, and Holden and Ford of Australia kept building traditional muscle cars well into the 2010s. One of those cars, the Holden Monaro, was chosen by Pontiac as an easy way to reintroduce its famous GTO after Firebird sales ended in 2003. The idea stemmed from a highly positive Car & Driver review of the related Holden Commodore in 2000.
Since the Monaro was not sold in North America, the GTO was a truly unique product for Pontiac, and one that lived up to the name’s heritage. In 2004, power came from a 350-horsepower 5.7-liter LS1 V8, while 2005 and 2006 models used the 400-horsepower, 6.0-liter LS2, both engines shared with the Chevrolet Corvette. With zero-to-60 times of five seconds or less and quarter miles in the high-12-second range, the GTO was genuinely fast when it was new, but it didn’t advertise it's talents very well.
The Monaro’s subtle styling was kept entirely, and many buyers felt that it didn’t look very much like a Pontiac, or very distinctive at all. The interior was upscale and clean for its era, but also a bit bland. As a result, buyers didn’t get all that excited about the new GTO and sales didn’t live up to expectations, hence the car’s short lifespan. But as a used muscle car today, it has all the makings of a future classic. It’s rare, fast, good-looking, and unusual. Decent examples can be found for less than $20,000, but the nicest ones will cost more.
2008 to 2009 Pontiac G8
Despite the GTO’s failure to excite buyers, Pontiac was not ready to give up on the concept of an Americanized Holden supersedan. In 2008, the idea returned as the G8, based on the Australian-market Holden Commodore. When it was new, the G8 was Pontiac’s first totally-new, traditional, rear-wheel drive sedan in 30 years, and many muscle car fans were delighted that GM’s performance division was finally returning to form after years of unexciting products. The G8 looked more Pontiac-like than the GTO and it drove like a European sports sedan. It also had a more modern interior, though one that still had the same basic looks as the GTO.
Pontiac offered three powerplants, a standard 256-horsepower, 3.6-liter V6, a 6.0-liter, 361-horsepower V8 in the G8 GT, and a 415-horsepower 6.2-liter V8 in the G8 GXP. This last model also boasted an optional six-speed manual transmission, massive Brembo brakes and a Nürburgring-tuned suspension. All versions were good performers, but the G8 was launched just months before the beginning of the Great Recession. It was too little, too late in the end and both the G8 and Pontiac itself were killed off in 2009. About 38,000 G8s were sold.
15 years later, the G8 is still a hot car, and GM could not entirely let the idea go. From 2014 to 2017, an updated version of this same car came to the U.S. as the Chevrolet SS, a high-dollar four-door hot rod similar in specification to the G8 GXP. Most G8s are V6-powered, and they’ve held their value very well for a short-lived car from a discontinued make, but it is possible to find V8 G8 GTs in good condition for under $20,000.
The Cheapest Seats: Muscle Cars Under $10,000
2006 to 2007 Chevrolet Monte Carlo SS
You can still find old-school, rear-wheel drive V8-powered Monte Carlos (the kind that made the name famous from 1970 to 1988) for less than $10,000, but you’ll have to search long and hard. If you want something a little easier to find, and a whole lot more modern, there’s also the very last Monte Carlo SS. In the 1990s, the Monte reappeared as a V6-powered front-wheel drive car aimed at cars like the Chrysler Sebring and later, the Toyota Camry Solara, but in 2005 GM decided to reinvigorate sales by returning to an old recipe by fitting the high-performance SS with the 5.3-liter LS4 small block V8.
With 303 horsepower, two doors, and that trademark V8 rumble, this version of the Monte fairly approximation of a traditional muscle car, but there is one key difference. This car is front-wheel drive, and 303 horses is a lot of power to put through the front wheels. Also, This car’s then 1980s-era platform wasn’t really meant for such things. To compensate, Chevrolet fitted a sophisticated traction control system, but it results in what feels like lots of torque steer. Turn it off and it’s easy to spin the front wheels even in casual driving. There car’s weight is also way up front, which isn’t great for handling.
As a result, these cars have a healthy appetite for eating up their front tires, but they are fun, and fast for their time. Both Pontiac (the Grand Prix GXP) and Buick (the LaCrosse Super) got versions of this same V8 setup, as did the four-door Impala SS. Pontiac’s version has a better suspension and tire setup, but the Monte Carlo is the only one that comes looking like a conventional muscle car, and it’s much easier to find than the Grand Prix GXP. Easier, but not necessarily “easy.” Really nice examples of these cars will fetch more than $10,000.
1967 to 1976 Dodge Dart
The only old-school muscle car on our list, younger readers might be surprised to learn that the Dart was primarily an economy car when it was new, and it lasted in that role for what seemed like an eternity. This Dart, and its Plymouth Valiant sibling, debuted in the fall of 1966 and remained on sale for a decade. In the 1960s, there were many hot versions including the GT and GTS models, some with the very potent 340 (5.6-liter) and 383 (6.3-liter) V8s. You won’t find those for under $20,000 anymore, but there are many lesser 1960s and 1970s Darts that offer the look and feel of that era, and later cars have somewhat more modern safety features.
No car this old can be considered entirely “safe” by modern standards, but later (post-1971) Darts are guaranteed to have modern three-point seatbelts and front disc brakes, which greatly improves stopping power. Engine outputs fell dramatically in the early 1970s thanks to new emissions regulations, but the 318 (5.2-liter), 340, and 360 (5.9-liter) V8s still had plenty of torque, and over the last 50 years many have been modified to make more power. Indeed, the Dart’s light weight relative to the larger Mopar muscle cars of its time and its parts commonality to those cars, made it very easy to modify for more speed, which is still true today.
Because so many Darts were made, they’re still one of the more common 1970s cars on the road. The non-V8 versions and sedan models are never in much of a hurry, however, even if the standard “slant six” engine is almost indestructible. If you want the muscle car look and feel, you’ll have to seek out V8s and two-door models (there are three styles, a two-door sedan, a two-door hardtop, and a two-door coupe, the Dart Sport). Buying later (1974-76) cars with impact bumpers will reduce the cost of entry, too.
2005 to 2008 Dodge Magnum
Introduced alongside the Charger in 2005, the Dodge Magnum was a station wagon version of that car. The Magnum’s engines, chassis and capabilities were essentially the same as those of the Charger including the 5.7 and 6.1-liter Hemi V8s, it just happened to come in a cool wagon body. But what enthusiasts thought was cool was largely ignored by mainstream consumers, who were much more into SUVs. As a result, the Magnum lasted only a few model years while its LX-platform siblings continued into 2023.
Thanks to its relative obscurity and the fact that it’s now nearing the bottom of its depreciation curve, the Magnum is very affordable. $10,000 will not buy you an SRT8 (though you can get them for less than $20,000), but 5.7-liter V8 Magnums can be found at this price. They offer everything that similar-year Chargers do, only with more practicality.
1998 to 2012 Ford Crown Victoria
It’s a stretch to call the Crown Victoria a “muscle car” in the strictest sense, but as the 1990s Chevrolet Impala SS and 2000s Mercury Marauder proved, the ingredients are there. After all, the Crown Victoria LX Sport of the mid-2000s was essentially the same car as the Marauder but with more subtle visuals. It’s a big, V8-only, traditional, rear-wheel drive sedan with rock tough mechanical pieces. Best of all, it’s cheap, but most of them are former fleet cars, which take even more abuse than performance cars in many cases.
This car’s platform first debuted in late 1978 and the 1998 and newer models were a heavy update of their 1993-1997, so there are many to choose from. Muscle car fans will want 2003 and newer models. That year the Crown Vic got rack-and-pinion steering, a variety of chassis updates, and a power bump, to 224 horsepower for standard models and 239 for dual-exhaust versions. Police Interceptor models were upped to 250 horses in 2004. Though the earlier cars look pretty much the same, they don’t handle as well and came standard with 200 horsepower. All use versions of Ford’s 4.6-liter “modular” V8, for which many performance parts are available.
LX Sports don’t command a huge price premium, but they’re quite rare, and it’ll be easier to find a standard version or an Interceptor. This is a two-ton car and the biggest basic family car of its era, so it isn’t necessarily “sporty” feeling. Like the Impala and Marauder, however, it’s roomy and practical if a bit of a gas guzzler. It’s also exceedingly reliable. Police Interceptors have very basic interiors, as you’d expect, so you’ll have to live with that if you want one.
1994 to 2004 Ford Mustang
Redesigned for the first time in 15 years, the 1994 “SN95” Mustang brought new looks but familiar hardware. Underneath, it was based on the same platform as its predecessor, and retained its aging 3.8-liter V6 and 5.0-liter V8 engines. In time, the old V8 gave way to Ford’s modern “modular” single-overhead-cam 4.6-liter unit, though power was at first similar at 215 horsepower. By 1999, it had grown to 260 horsepower, but stayed there until 2004. There were more powerful Cobra, Cobra R, and Bullitt models of this Mustang with up to 390 horsepower, but they’re rare enough to command high prices.
Trapped between the previous “Fox” Mustang, which is now a favorite of Gen-X and Millennial collectors, and the later, faster generations described above, the fourth-generation Mustang is very affordable if not as desirable as those others. The styling has aged less gracefully than other Mustangs, too. There are two basic eras, the early “Jellybean” look from 1994-1998, and the “New Edge” design from 1999-2004, but performance and capabilities are roughly similar. V6 versions aren’t at all fast by modern standards, but the V8 GT is still plenty of fun. They’re not hard to find at bargain prices, either.